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HomeMy WebLinkAboutDocument submitted into the public recordPl CITY OF MIAMI, FLORIDA INTER -OFFICE MEMORANDUM a�7 TO : Honorable Mayor and mi City Coy it sioners FROM : c).Q Arriola y Manager n (i DATE : June 23, 2004 SUBJECT: FILE : City Commission, July 8, 2004, Discussion Items, Miami Streetcar Feasibility Study and REFERENCESBay Link Study ENCLOSURES: This memorandum is to request that two discussion items be scheduled on the Miami City Commission meeting of July 8, 2004. The first item is the Miami Streetcar Feasibility Study, a presentation by the City's consultants, HDR, Engineering, Inc. on the status of the study including an overview of the streetcar technology, proposed concept route from downtown Miami to Little Haiti with station locations and preliminary capital and operating costs. The second and companion item is Bay Link, Miami -Miami Beach Transportation Corridor Study, a presentation by the Miami -Dade County Metropolitan Planning Organization and their team of consultants led by Parsons Brinckerhoff Quade & Douglas, Inc. on the status of the study. Bay Link is a proposed streetcar line connecting downtown Miami to South Beach. July 8, 2004 prepared for: Office of the City Manager City of Miami, Florida prepared by: FER HDR Engineering, Inc. 15600 N.W. 67th Avenue, Suite 304 Miami Lakes, FL 33014-2176 Phone: 305.557.4770 Fax: 305.557.1617 Description The intent of the" Miarrizi F 5treetear" Feasibility !Study is to assess the feasibility of a streetcar operation between downtown Miami and NE 79th Street along a north -south corridor. The feasibility study will also cover the redeveloping Buena . Vista Rail Yard area. The 6-month feasibility study will cover alignment options, station location/planning, economic development opportunities, traffic, parking, capital and operating costs, ridership, connectivity to transit, and other important elements. What is Streetcar Transit? Miami is farther from an operating light rail or modern streetcar system than any other large U.S. city, so many of its residents are unfamiliar with this transportation option. Streetcars were, however, an important part of Miami's downtown vitality in earlier years. More importantly, streetcars are an integral part of the city Miami is becoming, a dense, lively, international city like so many others which now enjoy the benefits of high -quality local transit. Streetcar transit is a version of light rail (LRT), but has different key characteristics: CHARACTERISTIC!, I.IG111 RAIL Vehicles • WI.77,000 -110,000 lb. empty • Large, usuallyin 2 or 3 car trains • 160-270feet • Typical max. speed 50 — 60 mph • Usually > 10 miles. • Less frequent regional stdpa/stations for faster travel apeed • Wt. 63,500lb, empty. • Small, modem, one or two car consist: • 65 -130 feet • Typical max. speed, 30 - 40 mph • Usually < 10 miles. . • Frequent stops for easy circulation I-D3h Purpose and Need of a Potential Streetcar : As stated in Mayor Manny Diaz's State of the City address for 2004, the City of Miami is undergoing unprecedented redevelopment of its urban neighborhoods, generation of private investment and is embarking on a sound financial future. "(Miami's) tax base grew by over 15% during 2003, resulting in a $2.3 billion increase in real estate values." "Currently, $2.3 billion in major projects are under construction. An additional $5 billion in major projects have been approved, and $5 2 billion are at various stages of the planning process." A Potential Problem: Miami Becoming a Victim of Its Own Success Accommodating this substantial level of growth and development is a significant challenge for the City, particularly with respect to transportation. Although there is much to celebrate in Miami's resurgence and the significant investments now being made in redevelopment projects, this success carries a warning: these population densities require a "mode split" (travel mode choices) that relies more on transit and walking and less on the automobile. Changing that mode split will require aggressive action by public agencies through both policy and investment. Downtown Miami now faces, on a local scale, a version of a problem evident in the growth of the region over the past few decades. The regional Metrorail system, while a substantial investment in transit capacity, was left behind by the geographic expansion of the metropolitan area. Expanding this system is very invasive and expensive. Thus, the system has become largely irrelevant to a larger and larger share of new development. Likewise, the Metromover circulator is convenient to a significant portion of the current downtown. Expanding this system, even if funding could be obtained, would also be very invasive and expensive, and is therefore unlikely. The transportation system thus does not provide adequate service to the areas undergoing redevelopment, and the potential streetcar can address the twin concerns of enhancing mobility and stimulating new development. Potential Benefits of a Miami Streetcar: In addition to shaping development into a more sustainable pattern, streetcars have been shown to be very efficient transit circulators, at approximately 1 /3 the total cost of a typical LRT system, and they do not require dedicated right-of-way. That is, they operate in mixed traffic with little or no impact to traffic flow or on -street parking. Like LRT, streetcars are relatively quiet, extremely reliable, and have low maintenance costs Compared to buses. Most important is streetcars' value as a place -maker and their value as a community circulator, the ability to attract choice riders, residents and visitors who would otherwise use automobiles for in -town trips. Schedule: Study completion September 2004 Study Scope: To evaluate physical and financial feasibility of a streetcar system, including alignment, station locations, connectivity to other transit services, economic development opportunities, costs and financing, ridership, traffic and parking impacts, environmental analysis, and implementation requirements. Study Process: The Study is being carried out in two phases: Phase I. Concept Development; and Phase II. Planning, Design, and Implementation Plan to support advancement of the Streetcar Concept Plan. The first phase of the Study is complete and has accomplished the following: • Evaluation of twelve major corridors for physical and economic feasibility. • Held initial meetings with some of the project's stakeholders to ascertain the compatibility and 2 • Nti. CITY OF MIAMI STREETCAR CORRIDOR FEASIBILITY STUDY PROJECT UPDATE effectiveness of a streetcar project with respect to district plans. • Development of criteria for selection of a Phase I segment. • Application of criteria to the alternative corridors. • Determination of which corridors (or corridor segments) possess "fatal flaws" in the study area, and corridors where streetcars would enhance and reinforce the objectives of redevelopment and revitalization efforts in the City. • Developed a concept route with station locations for a series of streetcar lines that could serve major destinations and connect areas undergoing redevelopment and provide access to other areas to improve their viability for redevelopment. • Recommend an initial streetcar project. Findings: As a result of this process, a Phase I segment of a Miami Streetcar system, a bi-directional (i.e., two-way) circulator route is proposed. The most favorable alignment for the initial project phase would run from the heart of the Central Business District to the Miami Design District, utilizing the alignment shown at right. The route's downtown section is designed to be shared with the Bay Link line when it is constructed. Projected Project Cost: A cost estimate wilt be developed for the initial project phase, but based on previous streetcar projects; an order -of magnitude capital cost range for the recommended initial phase is estimated to be $120 - 130 million (includes track and track bed, traction power, vehicles, maintenance and operations facility, some utility relocation and roadway reconstruction, preliminary and final design, construction management, inspection and system testing). Annual operating costs, depending on frequency of service should fall in a range of $4 - $5 million. Study Area Miami Design District Recommended Alignment Recommended Srop Locations Phase 2 Alignment Phase 2 Stations / Stop Locations Jul, 2004 Typical components: • Track and Traction Power: - Single Track: $9.5 million per mile* - Double Track: $16.5 million per mile* *includes utility relocation, roadway construction and construction contingencies. • Vehicles: $2.3 million per vehicle • Maintenance facility: 2.5 - 3 acres, $5 - 7.5 million 5 - 10 acres (if joint Bay Link use), $10 - 17 million • Vehicle life: 30 years + • Vehicle reliability: 99.5% Study Milestones: • Phase I Corridor Analysis • Stakeholder Meetings • Agency Committee Meetings • Public Workshops (3) • Impact Analyses • Plan/Ordinance Evaluations • Urban Design Concepts • Cost Estimate • Financial Analysis • Construction Options • Implementation Plan • Final Report Key Issues to be Resolved: • Final alignment decisions • City project coordination • Streetcar/Bay Link Coordination • FDOT Coordination • FEC right-of-way negotiation • Midtown infrastructure design and construction • Project Financing • Operating scenario Potential funding sources: Federal: • FTA "Small Starts" program • Flexible funds, CMAQ (if eligible), Enhancements • Congressional earmarks • EDA Public Works or Economic Adjustment programs State: • Transit or Rail Service Development Programs • Strategic Intermodal System funding • Park and Ride Program • Commuter Assistance Program • Intermodal Development Program • Public Transit Blodk Grant Program • State Infrastructure Bank loans Local: • Parking meter and garage revenues (quasi - independent Authority/Commission sets rates) • People's Transportation Plan - 1 /2 Cent Transit Tax • Local option gas tax • DDA funds (dedicated millage rate) • Tax increment financing (through CRA mechanism) • Already -programmed street improvement/ reconstruction projects • MDTA funding (in lieu) • Community Development District (e.g. Midtown Miami) • Local improvement district • Potential private sector participation CONTACT: Liiia Medina, AICP — Asst. Transportation Coordinator City of Miami, Office of the City Manager 444 SW 2nd Ave, 3rd FL, Miami, FL 33130 Tel. (305) 416 - 1429 Iimedina©ci.miami.fl.us Project Update Briefing for the Miami City Commissio STREETCAR CORRIDOR FEASIBILITY STUDY ■ July 8, 2004 Charles Hales HDR Engineering 1 Connecting People and Shaping Places STREETCAR CORRIDOR ■ FEASIBILITY STUDY Connecting People and Shaping Places ,�0 STREETCAR CORRIDOR FEASIBILITY STUDY Why consider streetcars in Miami? Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Miami Streetcar Feasibility Study Goals Provide connectivity between redeveloping areas and Downtown Improve connectivity between neighborhoods Promote additional economic development stimulus Support a more transit -oriented form of development Attract urban residents to make local trips via transit Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Connecting People and Shaping Places STREETCAR CORRIDOR ■ FEASIBILITY STUDY Connecting People and Shaping Places STREETCAR CORRIDOR ■ FEASIBILITY STUDY Connecting People and Shaping Places STREETCAR CORRIDOR ■ FEASIBILITY STUDY Miami Streetcar Feasibility Study Key Tasks Examine possible routes/alignments Evaluate physical feasibility Estimate ridership Estimate costs and benefits Detail route, station locations`- iv apse Develop financing proposal Develop implementation plan Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Miami Streetcar Feasibility Study Major Drivers in Alignment and Phasing Bay Link downtown loop creates the "hub" Connection to Metromover and Metrorail Multiple corridors to neighborhoods North Alignment to serve Redevelopment and Major Projects Bridging the river —costs and complexities - drives initial phase North rather than South or West Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY 1 Connection to Bay Link Potential to Advance Bay Link with Streetcar • Serve both local and Miami -Miami Beach circulation needs • Use same/similar technology STREETCAR CORRIDOR WV FEASIBILITY STUDY NW 4oth St. NW 36th St. CITY MIAMofI NOT TO SCALE NW 29th St. NW loth St 0 0 0 w NW 14th b, 0 0 0 00 NW 1 it I 0 0 1 Recommended Phase I Alignment Buena Vista/Design District N E 2nd Avenue N E 9th Street Miami Avenue Government Center SW 1st Avenue N E 1st Avenue N E 14th Street N E 29th Street STREETCAR CORRIDOR FEASIBILITY STUDY NW 4oth St. Mar. NW 36th St. CITY of MIAMI NOT TO SCALE NW 296 St. a a WNynv d Edgev�. NW 2oth St.l NW 14th k1.1 NW 5th St. a NW 1st Flagler SW Is r Public Faciltities and Attractions Miami Design District Midtown Miami — a �� Omni Center Performing Arts Center Museum Park Miami Arena American Airlines Arena Miami -Dade College Bayside Marketplace Government Center Bayfront Park STREETCAR CORRIDOR FEASIBILITY STUDY NW 4oth St. NW 16th St. CITY MofIAMI NOT TO SCALE NW e9th St. to It R. Q NW Both St.l • • 1, • • NW 14th 4,-, II .._..�� NW)1 ur NWSthS �^' —'.-- ti NW 1st Flagler SW 1st Port Blvd. Bay Link (proposed) Metromover Metrorail Connection to Other Modes of Transportation L Enhances Downtown Circulation Connects to Regional Transportation — Bus Network, Baylink & Metrorail STREETCAR CORRIDOR FEASIBILITY STUDY Key costs and specifications Track and Traction Power: ■ Single Track: $9.5 million per mile ■ Double Track: $16.5 million per mile Vehicles: $2.3 million per vehicle Maintenance facility: 2.5 - 3 acres / $5 - 7.5M (if joint Bay Link Use) 5 - 10 acres /$10 - 17M Vehicle life: 30 years + Vehicle reliability: 99.5% Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Potential Funding Sources Local • Parking meter and garage revenues • People's Transportation Plan funds • Local gas tax • Advertising and sponsorship revenues • Fares • DDA funds (dedicated millage rate) • Tax increment financing (through CRA mechanism) • Already -programmed street improvement/reconstruction projects • MDTA funding (in lieu) • Local improvement district(s) Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Potential Funding Sources State 2 Transit or Rail Service Development Programs • Strategic Intermodal System funding • Park and Ride Program 1.11 Commuter Assistance Program ® Intermodal Development Program ® Public Transit Block Grant Program • State Infrastructure Bank loans Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Potential Funding Sources Federal I FTA "Small Starts" program • Flexible funds, CMAQ, Enhancements • Congressional earmarks • EDA Public Works or Economic Adjustment programs Connecting People and Shaping Places V.Let STREETCAR CORRIDOR FEASIBILITY STUDY Stakeholder Coordination Miami -Dade MPO and Subcommittees Downtown Development Authority Community Redevelopment Authority Chamber of Commerce TEXCOM Committee Miami -Dade County Parking Authority r "Entities of Common Interest"a FEC Railroad Federal Transit Administration FDOT Connecting People and Shaping Places STREETCAR CORRIDOR ■ FEASIBILITY STUDY Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Project Contacts Lilia Medina, Assistant Transportation Coordinator City of Miami (305) 416-1429 1,. 1� � YYJI l l ii kI (4l 1 1. Yi11 a n1 i. . u s Charles Hales, Vice President HDR Engineering, Inc. (305) 557-4770 ��Y�r ys.hales�hdrinc.com Jason McGlashan, PE/PTOE HDR Engineering, Inc. (407) 420-4200 j ason.mcglashan(a,hdrinc.com limunte ir SIW 1-0 Connecting People and Shaping Places STREETCAR CORRIDOR FEASIBILITY STUDY Project Update Briefing for the Miami City Commissio STREETCAR CORRIDOR FEASIBILITY STUDY ■ July 8, 2004 Charles Hales HDR Engineering Serves Little Haiti Accesses Additional Redevelopment Connecting People and Shaping Places STREETCAR CORRIDOR ■ FEASIBILITY STUDY Miami -Miami Beach Transportation Corridor Study BAY LINK resentati • n to the ssion ji h.11.arni July 8, 2004 TODAY'S PURPOSE • Review Bay Link Project and Purpose • Review the Project Development Process • • Present the Refined LPA • Review Next Steps Kw* •Ks*. .7f WHAT IS BAY LINK? 13ay Link PI' CO rt..,•PLO. 1dS Street Car Line Providing a Regional Transit Connection Between Miami and Miami Beach: • Maximize tremendous transit investment to date with reliable high capacity regional connection. • Provide support for current and future development and connect major public/private investment in region's economic core. • Provide circulation in core areas. • Serve as connection for future extensions. Federal Transit Administration: Program Development Process Current PTP Priority Fastest Possible • qy Li,+k 047 Phase 2 Products Refine LPA Definition (Complete 7/30/04) • Physical Alignment/Station Locations • Operating Plan • Ridership Projections • Capital and Operations and Maintenance Cost • Traffic Analysis/Origin and Destination Study PE/FEIS Request (Submit 8/12/04) • PE/FEIS Request Letter • New Starts Report • Project Management Plan • PE/FEIS Scope of Work Extensive Public Involvement (Continuous Over Phase 2) • 2 Form & Fit Meetings • 6 Station Area Planning Meetings • Presentation to DDA • 2 Bay Link Advisory Committee Meetings • Presentation to City of Miami Commission • Presentations to MPO Board and Subcommittees • Locally Preferred Alternative LEGEND LPA. All rtmenr LPA Alignment ¢} S.lahons Melrotail 1�11am1 Alerrorrcver Yard & shop TBD ay Liuk Miami Alignment & Station Locations 441 NE Nth 5T. NE BM 5T TANS AVE / NT ST TATION NE rmA Sr . NE SIA Sr. ' MANI AV'. fit Sin S STATION' CENTER STATION' MM. MSrs •b Nu a thee My II NV NE IN AVE NA ST 1 • TATION 471 ii K«.•MAN. R.41,sny Legend: Bay Link Alignment Miami Street Car Route ( Bay Link Stations Bay Link and Miami Street Car Shared Stations Street Car Vehicle Characteristics CHARACTERISTICS SKODA INEKON Portland Street Height (Without Pantograph) 11' - 4" Length 67' —102' Width 8' - 1" Cost Per Car $2.0M Floor Height 14" Weight (AWO) 27 tons # of Articulations 2 Low Floor 40% Operating/Max Speed 31 MPH / 45 MPH Passenger Capacity 41 Seated; 154 total Operations N T Museum Park/ #••s÷ Performing Arts, 4e 014 Ac47 lL ji QSj 41 ■41.11• • • if American Airlines Arena Miami Ave/NE 8th St NE 1st Ave Qr NE8thSt # le Miami Ave/NE 5th St Q ONE 1st Ave/ : gayside ONE 5th St NW 3rd St/NW 1st AgOill � ®06 f( a NE 1 St St/ NE 1st Ave Sa Government Center 111101 ®®®• ■ • N•' Sc St/t•] Bayfront NE 3rd Ave • 11CII...•00••• sF rsrs • rsr se/s M�a��gve 3 dgve ■ � To Watson Island/Miami Beach Legend • Bay Link Stations O Shared Stations • • • ■ Inbound Track/Loop ■ ■ ■ ■ Outbound Track/Loop Miami Street Car Possible Future Extensions Possible Future Extension Possible Future Extension Possible Future Extension "gayLink 7:14•1 KG%• Km r.dl (fP4 To Watson Island/Miami Beach 5 Min. Headways Legend • Bay Link Stations O Shared Stations Inbound Track/Loop Outbound Track/Loop Miami Street Car American Airlines Arena Station American Airlines Arena Station CHILDREN'S MUSEUM bROPROSEO' 0 PARN I NO LOT;• ICI fY OF'UI,AMI 1 Pedestrian Bridge to Parrot Jungle Pm NEXT STEPS 'gay Link • Submit PE/FEIS Request to FTA (8/12/04) • FTA Ranks Project, Authorizes PE/FEIS (9/30/04) • MPO Reassesses Bay Link's Regional Priority • MDT Selects Consultant / Starts PE/FEIS (1/14/05) MIAMI-MIAMIF CHSTJb'MT1(i�JLgppRTONCOLRIDOR STUDY ll 1N1O , � ,E dune 28, 2004 PUBL!C RECORD FOR ITEM Di. lb ON 7-5-0it FREQUENTLY ASKED QUESTIONS What is Bay Link? Bay Link is a proposed streetcar line connecting downtown Miami to South Beach, two of South Florida's greatest economic centers. There would also be a local line staying within Miami Beach to provide internal circulation between South Pointe, the Convention Center and the Cultural Campus. Bay Link would • Connect job centers in downtown Miami to current and future residential areas there and in South Beach • Provide a transit link for workers in Miami to service sector jobs in Miami Beach • Improve the connec- tion between Miami Beach and downtown Miami activity centers such as Bayfront Park, Bayside Marketplace, American Airlines Arena, Parrot Jungle, Children's Museum, Performing Arts Center and the proposed museums in Bicentennial Park • Provide a better connection between downtown Miami hotels and the Miami Beach Convention Center What is Phase II of the Bay Link Study about? During this phase of the Bay Link Study a Preliminary Engineering/Final Environmental Impact Statement (PE/FEIS) Application will be prepared and submitted to the Federal Transit Administration (FTA). The application seeks approval from the FTA to formally enter into preliminary engineering. Work will include updating estimates of project capital and operating costs and ridership. The FTA will review the application and, if it receives a medium to high rating, put it in line to receive federal funding. Phase II will also provide information about pro- posed station area location, layout and requirements to citizens who live, work or own property nearby. They will then have the opportunity to comment on these elements as well as on pedestrian and vehicular access. In the process citizens may assist planners by further defin- ing the Locally Preferred Alternative, or route. They will also be able to review and provide input on station area aesthetics such as signage, lighting, landscaping, canopy and artwork. These comments will be incorporated into the final design of the stations. Who is conducting this study? The Bay Link study is being funded by the Florida Department of Transportation and managed by the Miami -Dade County Metropolitan Planning Organization (MPO), the body responsible for long range transportation planning. Through the competitive bid process, the MPO selected a team of consultants led by the internationally respected engineering firm Parsons Brinkerhoff Quade & Douglas to carry out the study. How much will Bay Link cost? The cost of building the Bay Link project is estimated at $400 million. Once built the annual cost to operate and maintain the system is estimated at $10 million. Both figures are in 2003 dollars. Where will funding co���Y t • b Funding for Bay Link is e d do come from a variety of sources. It is anticipated that nearly 50% of the funding will come from the New Starts Program administered by the FTA. Bay Link is part of the People's Transportation Plan, so approximately 25% of the funding will come from the half cent sales tax dedicated to transportation and overwhelming accepted by Miami -Dade County voters in 2002. The remaining 25% of the financing will come from state funding sources. What is the proposed route for Bay Link in downtown Miami? In downtown Miami, Bay Link would provide two-way service along most of the route, with a slight variation to allow for one-way pairing of streets at the south end of the loop. Clockwise circulation would run from NE 9th Street south on Biscayne Boulevard to NE 1st Street, west to NW 1st Avenue, north to NW 9th Street and east back to Biscayne Boulevard. I... Counterclockwise circulation would run from Biscayne Boulevard west from NE 9th Street to NW 1st Avenue, south to SW 1st Street, east to Biscayne Boulevard and north back to NE 9th street. How does Bay Link operate in Miami Beach? Bay Link travels in both directions across the MacArthur Causeway but within Miami Beach there are two one-way loops circulating in opposite directions. The regional circulator comes from downtown Miami via the south side of the bridge, continues along the south side of the MacArthur Causeway and then runs counterclockwise east along 5th Street to Washington Avenue, north to 17th Street, west to Alton Road and then south back to 5th Street. The local circulator stays within Miami Beach and runs clockwise from Biscayne Street north on Alton Road east on Dade Boulevard and south on Washington Avenue back to Biscayne Street. Transfers from one circulator to the other can be made at stations along Alton Road and Washington Avenue. Map depicts general route and station locations which are subject to refinement as a result of citizen input. What could the stations look like? The final appearance of the stations is what will be considered in community meetings for station area design. Generally they consist of a raised platform approximately 14" high to permit boarding vehicles without stepping up and easy wheel -chair accessibility via ramps at each end. They also include a canopy to protect passengers from the elements, fare vending machines, signage, system maps, landscaping and artwork. Looking to the design of existing stations worldwide, there are a myriad of possibilities. The illustrations depict some examples of what might work in the South Florida setting. How were the locations for stations determined? Station locations have been identified based on their proximity to activity centers, also taking into consideration walking distances and impacts on parking and traffic movements. They may be further refined during the Station Area Design Placement of stations is determined by the distance between them and their proximity to major inter- sections. Stations are generally located no more than one half mile apart for the convenience of rail passengers. Making more frequent stops could provide better access but would make the rail line's operation less efficient. process. What kind of vehicles would be used? The Bay Link line would run on rails and be powered by an overhead connection, or catenary, to a power source. The appearance of the cars is something which will be decided in the future if the project gains approval by the FTA. Technology changes very rapidly, so the decision on what type of car will be employed is not part of this phase of the Study. As with station area design, there are many possibilities for the appearance of the streetcars. Whatever the design, the train will be short enough to navigate city blocks in downtown Miami and South Beach and will be equipped to meet current standards of comfort and accessibility. Why can't more buses be add- ed to existing routes instead of Bay Link? Local streets in downtown Miami and in South Beach are already highly congested with cars and buses. Adding more buses would only add to that overcrowding and degrade the quality of our air. Bay Link would eliminate the need for 2/3 of the 600 buses which circulate in Miami Beach every day! Will Bay Link connect anywhere with Metrorail or Metrobuses? Bay Link is one part of the Miami -Dade County People's Transportation Plan which may ultimately provide connections to Miami International Airport and beyond to Florida International University. Future connections may also extend north toward the county line. When complete, Bay Link will be operated by Miami -Dade Transit and will connect to other systems currently operating within Miami -Dade County such as Metrorail, Metromover and Metrobus. Easy and enhanced transfer points will be designated in Miami and Miami Beach providing convenient, reliable and frequent service throughout the county and beyond. How will Bay Link and its stations affect parking? The Bay Link System is being designed to have a minimal effect on parking. Its primary impact will be at station locations where parking is currently available. Before construction begins, any loss of parking will be mitigated by adding space in nearby lots or structures. Nevertheless, projected ridership of 15,000-18,000 people a day will lessen the demand for parking. How will Bay Link construction disrupt traffic? During construction, there will be a short-term impact to traffic as track is laid, the electrical system is installed and stations are constructed. One traffic lane will be closed temporarily during construction of Bay Link and it will take approximately 21 days to complete a three block section of t. system. All this will be carefully coordinated to maintain access to businesses and minimize traffic disruption. Before construction begins, ample notification will be given to residents and business owners and traffic maintenance plans will be strictly enforced. When built, will Bay Link disrupt traffic as it moves through downtown Miami and South Beach? The Bay Link System is being designed to minimize impacts on the flow of traffic. Whatever their design, Bay Link vehicles will operate in mixed traffic. That means they will share a traffic lane with the cars and trucks using the roadways. By carefully coordinating traffic signals, the streetcars will be able to navigate city streets quickly and efficiently and the flow of traffic should actually improve. Maneuvering around them will be no more difficult than maneuvering around a Metrobus. What happens if the power goes out? Bay Link vehicles receive electrical power from electrical substations through overhead wires or catenaries. No two adjacent substations are connected to -the same power company substation. Therefore, if the power goes out in one substation, the affected vehicle will continue to receive power from another. Bay Link could continue to operate at diminished speeds with the loss of several substations. Total loss of power is an extremely rare occurrence for these systems. The catenary system is engineered to be able to sustain hurricane force winds. For the safety of passengers, if winds reach sustained force of 65 miles per hour or there is flooding of more than 14 inches, the system will be shut down. How soon could Bay Link be operational? According to current transportation priorities within Miami -Dade County, the Bay Link project is slated for completion in the year 2023. As the project moves forward, it could gain a higher priority for funding within the county's Long Range Transportation Plan, making its completion date sooner. How will I be able to express my opinion? During Phase 11 of this study a series of station area planning meetings will be held with residents and business owner: erators with properties adjacent to, or affected by, Bay Link lines and stations. The meetings will be advertised in local newspapers and meeting notices will be mailed to residents and business operators in proximity to the proposed routes. During a first round of meetings, individuals will be offered ample opportunity to interact with planners and offer suggestions for the placement and aesthetics of the stations. Public comment from these meetings will be incorporated into station design and subsequent cost estimates. A second round of meetings will provide citizens the opportunity to review and comment on the results and will serve as the basis for pre- liminary design as the project continues to move forward. You may contact the following individuals to learn more about the project, add your name to the mailing list or offer comments: General Information: Matthew D. Monica Communikatz, Inc. 4141 NE 2 Ave., Ste. 101D Miami, FL 33137 305-573-4455 Fax 305-573-4466 mmonica@Communikatz. com Carmen Morris Carmen Morris & Assoc. 15074 SW 127 Court Miami, FL 33186 305-278-2395 Fax 305-278-1528 cmorris@bellsouth.net Media Contact: Wilson Fernandez Metropolitan Planning Organization 111 NW 1 Street, Suite 910 Miami, FL 33128 305-375-1888 Fax 305-375-4950 wilson@miamidade.gov For more information, visit www.miamidade. gov/mpo CITY OF MIAMI STREETCAR FEASIBILITY STUDY SUBMITTED INTO THE Project Update PUBLIC RECORD F0DDescrtbothe intent of the Miami Streetcar Feasibility Study is to assess the N feasibility of a streetcar operation between downtown Miami and NE 79h ITEMDI • ff 0 7 — 7— O9 tweet along a north -south corridor. The feasibility study will also cover the redeveloping Buena Vista Rail Yard area. The 6-month feasibility study will cover alignment options, station location/planning, economic development opportunities, traffic, parking, capital and operating costs, ridership, connectivity to transit, and other important elements. July 8, 2004 prepared for: Office of the City Manager City of Miami, Florida prepared by: hal What is Streetcar Transit? Miami is farther from an operating light rail or modern streetcar system than any other large U.S. city, so many of its residents are unfamiliar with this transportation option. Streetcars were, however, an important part of Miami's downtown vitality in earlier years. More importantly, streetcars are an integral part of the city Miami is becoming, a dense, lively, international city like so many others which now enjoy the benefits of high -quality local transit. Streetcar transit is a version of light rail (LRT), but has different key characteristics: CHARACTERISTICS LIGHT RAIL STREETCAR HDR Engineering, Inc. 15600 N.W. 67th Avenue, Suite 304 Miami Lakes, FL 33014-2176 Phone: 305.557.4770 Fax: 305.557.1617 Ri Wsv Vehicles Function Route Length Peak Use Main Users • Most/ in exclusive right-oHway • Lame Wm radius, 82 tt • Wt. 77,000 -110,000 Ib. empty • Large, usually in 2 or 3 car trains • 180 - 270 feet • Typical max. speed 50 — 60 mph • Line haul, distribution • Usually > 10 miles. • Less frequent regional stops/stations for faster travel speed • Ruth Hours • Events • 250 passenger crush losd&eh.c4 • Mostly commuters • Moistly on streets with mired traffic and in pedes%im erwiuoianente • Smeller tun radius, 60 ft • Wt 63,500 Ib. empty • Small, modem, one or two car consist • 65 -130 feet • Typical max. speed, 30 - 40 mph • Distribution, downtown loop/shuttle • Keyed to redevelopment end 'transit - oriented' development • Usually < 10 miles. • Frequent stops for easy circulation • No reel 'peek; ridership spread throughout the day • 130 passenger crush load/vehicle • Some commuters • Tourists • Shoppers Fill Purpose and Need of a Potential Streetcar : As stated in Mayor Manny Diaz's State of the City address for 2004, the City of Miami is undergoing unprecedented redevelopment of its urban neighborhoods, generation of private investment and is embarking on a sound financial future. "(Miami's) tax base grew by over 15% during 2003, resulting in a $2.3 billion increase in real estate values." "Currently, $2.3 billion in major projects are under construction. An additional $5 billion in major projects have been approved, and $5.2 billion are at various stages of the planning process." A Potential Problem: Miami Becoming a Victim of Its Own Success Accommodating this substantial level of growth and development is a significant challenge for the City, particularly with respect to transportation. Although there is much to celebrate in Miami's resurgence and the significant investments now being made in redevelopment projects, this success carries a warning: these population densities require a "mode split" (travel mode choices) that relies more on transit and walking and less on the automobile. Changing that mode split will require aggressive action by public agencies through both policy and investment. Downtown Miami now faces, on a local scale, a version of a problem evident in the growth of the region over the past few decades. The regional Metrorail system, while a substantial investment in transit capacity, was left behind by the geographic expansion of the metropolitan area. Expanding this system is very invasive and expensive. Thus, the system has become largely irrelevant to a larger and larger share of new development. Likewise, the Metromover circulator is convenient to a significant portion of the current downtown. Expanding this system, even if funding could be obtained, would also be very invasive and expensive, and is therefore unlikely. The transportation system thus does not provide :adequate service to the areas undergoing redevelopment, and the potential streetcar can address 2 the twin concerns of enhancing mobility al stimulating new development. Potential Benefits of a Miami Streetcar: In addition to shaping development into a mo sustainable pattern, streetcars have been shown to I very efficient transit circulators, at approximately 1 the total cost of a typical LRT system, and they do n require dedicated right-of-way. That is, they opera in mixed traffic with little or no impact to traffic flc or on -street parking. Like LRT, streetcars a relatively quiet, extremely reliable, and have lc maintenance costs compared to buses. Most important is streetcars' value as a place-mak and their value as a community circulator, the abil. to attract choice riders, residents and visitors w would otherwise use automobiles for in -town trips. Schedule: Study completion September 2004 Study Scope: To evaluate physical and financial feasibility of streetcar system, including alignment, stati locations, connectivity to other transit servic( economic development opportunities, costs a financing, ridership, traffic and parking impac environmental analysis, and implementati requirements. Study Process: The Study is being carried out in two phases: Phase Concept Development; and Phase II. Planning, Desil and Implementation Plan to support advancement the Streetcar Concept Plan. The first phase of the Study is complete and 1 accomplished the following: • Evaluation of twelve major corridors for physical and economic feasibility. • Held initial meetings with some of the project's stakeholders to ascertain the compatibility and CITY OF MIAMI STREETCAR CORRIDOR FEASIBILITY STUC effectiveness of a streetcar project with respect to district plans. • Development of criteria for selection of a Phase I segment. • Application of criteria to the alternative corridors. • Determination of which corridors (or corridor segments) possess "fatal flaws" in the study area, and corridors where streetcars would enhance and reinforce the objectives of redevelopment and revitalization efforts in the City. • Developed a concept route with station locations for a series of streetcar lines that could serve major destinations and connect areas undergoing redevelopment and provide access to other areas to improve their viability for redevelopment. • Recommend an initial streetcar project. Findings: As a result of this process, a Phase I segment of a Miami Streetcar system, a bi-directional (i.e., two-way) circulator route is proposed. The most favorable alignment for the initial project phase would run from the heart of the Central Business District to the Miami Design District, utilizing the alignment shown at right. The route's downtown section is designed to be shared with the Bay Link line when it is constructed. Projected Project Cost: A cost estimate will be developed for the initial project phase, but based on previous streetcar projects; an order -of magnitude capital cost range for the recommended initial phase is estimated to be $120 - 130 million (includes track and track bed, traction power, vehicles, maintenance and operations facility, some utility relocation and roadway reconstruction, preliminary and final design, construction management, inspection and system testing). Annual operating costs, depending on frequency of service should fall in a range of $4 - $5 million. PROJECT UPDATE ortimaszia lik4-112-1=11 T TO SC imam Wallkill*11.1.11111111111111111 LEGEND _ J Study Area Miami Design Distnct Recommended Alignment Recommended Stop Locations Phase 2 Alignment Phase 2 Stations / Stop Locations July 2004 E nth St. NE 11 th Terr. Typical components: • Track and Traction Power: - SinRle Track: $9.5 million per mile* - Double Track: $16.5 million per mile* *includes utility relocation, roadway construction and construction contingencies. • Vehicles: $2.3 million per vehicle • Maintenance facility: 2.5 - 3 acres, $5 - 7.5 million 5 - 10 acres (if joint Bay Link use), $10 - 17 million • Vehicle life: 30 years + • Vehicle reliability: 99.5% Study Milestones: • Phase I Corridor Analysis • Stakeholder Meetings • Agency Committee Meetings • Public Workshops (3) • Impact Analyses • Plan/Ordinance Evaluations • Urban Design Concepts • Cost Estimate • Financial Analysis • Construction Options • Implementation Plan • Final Report Key Issues to be Resolved: • Final alignment decisions • City project coordination • Streetcar/Bay Link Coordination • FDOT Coordination • FEC right-of-way negotiation • Midtown infrastructure design and construction • Project Financing • Operating scenario Potential funding sources: Federal: • FTA "Small Starts" program • Flexible funds, CMAQ (if eligible), Enhancements • Congressional earmarks • EDA Public Works or Economic Adjustment programs State: • Transit or Rail Service Development Programs • Strategic Intermodal System funding • Park and Ride Program • Commuter Assistance Program • Intermodal Development Program • Public Transit Block Grant Program • State Infrastructure Bank loans Local: • Parking meter and garage revenues (quasi - independent Authority/Commission sets rates) • People's Transportation Plan - 1 /2 Cent Transit Tax • Local option gas tax • DDA funds (dedicated millage rate) • Tax increment financing (through CRA mechanism) • Already -programmed street improvement/ reconstruction projects • MDTA funding (in lieu) • Community Development District (e.g. Midtown Miami) • Local improvement district • Potential private sector participation CONTACT: Lilia I Medina, AICP — Assistant Transportation Coordinator City of Miami, Office of the City Manager 444 SW 2nd Ave, 3rd Fl., Miami, FL 33130 Tel. (305) 416 - 1429 limedina c(Dci.miami.fl.us