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HomeMy WebLinkAboutSufficiency Letter• • • November 22, 2005 Ms. Lilie 1. Medina, AICP Assistant Transportation Coordinator City of Miami, Office of the City Manager/Transportation 444 SW 2nd Avenue (10° Floor) Miami, Florida 33130 Re: Nirvana Phase II MUSP (WO # 1 08) Sufficiency Letter — Revised Land Use Via Fax and US Mali Dear Ms. Medina: We have issued a sufficiency letter for the subject project on July 19th 2005. The architect has altered the development program and also modified the utilization of the site driveways. Consequently Kimley--Horn and Associates, Inc. (KHA) has submitted a comparison of the trip generation along with the revised site plan on November 7d' 2005. According to the revised trip generation, the net new trips remained the same as the original plan. We have also received a satisfactory letter (via e-mail) from Kittelson and Associates (K&A) on November 21't, 2005_ Photocopy of the response letter from KHA and the a -mail from K&A are attached herewith_ At this time, we conclude that the subsequent submittal meets all the traffic requirements and the report is found to be sufficient. Should you have any questions, please call Quazi Masood or me at 954.739.1881. Sincerely, URS Raj Sen tion Southern hanmuga , r Traffic Engineer Attachment cc: Mr. Kevin Watford, Planner t, City of Miami Mr, John McWilliams, PE, Kirntey-Horn and Associates, Mc_ (KHA) URS Carperation Lakeshore Complex 5100 MN 33rtl AVCfUo, Suite 150 For Lauderdale. rL 33309.6375 Tat: S54.739. i.1381 Fax: 954.739. L7S9 • • Revised Traffic Impact Analysis Nirvana Phase II Miami, Florida Prepared for: Daniel Pfeffer Midtown Group, LLC Miami, Florida Prepared by: Kimley-Horn and Associates, Inc. Fort Lauderdale, Florida 02005 Kinky -Horn and Associates, Inc. October 2005 044673001/044567006 • • • Revised Traffic Impact Analysis Nirvana Phase II Miami, Florida Prepared for: Daniel Pfeffer Midtown Group, LLC Miami, Florida Prepared by: Kimley-Horn and Associates, Inc. Fort Lauderdale, Florida 02005 Kimley-Horn and Associates, Inc. October 2005 044673001/044567006 • • • © —� Kimley-Horn and Associates, Inc. Revised Traffic Impact Analysis -- Nirvana Phase 11 TABLE OF CONTENTS INTRODUCTION 1 DATA COLLECTION 3 CAPACI'1 Y ANALYSIS METHODOLOGY 7 Level of Service Standard 7 Transportation Corridor Level of Service Methodology 7 Intersection Level of Service Methodology 8 EXISTING CONDITIONS (2005) CAPACITY ANALYSIS 9 Transportation Corridors 9 Intersections 13 BACKGROUND TRAFFIC 14 Background Area Growth 14 Committed Developments 14 PROJECT TRAFFIC 17 Existing and Proposed Land Uses 17 Project Access 17 Trip Generation 18 Trip Distribution and Assignment 19 TOTAL (2008 WITH PROJECT) TRAFFIC 22 FUTURE CONDITIONS (2008) CAPACITY ANALYSIS 24 PROJECT DRIVEWAY ANALYSIS 27 CONCLUSIONS 29 G:\044673001\Reports\TIA_Nir aaa5.doc Page - i October 2005 • Kimiey-Horn f and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase II LIST OF APPENDICES Appendix A: Methodology Correspondence Appendix B: Traffic Count Data Appendix C: Growth Trend Analyses Appendix D: Miami -Dade Transit Data Appendix E: Existing Conditions (2004) SYNCHRO 6.0 Outputs Appendix F: Volume Development Worksheets Appendix G: Nirvana Phase I Traffic Analysis Appendix H: Trip Generation Calculations I Trip Distribution Data Appendix 1: Future Conditions (2009 With Project) SYNCHRO 6.0 Outputs Appendix J: Detailed Queue Analysis LIST OF FIGURES Figure 1: Project Location Map 2 Figure 2: Intersection Lane Configurations 4 Figure 3: 2005 P.M. Peak Hour Traffic Volumes 6 Figure 4: Project Trip Distribution & Assignment 21 Figure 5: 2008 P.M. Peak Hour Total Traffic 23 LIST OF TABLES Table 1: Transportation Corridor Level of Service Thresholds 8 Table 2: 2005 P.M. Peak Hour Roadway Volumes 9 Table 3: 2005 P.M. Peak Hour Miami -Dade Transit Conditions 11 Table 4: 2005 P.M. Peak Hour Transportation Corridor Segment Conditions 12 Table 5: 2005 P.M. Peak Hour Intersection Conditions 13 Table 6: Nirvana Phase I Trip Generation 16 Table 7: Nirvana Phase MI Trip Generation 19 Table 8: Cardinal Trip Distribution 20 Table 9: Future (2008) P.M. Peak Hour Transportation Corridor Segment Conditions 25 Table 10: Future (2008) P.M. Peak Hour Intersection Conditions 26 G:1044673001 \Reports\T!A_Nirvana5.doc Page - ii October 2005 • • • 0nKimiey Hom l• and Associates, inc. Revised Trafc Impact Analysis — Nirvana Phase 11 INTRODUCTION It is proposed to construct a mixed -use development (Nirvana Phase II) located between NE 62nd Street and NE 64th Street east of Biscayne Boulevard in Miami, Florida. Figure I depicts the location of the project. Currently, the site is occupied by residential rental units. Approximately 68 units are currently occupied. These rental units will be demolished as part of the initial Nirvana development. Nirvana was previously approved for a total of 375 residential condominium units. Phase II of this project includes the construction of an additional 163 residential condominium units for a total of 538 new residential units. Phase II also proposes to construct a maximum of 9,300 square feet of retail space. Nirvana Phase II is expected to be completed by Year 2008. Kimley-Horn and Associates, Inc. has completed this traffic impact analysis for submittal to the City of Miami as part of the development application. The purpose of the study is to assess the project's impact on the surrounding roadway network and determine if adequate capacity is available to support future demand. The study's methodology is consistent with the requirements outlined by the City of Miami for traffic studies. This report summarizes the data collection, project trip generation and distribution, and capacity analyses. A methodology letter outlining the study area for this site was submitted to City of Miami's Traffic Consultant on August 9th, 2004. Review comments were provided. Methodology correspondence is included as Appendix A. It should be noted that the submittal of this traffic impact analysis was originally planned for September 2004. However, significant modifications to the development plan significantly delayed the submittal. G:l044673001 \Reports\T1A_Nirvana5.doc Page - 1 October 2005 FIGURE 1 PROJECT LOCATION MAP IQmley-Horn and Associates, Inc. • • • rig kmiey-Horn and Associates, Inc. DATA COLLECTION Revised Traffic impact Analysis — Nin•ana Phase 11 A study area was examined for this traffic impact analysis commensurate with the anticipated increase in traffic associated with the project. The following principal roadways were included: ■ Biscayne Boulevard NE 2nd Avenue ■ NE 71st Street It should be noted that the original methodology included the examination of NE 61st/62nd Street rather than NE 71st Street. However, an ongoing construction project along NE 61st Street has affected traffic volumes along this corridor. Therefore, the NE 71st Street corridor was examined. Biscayne Boulevard is a 4-lane, undivided roadway with a two-way left -turn lane. The roadway is classified as an urban principal arterial. NE 2nd Avenue is a 4-lane, undivided roadway with a two-way left -turn lane. The roadway is classified as an urban collector. NE 71st Street is a two- lane undivided roadway. Additionally, several intersections were examined within the study area including the following: • NE 71st Street at Biscayne Boulevard (Signalized) • NE 64th Street at Biscayne Boulevard (Signalized) ■ NE 63rd Street at Biscayne Boulevard (Unsignalized) • NE 62nd Street at Biscayne Boulevard (Signalized) ■ NE 61st Street at Biscayne Boulevard (Signalized) • NE 54th Street at Biscayne Boulevard (Signalized) • NE 2nd Avenue at NW 61st/NE 62nd Street (Signalized) Lane configurations for each of the examined intersections within the study area are provided in Figure 2. GA044673001 IReparts\TIA_N iry ana 5. doc Page - 3 October 2005 NE 2nd Ave NE 54th Street 0 0 NE 5th Avenue 4 NE 63rd Street 1�. NE 71 st Street NE 64th Street .4111,4. NE 63rd Street S NE 62nd Street NE 61st Street ~rT LEGEND LANE CONFIGURATION FIGURE 2 INTERSECTION LAN E CONFIGURATIONS min Nor andiCutmodates. • • Krey-Horn T. and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase II Year 2003 unadjusted peak hour traffic data was obtained from the Florida Department of Transportation's count station located on Biscayne Boulevard north of NE 715t Street (Count Station #87-5065). The hourly traffic count is included in Appendix B. The appropriate 1~DOT peak season adjustment factor (1.03) was applied to this FDOT count. The conversion factor table is provided in Appendix B. In order to evaluate existing (2005) conditions along the Biscayne Boulevard corridor, an annual growth rate was applied to the 2003 FDOT count data. Recent historical count information was obtained for two (2) FDOT count stations along Biscayne Boulevard. AADT information at the two count stations indicate that traffic volumes have increased at an annual rate of less than one (1) percent. However, in order to provide for conservative analysis, a compound growth rate of one (1) percent was applied annually to the 2003 FDOT traffic count data to attain existing (2005) conditions. Historical traffic count data and growth trend calculations are included in Appendix C. Twenty-four (24) hour traffic count data was collected during the month of August 2004 for the remaining study corridors (NE 2nd Avenue and NE 71s( Street). These hourly traffic counts area included in Appendix B. The appropriate FDOT peak season adjustment factor (1.01) was applied to the hourly traffic counts. P.M. peak period (4:00 PM to 6:00 P.M.) turning movement counts were collected in the study area on a typical weekday (Tuesday, Wednesday, or Thursday) during August 2004. Turning movement count data indicated a study area peak hour from 5:00 P.M. to 6:00 P.M. All traffic count data is included in Appendix B. The FDOT seasonal adjustment factor was applied to the traffic counts to adjust the traffic to peak season volumes. The appropriate peak season conversion factor for the week in May when the traffic counts were collected is 1.01. Similar to the corridor analysis, a one (1) percent annual growth rate was applied to the year 2004 turning movement counts to develop current year (2005) traffic volumes. Figure 3 presents the 2005 peak season transportation corridor volumes (person -trips including transit riders) and peak season turning movement volumes at the study intersections. G:\044673001 \Reports\TIA_Nisvana5.doc Page - 5 October 2005 to NE 2nd Aven J14 xx x,xxx E 4th Court 6f S ? co NE 54th Street 1— 142 m 187 ---, N �r .�1► 41 r* N CO �-- m km 22 +— 8 18 NE 71st Street NE 64th Street 2 3—► N Lai NE 63rd Street 2 0 OD W pD Oe 4 1 24869 - 16 46—Nil, MN,) m �22 4— 2 16 \j•-•;:•••• 41 NE 63rd Street "' co O N co k 4 4-- 4 c0 A N no LEGEND P.M. PEAK HOUR VOLUMES (VEHICLES) P.M. PEAK HOUR VOLUMES (PERSON —TRIPS) APPROACH CLOSED TO TRAFFIC DURING DATA COLLECTION. 25 26 T NE 62nd Street NE 61 st Street FIGURE 3 2005 P.M. PEAK HOUR TRAFFIC VOLUMES .111111 Kinky -Flom MN and Associate& Inc. • • • ,r Kimley-Ham 1 and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase 11 CAPACITY ANALYSIS METHODOLOGY Level of Service Standard Level of service (LOS) is the traffic performance measure generally used in traffic impact analysis. Levels of service range from LOS A (free flow with negligible delays) to LOS F (heavily congested with long delays). The City of Miami has adopted LOS E as its minimum level of service standard. Transportation Corridor Level of Service Methodology Transportation corridor traffic conditions were examined applying the methodology outlined in the Miami Comprehensive Neighborhood Plan. This methodology considers the person -trip capacity (including transit) for transportation corridors rather than evaluating only the vehicular roadway capacity. Level of service analyses were performed to assess the capacity of the transportation corridors evaluated in this study based on a comparison between person -trip volume and person -trip capacity within the corridors. The analyses of person -trip volumes and person -trip capacities account for both passenger vehicle and transit service within the corridors. Table 1 illustrates the level of service thresholds for each study corridor. The corridor level of service thresholds, measured in volume (v) to capacity (c) ratios, were developed from the 2002 version of 1-DOT's Quality/Level of Service Handbook. G:1044673001 \Reports\TTA_Nirvana5.doc Page - 7 October 2005 • • • LOS Kimley-Horn and Associates, inc. Revised Traffic Impart Anaiv.sis — Nirvana Phase 11 Table 1: Transportation Corridor Level of Service Thresholds Biscayne Boulevard Peak Hour Directional Volumes (1) V/C Ratio NE 2' Avenue Peak Hour Directional Volumes (1) V/C Ratio NE 71st Street Peak Hour Directional Volumes (1) V/C Ratio A (2) (2) (2) (2) (2) (2) B 210 0.12 (2) (2) (2) (2) 1,290 0.75 840 0.65 870 0.59 D 1,625 0.95 1,215 0.94 1,390 0.94 1,710 1.00 1,290 1.00 1,480 1.00 >1,710 >1.00 >1,290 >1.00 >1,480 (1) Peak hour directional volumes adjusted for median type, presence of turn lanes, and one-way operation. (2) Cannot be achieved per "Table 4-7" from FDOT's 2002 Quality/Level of Service Handbook. Intersection Level of Service Methodology >1.00 Level of service analyses were performed for study intersections using Trafcware's SYNCHRO 6.0 Software, which applies methodologies outlined in the Highway Capacity Manual, 2000 Edition. G:i044673001 \Reports\TIA_Nirvana5,doc Page - 8 October 2005 • • • ©�© Ktrrley-Horn and Associates, Inc. Revised Trafe Impact Analysis — Nirvana Phase II EXISTING CONDITIONS (2005) CAPACITY ANALYSIS Transportation Corridors Vehicular roadway conditions and transit ridership were examined to determine the current level of service for the transportation corridors examined in this study. Table 2 presents the unadjusted 2005 P.M. peak hour directional traffic volumes, seasonal adjustment factors, and the 2005 peak season P.M. peak hour directional traffic volumes for the study corridors. Table 2: 2005 P M. Peak Hour Roadway Volumes Roadway Segments Direction 2005 P.M. Peak Hour Volumes FDOT Seasonal Adjustment Factor 2005 Peak Season P.M. Peak Hour Volume Biscayne Boulevard NB 1,410 1.00 1,410 SB 1,408 1.00 1,408 NE 2°i Avenue NB 611 1.03 629 SB 530 1.03 546 NE 715L Street EB 121 1.03 125 WB 94 1.03 97 Existing transit conditions were examined considering the ridership on and capacity of the Miami -Dade Transit (MDT) bus service operating in the corridors. MDT staff was contacted to obtain the P.M. peak hour ridership and capacities for the bus routes. However, the only information readily available was the ridership by route on a typical weekday. Therefore, additional research was conducted to determine the transit ridership and capacities in the study corridors. Seven (7) Miami -Dade Metrobus Routes presently serve the Biscayne Boulevard, NE 2nd Avenue, and NE 70 Street corridors adjacent to the project site during the P.M. peak hour. ■ Route 3 operates on Biscayne Boulevard in both directions with 20 minute headways. • Route 9 operates on NE 2"1 Avenue in both directions with variable headways. • Route 10 operates on NE 2nd Avenue in both directions with 40 minute headways. • Route 16 operates on Biscayne Boulevard in both directions with 20 minute headways G:1044673001\Reports\TLA_Nirvana5.doc Page - 9 October 2005 • • • 1:1- and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase 11 • Route 62 operates on Biscayne Boulevard in both directions with 10 minute headways. • Biscayne Max operates on Biscayne Boulevard in both directions with 15 minute headways. Little Haiti Connection operates on Biscayne Boulevard, NE 2nd Avenue, and NE 71St Street in both directions with 20 minute headways. MDT staff indicated that the bus routes on each corridor use three different bus types. One bus type has seating capacity for 43 riders and additional standing room for 20 riders, for a total of 63 riders. The second bus type has seating capacity for 38 riders and additional standing room for 15 riders, for a total of 53 riders. The third bus type has seating capacity for 26 riders or 30 riders and additional standing room for 10 riders, for a total of 41 or 45 riders. For purposes of this analysis, an average capacity for each route was determined using data obtained from Miami -Dade County. The ridership capacities for the bus routes were calculated for the P.M. peak hour using the appropriate headways and capacities. Ridership capacities for routes with variable peak hour headways were determined by calculating the average number of buses passing the site during one (1) hour of the peak period (4:00 P.M. to 6:00 P.M.) Metrobus route schedules and headway calculations are included in Appendix D. Tables 3 summarize the transit capacity provided by the routes. Data were obtained to determine the existing P.M. peak hour ridership for the identified Metrobus Routes. Tables 3 and 4 also present the existing P.M. peak hour ridership on the routes, and the ridership data is also included in Appendix D. In order to determine person -trip level of service for the study area's transportation corridors, total person -trip volumes (vehicular and transit) were cornpared to the total person -trip capacities. The person -trip volume to capacity (vie) ratios were compared to the person -trip v/c level of service designations outlined in Table 2. Table 4 presents the existing transportation corridor level of service. As indicated in Table 4, the transportation corridors have excess person -trip capacity during the P.M. peak hour and operate at acceptable levels of service. G:104467300I1Reports\T1A _N irvana5.doc Page -10 October 2005 Kimley-Horn and Associates, Inc. • • Revised 7 rrittie hnpact Analysis — Nirvana Phase I/ Table 3: 2005 P.M. Peak Hour Miami -Dade Transit Conditions Transit Route Information Direction of Travel 2005 P.M. Peak Hour Headways Buses per Hour Average Bus Capacity (riders) 2005 P.M. Peak Hour Directional Person -Trip Capacity 2005 P.M. Peak Hour Average Directional Route Ridership Biscayne Boulevard Route 3 Northbound 20 minutes 3 53 159 84 (28 riders per bus) Southbound 20 minutes 3 6 t 183 87 (29 riders per bus) Route 16 Northbound 20 minutes 3 56 168 78 (26 riders per bus) Southbound 20 minutes 3 56 168 24 (8 riders per bus) Route 62 Northbound 10 Minutes 6 57 342 30 (5 riders per bus) Southbound 9 Minutes 7 58 406 70 (10 riders per bus) Biscayne Max Northbound 15 minutes 4 60 240 84 (21 riders per bus) Southbound 15 minutes 4 61 244 92 (23 riders per bus) Total Northbound - 16 - 909 276 (17 riders per bus) Southbound - 17 - 1,001 273 (16 riders per bus) NE 2°4 Avenue Little Haiti Connection Northbound 30 minutes 2 42 84 12 (6 riders per bus) Southbound 30 minutes m 2 44 88 6 (3 riders per bus) Route 9 Northbound 13 minutes 5 61 305 120 (24 riders per bus) Southbound 16 minutes 4 60 240 68 (17 riders per bus) Route 10 Northbound 40 minutes 2 59 118 72 (36 riders per bus) Southbound 40 minutes 2 58 116 36 (18 riders per bus) Total Northbound - 9 - 507 204 (23 riders per bus) Southbound - 8 - 444 110 (14 riders per bus) a) z `� Little Haiti Connection Eastbound 30 minutes 2 42 84 12 (6 riders per bus) Westbound 30 minutes 2 44 88 6 (3 riders per bus) Total Eastbound - 2 84 12 (6 riders per bus) Westbound - — 3 - 88 6 (3 riders per bus) (1) Buses per hour for routes with variable headways were determined by calculating the average bus frequency during the peak period (4:00 P.M. to 6:00 P.M.) G:10446730011ReportstT1A_Nirvana5.doc Page - 11 October 2005 }Way -Horn and Associates, Inc. • • Revised 7rafic Impart Analysis —Nirvana Phase 11 Table 4: 2005 P.M. Peak Hour Transportation Corridor Segment Conditions Biscayne _3. Boulevard ; I Roadways 2005 Peak Season P.M. Peak Hour Roadway Volumes 2005 P.M. Peak Hour Transit Ridership 2005 P.M. Peak Hour Total Volume (V) Directional Peak Hour Vehicular Capacity tit 2005 P.M. Peak Hour Transit Capacity 2005 P.M. Peak Hour Total Capacity (C) 2005 P.M. Peak Hour Excess Capacity 2005 P.M. Peak Hour Level of Service Vehicles Person- Trips {1) Person- Trips Person- Trips Vehicles Person- Trips Eat Person- Trips Person- Trips Person- Trips V/C Ratio LC3S NB 1,410 1,974 276 2,250 1,710 2,736 909 3,645 1,395 0.62 C SB 1,408 1,971 273 2,244 1,710 2,736 1001 3,737 1,493 0.60 C NE 2nd Avenue NB 629 881 204 1,085 1,290 2,064 507 ■� 1,486 0.42 C SB 546 764 110 874 1,290 2,064 444 2,508 1,634 0.35 1 C xw n w Z EB 125 175 12 187 1,480 2,368 84 2,452 2,265 9.07 C WB 97 136 6 142 1,480 2,368 88 2,456 2,314 0.06 C (1) 2005 Peak Season P.M. Peak Hour Roadway Volumes (vehicles) were converted to person -trips using 1.4 person/vehicle occupancy. (2) Directional peak hour capacity derived from the 2002 FDOT Quality/LOS Handbook and the Miami -Downtown DRI. (3) Volumes (vehicles) were converted to person -trips using 1.6 person/vehicle occupancy. G:\0446730011Reports\TIA_Nirvarta5.doe Page - 12 October 2005 • • • il1 KmleyHom i and Associates, Inc. Revised Tragic Impact Analysis Nirvana Phase I1 Intersections P.M. peak hour capacity analyses were also performed for the study intersections. Table 5 presents the results of the analyses. As indicated, the signalized intersections operate at acceptable levels of service. The minor sidestreet approach at the unsignalized intersection of Biscayne Boulevard and NE 63rd Street operates at LOS F. This result is common where a stop - controlled sidestreet intersects with a high volume major street. Detailed SYNCHRO 6.0 outputs are included in Appendix E along with existing intersection traffic signal timing plans. Table 5: 2005 P.M. Peak Hour Intersection Conditions Intersection 2005 P.M. Peak Hour Overall Level of Service (Existing Timings) LOS Delay (s) NE 7151 Street at Biscayne Boulevard A 4.3 NE 64th Street at Biscayne Boulevard A 3.2 NE 63`i Street at Biscayne Boulevard F (1) 69.2 NE 62nd Street at Biscayne Boulevard A 1.5 NE 61' Street at Biscayne Boulevard B 12.0 NE 54th Street at Biscayne Boulevard A 9.9 NE 2°d Avenue at NW 6151/NE 62nd Street C 32.2 (1) Overall LOS not provided for two-way unsignalized intersections. The worst side street approach is indicated. G:104467300111ieports\TEA_Nirvana5.doc Page -13 October 2005 • • • K imley-Hom r and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase 11 BACKGROUND TRAFFIC Background traffic conditions are defined as the expected traffic conditions on the prevailing roadway network in the Year 2008 (corresponding to the total buildout of Nirvana Phase II) without the development of the proposed project. The background traffic volumes are the sum of the existing traffic and additional "background" traffic to account for expected traffic growth in the study area. Background Area Growth The most recent five (5) years of historical count information was obtained for two (2) FDOT count stations along Biscayne Boulevard. AADT information at the count stations indicate that traffic volumes have increased slightly less than one (1) percent. In order to provide for conservative analyses, a linear growth rate of one (1) percent was applied annually to all traffic counts to attain future (2008) background conditions. Historical traffic count data and growth trend calculations are included in Appendix C. Committed Developments City of Miami staff was contacted to determine if any projects that have been approved but not yet completed in the vicinity of the project site should be accounted for in this analysis. The following projects were identified: • Nirvana • 5101 Biscayne Boulevard • 5225 Biscayne Boulevard ■ Kubik at Morningside • 5301/5501 Biscayne Boulevard City of Miami staff provided a traffic study for the Kubik at Morningside project. No other traffic studies were available as the remaining projects were approved as Class 11 permits in which traffic studies are not required. Traffic attributed to this development impacting the study G:\0446730011Reports\TiA,_Nirvana5.doc Page -14 October 2005 • • LAKirniey-Hom and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase 11 area was included in the analysis. These traffic volumes are presented in the volume development sheets in Appendix F. Because of its direct impact on Nirvana Phase II, impacts from initial development entitlements for Nirvana were examined in detail. As previously indicated, the site is currently occupied by 68 residential rental units. A total of 375 residential condominium units are proposed under Phase I. Trips were forecast using rates and equations contained in the Institute of Transportation Engineers' (ITE) Trip Generation, Seventh Edition. The existing land use trip generation was determined using ITE Land Use 220 (Apartment). ITE Land Use Code 230 (Residential Condominium/Townhouse) was used to determine the initial Nirvana development trip generation. ITE trip generation assumes a vehicle occupancy rate of 1.2 persons per vehicle; however, the City of Miami has determined that 1.4 persons per vehicle are more appropriate for the local area. Therefore, vehicular trips were reduced by 14 percent to adjust for these vehicle occupancy assumptions. As Table 6 indicates, the initial development phase is expected to generate 104 new P.M. peak hour vehicular trips and 147 new P.M. peak hour person -trips. Trip generation calculations are included in Appendix G. The likely distribution of initial Nirvana development traffic was forecast for the trips expected to be generated by the project. The trip distribution was based on a cardinal trip distribution obtained from Miami -Dade County for the project site's traffic analysis zone (TAZ 379). The same distribution was utilized for Phase II of the project and is explained in further detail in the Project Traffic section of this report. Nirvana Phase II project trip distribution and assignment is included in Appendix G. G:\044673001\Reports\TIA_Ni€vana5.doc Page - 15 October 2005 • • • Kirniey-Ham and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase II Table 6: Initial Nirvana Development Trip Generation Land Use (ITE Code) Seale P.M. Peak Hour Driveway Volumes Gross Total Trips Internal Capture Reduction I Net ' External Trips Pass -By Capture Reduction Net New External Trips Entering Exiting % Trips % Trips Existing Conditions Apartments (220) 68 d.u. 55 0% 0 0% 0 65% 36 35% 19 Approved Conditions Condominium (230) 375 d.u. 178 O% 0 0% 0 67% 119 33% 59 Net New Trip Increase 123 83 40 3 ITFJMiami vehicular occupancy adjustment (16% reduction) (vph) 104 70 35 Person -Trip Conversion (1.4 persons per vehicle) 147 98 49 GA044673001 \Reports\TIA_Nirvana5.doc Page - 16 October 2005 • • • Kimey.Hom and Associates, inc. Revised Traffic impact Analysis — Nirvana Phase 11 PROJECT TRAFFIC Project traffic is defined as the vehicle trips expected to be generated by the project (Nirvana Phase II), and the distribution and assignment of this traffic over the roadway network. Existing and Proposed Land Uses As previously indicated, the project site is currently occupied by 68 residential rental units. The Nirvana project was previously approved for a total of 375 residential condominiums on the site. This project (Nirvana Phase II) proposes to construct 163 new residential condominium units for a maximum total of 538 residential condominium units. Additionally, Nirvana Phase II proposes to develop the site with 9,300 square feet of specialty retail. The buildout of the project is expected to occur by 2008. Project Access The proposed development (Nirvana Phase II) will be accessed via five (5) driveways. Several driveways will also provide access to Nirvana Phase I. The proposed retail land uses located along Biscayne Boulevard will be accesses via a proposed driveway along NE 63rd Street. This access will not be gate controlled. Four (4) driveways will provide access to the residential portion of the project. The proposed condominium building fronting Biscayne Boulevard (located above the retail land uses) will be access via a parking garage entrance located east of Biscayne Boulevard on NE 64th Street. Approximately one-third of the proposed residential units will utilize this driveway. This access will be gate controlled. The proposed condominium building located on the north side of NE 63rd Street will be accessed via a ground level driveway located on NE 64th Street east of the parking garage entrance. Approximately one-third of the proposed residential unites will utilize this driveway. The driveway will be gate controlled. The proposed condominium building fronting NE 64th Street on the northeast corner of the property will be access via two (2) driveways. One driveway will be provided along NE 64th G:i04467300I1Reports\TIA_Nirvana5.doc Page - 17 October 2005 • VI kimley-Hom I ) and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase II Street west of Biscayne Bay. This driveway will be gate controlled. A secondary driveway is provided at the terminus of NE 63rd Street. A manned guardhouse is provided at this entrance. Trip Generation In order to detettwtine the net increase in trip generation as a result of Nirvana Phase II, a comparison between the initial Nirvana development approval and Phase II trip generation was perfo,uied. Vehicular trip generation for the both phases of the project was calculated using rates and equations contained in the Institute of Transportation Engineers' (ITE) Trip Generation, Seventh Edition. A detailed trip generation analysis was conducted for Phase I of this project in the Background Traffic section of this report. Nirvana Phase II trip generation was determined using ITE Land Use 230 (Residential Condominium/Townhouse) and ITE Land Use Code 814 (Specialty Retail Center). It should be noted that internal capture was assumed for the proposed mixed -used development (Phase I and II combined). Internal capture calculations were performed in accordance with HE Trip Generation Handbook. An overall internal capture rate of 3.5 percent was determined for the proposed development. Trip generation calculations are included in Appendix H. A pass -by capture trip reduction was also applied to the proposed land uses. A pass -by capture rate for the proposed specialty retail center is not provided in 1'1'E's Trip Generation Handbook. Therefore, the average pass -by reduction rate for ITE Land Use Code 820 (Shopping Center) was applied to the retail land use (34 percent). ITE trip generation assumes a vehicle occupancy rate of 1.2 persons per vehicle; however, the City of Miami has determined that 1.4 persons per vehicle are more appropriate for the local area. Therefore, vehicular trips were reduced by 14 percent to adjust for these vehicle occupancy assumptions. As Table 7 indicates, the total net new external trip increase for the site as a result of Phase II is 113 net new external trips during the P.M. peak hour. G:\0446730011Reports\TIA_Nirvana5.doc Page -18 October 2005 • • • K miey-Hom r and Associates, Inc. Revised Traffic Impact Analysis —Nirvana Phase II Table 7: Nirvana Phase II Trip Generation Future Land Use (1TE Code) Scale P.M. Peak Hour Driveway Volumes Gross Total Trips Internal Capture Reduction Net External Trips Pass -By Capture Reduction Net New External Trips Entering Exiting % Trips % Trips Condominium/ Townhouse (230) 538 du 239 2.1% (5) 234 0% 234 67% 157 33% 77 Specialty Retail Center (814) 9.3 ksf , 44 11.4% (5) 39 34% (14) 25 44% 10 56% 15 Nirvana Total 283 273 259 167 92 Initial Nirvana Development (1) 123 123 123 83 40 Net New Trip Increase 136 84 52 ITE/Miami vehicular occupancy adjustment (16% reduction) 114 70 44 Person -Trip Conversion (1.4 persons per vehicle) 159 61 (I) See Background Traffic section of report for initial Nirvana development trip generation calculations. Trip Distribution and Assignment The likely distribution of project traffic was forecast for the trips expected to be generated by the project. The trip distribution was based on a cardinal trip distribution obtained from the 2005 Cost Affordable Plan for the project site's traffic analysis zone (TAZ 379). The cardinal trip distribution for TAZ 379 is provided in Table 8. Detailed trip distribution information is included in Appendix H. G:10446730411Reports\TJA_Nirvana5.doc Page - 19 October 2005 • • • Krmiey-Ham and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase II Table 8: Cardinal Trip Distribution Cardinal Direction Percentage of Trips North -Northeast 12% North -Northwest 12% South -Southeast 4% South -Southwest 31 East -Northeast 3% East -Southeast 2% West -Northwest 13% West -Southwest 23% Total 100% Figure 4 presents the project trip distribution and assignment for the study area. Minor adjustments were made to the trip distribution to account for the location of the project's driveway connections and land uses. Project trips (vehicular and person -trips) were then distributed and assigned to the roadway network. As part of the directional person -trip distribution, the maximum possible directional project traffic assignment was determined for the entire transportation corridor segment. G: \04467300I \Reports\TIA_Nirvana5. doc Page - 20 October 2005 NE 4th Court IZ .11rtit .4--11% OUT/7 11% IN /11---► 8%/6 ►tee 0 ua 0 0 CJ N 5%/4 ---► NE 54th Street LEGEND NE 5th Avenue NE 63rd Street 0 b [D Z 4) 1 CP tit lit 45%/32—* 10%77-� 4"--8%/4<3> �---- 2%/1 5%/15<4> NE 7st Street ♦--15%/7 —45%/2O NE 64th Street 15z/11 30%/21 0 A v �— 20%/19 re re NIN .J1 31%/22 41 20%/14(4. ---� 25%/18<7> 20%/14 --� v tat 0 u9 M rn 1 NE 63rd Street s T NE 62nd Street NE 6tst Street 4) FIGURE 4 1sto PROJECT TRIP N XX%/XX<XX> P.M. PEAK HOUR DISTRIBUTION/ASSIGNMENT <PASS —BY> (VEHICLES) ippi 1XX% IN/XX P.M. PEAK HOUR/DISTRIBUTION/ASSIGNMENT (PERSON —TRIPS) DISTRIBUTION AND ASSIGNMENT and Assodates, It1C. _ J • • P imiey-Horn and Associates, Inc. Revised Traffic Impact .Analysis — Nirvana Phase 1! TOTAL (2008 WITH PROJECT) TRAFFIC Total traffic volumes (vehicular and person -trips) considered in the future year (2008) analysis for this project are the sum of 2008 background traffic volumes and the expected project traffic volumes. Figure 5 presents the 2008 total traffic for the study area. 1t should be noted that project driveway volumes account for the addition of the initial Nirvana development phase as well as Nirvana Phase II. Total turning movement and driveway volume development worksheets for the study intersections are included in Appendix F. G:10446730011Reporis\TIA_Nirvana5.doc Page - 22 October 2005 XX X,Xxx NE 2nd Avenue Nat s> NE 4th Court 58 215 * co J14 NE 5th Av NE 63rd Street 2 5 --► 17� 0i *0 co n N 38 4--- 1.1 48 NE 71 st Street 41 . --- 41 1I1* 73-► 0 —34 4--4 ,5 26 49 —3 4 NE 64th Street 26 33 4 4'--- 4 8 25 —141 42 ----10 42 --- * NE 63rd Street T 1 NE 62nd Street co n oi 0�e1 &26 7 NE 61 st Street NE 54th Street m co to M 314 74 LEGEND P.M. PEAK HOUR VOLUMES (VEHICLES) P.M. PEAK HOUR VOLUMES (PERSON —TRIPS) APPROACH CLOSED TO TRAFFIC DURING DATA COLLECTION. 140- 15 —Ow 63---i `-1CO co FIGURE 5 2008 R.M. PEAK HOUR TRAFFIC VOLUMES ElMN ri and Associates. Inc. .1 • • • KirrlleyHorn r and Associates, Inc. Revised Traffic Impact Analysis — Nirvana Phase 11 FUTURE CONDITIONS (2008) CAPACITY ANALYSIS Two separate future conditions peak hour capacity analyses were performed. • A transportation corridor capacity analysis was performed examining person -trip volumes and capacity. • Intersection capacity analysis was performed at the two study area intersections. The future conditions analysis were based on the 2008 total traffic, which included the 2008 background traffic and the new trips expected to be generated by the project. Table 9 presents the results of the transportation corridor capacity analysis for the 2008 P.M. peak hour traffic conditions. As indicated in Table 9, the corridors have sufficient capacity and are expected to operate at acceptable levels of service (LOS E or better). Table 10 presents the results of the intersection capacity analysis for 2008 P.M. peak hour with project conditions. Detailed SYNCHRO 6.0 outputs are included in Appendix I. As with the existing (2005) conditions analysis, the westbound approach at the unsignalized intersection of Biscayne Boulevard and NE 63rd Street operates at LOS F. Again, this result is common where a stop -controlled sidestreet intersects with a high -volume major street and, as mentioned previously, vehicles originating from the development performing a left -turn or through movement on NE 63rd Street at Biscayne Boulevard can access the signalized intersection at NE 64th Street via internal site driveways. The total number of project westbound left -turns during the p.m. peak hour at NE 63rd Street is 28 vehicles and the total number of project through traffic during the p.m. peak hour at NE 63rd Street is 2 vehicles. A supplemental capacity analysis was conducted at the signalized intersection of NE 64th Street and Biscayne Boulevard to determine if the maximum additional left -turning and through project traffic can be accommodated. The additional analysis is included in Appendix I. The intersection would operate at an overall LOS A in future (2008) traffic conditions. G:10446730011Reports\T1A_Nirvana5,doc Page - 24 October 2005 • • ©� ❑ Kintley-Horn I♦ and Associates, Inc. Revised Traffic impart Analysis —Nirvana Phase 11 Table 9: Future (2008) P.M. Peak Hour Transportation Corridor Segment Conditions Principal y 2008 P.M. Peak Hour Background Volume tr) Committed Peak Hour cz� Volume 2008 P.M. Peak Hour Total Volume (3)Assignment Project P.M. Peak Hour Distribution (Maximum) Project P.M. Peak Hour 2008 P.M. Peak Hour Total ta3 Volume (V) 2008 P.M. Peak Hour Total [s) Capacity (C) 2008 P.M. Peak Hour Excess Capacity 2008 P.M. Peak Hour Total LevelRaaclwa of Service Person- Trips Person- Trips Person- Trips Person- Trips Person- Trips Person- Trips Person- Trips V/C Ratio LOS Biscayne Boulevard NB 2,318 118(64+54) 2,436 65% IN 64 2,500 3,645 1,145 0.69 C SB 2,311 109(30+79) 2,420 68% OUT 40 2,460 3,737 1,277 0.66 C W Z NB 1,118 10(10+0) 1,128 10%IN 10 1,138 NM 1,433 0.44 C SB 900 5(5+0) 905 10% OUT 6 911. 2,5(18 1,597 0.36 C 'a y. n a0 Z � EB 193 11(11+0) 204 11 % IN 11 215 2,452 2,237 0.09 C WB 146 5(5+0) 151 11% OUT 7 158 2,456 2,298 0.06 C (1) A 1.0 percent annual linear growth rate was applied to the 2005 P.M. peak hour total volume to determine the 2008 background volume. (2) Total traffic generated along the corridors by Nirvana Phase 1 and Kubik at Morningside developments (Nirvana Phase 1 + Kubik at Morningside). (3) The summation of 2008 peak hour background volumes and committed trips. (4) 2008 P.M. peak hour total volume (V) is defined as the sum of the project P.M. peak hour assignment and the background volume. (5) Total capacity determined in Table 4. G:104467300I\Reports\T1A_Nirvana5.doc Page - 25 October 2005 /l i imley-Nora / and Associates, Inc. Revised Traffic Impact Analysis--Nin•'anna Phase f1 Table 10: Future (2008) P.M. Peak Hour Intersection Conditions Intersection 2008 P.M. Peak Hour Overall Level of Service (Existing Timings) LOS Delay (s) 4.4 NE 7151 Street at Biscayne Boulevard A NE 64th Street at Biscayne Boulevard A 6.1 NE 63`d Street at Biscayne Boulevard F (1) 292.3 NE 62thl Street at Biscayne Boulevard A 2.4 NE 61' Street at Biscayne Boulevard B 15.1 NE 54d' Street at Biscayne Boulevard B 11.6 NE 2nd Avenue at NW 615t/NE 62nd Street C 32.0 (2) Overall LOS not provided for two-way unsignalized intersections. The worst sidestreet approach is indicated. G:A044673001\Reports\TtA_Nirvana5.doe Page - 26 October 2€ 05 • • • Kimtey-Hom and Associates, Inc. Rei`tsed Traie Impact Analysis -Nirvana Phase II PROJECT DRIVEWAY ANALYSIS As previously indicated, five (5) driveways are proposed to provide access to the project site. Per the requirements of the City of Miami, an operational and queuing assessment was performed for each driveway. The detailed queuing analysis is included in Appendix J. Driveway #1: Retail Driveway Located on NE 63rd Street immediately east of Biscayne Boulevard, this two-way driveway provides public access to the parking lot for the proposed specialty retail center. Access at this location will be unrestricted, providing free -flow entry into the site. According to the trip generation, distribution, and assignment, approximately 25 vehicles per hour are expected to enter the site via this driveway during the P.M. peak hour. Driveway #2: NE 64`h Street Resident Parking Garage Driveway A gate -controlled two-way driveway is proposed on NE 64th Street east of Biscayne Boulevard providing access to a parking garage. The access point will be utilized by residents of the proposed condominium building fronting Biscayne Boulevard. Residents will access the gated driveway by way of a proximity card reader. According to the trip assignment, approximately 7 vehicles per hour are expected to enter this driveway during the P.M. peak hour. Assuming a gate service rate of 300 vehicles per hour, the expected 90 percentile queue length is approximately one vehicle. Driveway #3: NE 64th Street West Resident Driveway Located on NE 64th Street east of the parking garage entrance, this unrestricted driveway provides access to parking areas designated for the proposed condominium building that fronts NE 6316 Street and the retail parking area. This driveway will be utilized by residents of both phases of the development and a small number of retail patrons. According to the trip assignment for both phases of the development, approximately 49 vehicles are expected to utilize this entrance during the P.M. peak hour to a restricted internal parking area near this entrance. Residents will gain access via a proximately card reader. Assuming a gate service rate of 300 vehicles per hour, the expected 90 percentile queue length is approximately one vehicle. G:1044673001 \ReportstTlA_Nirvana5.doc Page - 27 October 2005 /g Kimley-Horn and Associates, Inc. Revised Traffic Impact Analvsis —Nirvana Phase 11 Driveway #4: NE 64th Street East Resident Driveway Located on NE 64th Street west of Biscayne Bay, this gated driveway provides access to parking areas designated for the proposed condominium building that fronts NE 64t'' Street. This driveway will be utilized by residents of both Phase I and Phase II of the development. According to the trip assignment for both phases of the development, approximately 26 vehicles are expected to utilize this entrance during the P.M. peak hour. Residents will gain access via a proximately card reader. Assuming a gate service rate of 300 vehicles per hour, the expected 90 percentile queue length is approximately one vehicle. Driveway #5: NE 63rd Street Driveway The main site driveway is located at the eastern terminus of NE 63rd Street providing both ingress and egress. A single -lane will be provided for resident -only entrance and an additional lane will be provided for non-residents. The resident -only lane will be gate controlled and residents will access the gate using a proximately card reader. Guests will be processed via guardhouse personnel. The gate will be primarily utilized by guests and residents of the proposed condominium building located on NE 64th Street as well as condominium buildings associated with Phase I of this project. According to the trip assignment for both phases of the development, approximately 42 vehicles are expected to utilize this entrance during the P.M. peak hour. Residents (approximately 33 vehicles) will gain access via a proximately card reader. Assuming a gate service rate of 300 vehicles per hour, the expected 90 percentile queue length for the resident -only lane is approximately one vehicle. It was conservatively assumed that 15 percent (6 vehicles per hour) of the entering vehicles at this entrance would be non-residents. Assuming a conservative average processing rate of 20 vehicles per hour (3 minutes per vehicle) for non-residents, a 90 percentile queue of less than two vehicles is expected at the guest entrance. G:1044673001\Reports\TIA_Nirvana5.doc Page - 28 October 2005 Q— Kimiey-Hom and Associates, Inc. Revised Traffic Impart Analysis —Nirvana Phase 1I CONCLUSIONS This traffic impact study assessed the impacts of Nirvana Phase 11 project on the surrounding transportation network. The analysis was conducted in accordance with the City of Miami requirements and included data collection; project trip generation, distribution, and assignment; transportation corridor segment capacity analysis and intersection capacity analysis. Transportation corridor capacity analyses and intersection capacity analyses were perfoiiried for the existing 2005 peak season conditions. Results of the analyses demonstrate that the transportation corridors and intersections in the vicinity of the project site currently have sufficient capacity and operate at acceptable levels of service. Trip generation calculations indicate that the project is expected to generate 114 additional vehicular trips and 159 additional person -trips during the P.M. peak hour. These trips were assigned to the roadway network based on a cardinal trip distribution provided by Miami -Dade County. Capacity analyses were also performed for the future (Year 2008) with project conditions. Results of these analyses demonstrate that the transportation corridors and intersections will continue to have sufficient capacity and operate at acceptable levels of service. G:1044673001\Reports\TJA_Nirvana5.doc Page - 29 October 2005