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HomeMy WebLinkAboutSubmittal Green BookSTATION AREA PROFILE UB " PUBLIC FEOQ EMrr,; ofv Metro • olitOn Dade County Station Area Design and Development September 1978 THE SETTING Located in the Cary of 1vhami at the intersection of S.W. 27th Avenue and South Dixie Highway (U.S.1), the Coconut Grove Station is within one mile of the heart of the Coconut Grove village center, the Dinner Key recreation complex and the Coral Way and S.W. 27th Avenue commercial corridors. In the immediate vicinity of the station are two distinct low density resi- dential areas separated from each other by U.S. 1 North of Dixie Highway. the Douglas Park and Silver Bluff neighbor- hoods both contain predominantly Latin populations with average socio- economic characteristics. The Silver Bluff area is a particularly stable neighbor - RESIDENTIAL }STATION SITE .'.•jam �•-i •i IA 0 G RESIDENTIAL •:Gs: =A,ac, RESIDENTIAL hood of well -kept single family homes which are predominantly owner oc- cupied. This neighborhood has a rela- tively large number of senior citizens (21 percent over age 65) in comparison to young people (18 percent under age 18) In the Douglas Park neighborhood where homes are being converted or replaced by duplex rental housing, a slight decline in average income and neighborhood conditions has occurred since 1970. Some overcrowding of housing is now occurring in this neighborhood as adequate hous- ing in moderate price ranges has be- come increasingly difficult to locate within the City. In the Coconut Grove area, the population is predominantly white non -Latins. with generally middle and upper middle level incomes and high educational levels. Most of the residents are homeowners. a trend which is increas- ing with the development of numerous townhouse projects west of S.W. 27th Avenue. Over 40 percent of the house- holds are made up of only cne individual, most of which are young people living in rental apartments. NORTH 3 3 THE STATION AREA SINGLE FAMILY DUPLEX MULTIFAMILY MI RETAIL OFFICE WHOLESALE/INDUSTRIAL Land Use PUBLIC:RELIGIOUS SERVICE;AMUSEMENT PARKS The area surrounding the Coconut Grove Station is residential, including both single family homes and apartments, in gener- ally established, stable neighborhoods. The areas most likely to experience new development or redevelopment due to the opening of the Coconut Grove rapid transit station are the commercial and industrial zones along the S.W. 27th Avenue and U.S.1 arterials and the prop- erties immediately surrounding the station site. The industrial strip which parallels the north side of U.S.1 includes light manufac- turing, auto and marine services, contrac- tors and construction supplies, wholesale distributors, professional offices, and a large Southern Bell distribution service center. These uses appear viable, particu- larly in the southwestern section where several buildings have recently been constructed or renovated. Marine related businesses have been attracted to this area because it offers reasonable rents, regional accessibility via U.S. 1, and proximity to a large local market at Dinner Key. The intersection of 27th Avenue and U.S.1 TRANSPORTATIONIUTTLITY VACANT has experienced a succession of small retail and service businesses. Despite the high visibility of this location a number of businesses have failed to survive here, probably due, in part. to access difficulty created by traffic congestion, and the area's poor visual environment created by the maze of advertising, aerial wires and marginal businesses. Along 27th Avenue to the north of U.S.1 are several new two and three story office buildings, a number of marginal service activities, and some small cafes and markets. Recent trends along 27th Ave- nue to the south of U.S.1 have been toward adaptation of existing structures for new uses, the most significant including a Burger King, two private clubs and several professional offices. The Miami Boys Club, located on S.W. 32nd Avenue at the western edge of the station impact area, is a major institu- tional use providing athletic, social, and cultural activities for youth throughout the county. The transit station could become an important means of access to this facility. Zoning Based upon recommendations of the1974 Coconut Grove Master Plan, several zoning changes have been im- plemented in the station area. These changes were intended to curtail direct auto access to U.S.1 and to encourage high amenity, mixed -use developments and townhouse redevelopment in the vicinity of Bird Avenue and 27th Avenue. Only a small portion of the development potential of these zones has been realized thus far. North of U.S. 1 more traditional commercial zones (C-1 and C-4) and relatively shallow lot depths have constrained the quality and intensity of development. Over one million square feet of additional floor area could be developed in the industrial zone (I-1) along U S.1. The residential zones (R-2 and R-3A) west of 27th Avenue allow duplex and low density townhouse type structures on multiple lot development. Although there is little vacant land available in these areas, considerable additional devel- opment is possible through conversion of existing single family homes or demolition and replacement of deteriorated struc- tures. Circulation U.S.1 and S.W. 27th Avenue are the major traffic routes in the Coconut Grove Station area. Both of these arterials have seg- ments in the vicinity of the transit station currently carrying more traffic than they were designed to handle. Roadway and intersection improvements along S.W. 27th Terrace and S.W. 27th Avenue adjacent to the station are planned to better accommodate the traffic projected to come to the station from the east and west. However, traffic crossing U.S.1 is presently severely limited by the priority which must be given to U.S.1 traffic, and this condition is not likely to ease in the foreseeable future Pedestrian movements across U.S. 1 are severely constrained by conflicts with turning vehicles at 27th Avenue and the considerable distance transit patrons would have to walk to reach the signalized pedestrian crossing south of S.W. 24th Avenue. Additional pedestrian linkages between the station and nearby areas will be identified and addressed in the SADD program. The protection .of nearby residential neighborhoods from traffic infiltration will be a major concern, due to the lack of major east -west streets directly serving the station and the potential for disruptive traffic spilling over into local residential areas. S ,;.27TH ST yir:•'--- - nL' R-3 A RD AVE R RESIDENTIAL S.W 27ThI2? I INDUSTRIAL =I C-2A SPECIAL COMMUNITY C COMMERCIAL P-C RESIDENTIAL OFFICE R-3A LOW DENSITY APARTMENT .W 27TH ST 2Y'fi LANE r„I - • BIRD AVE - -- _ • UNCONGESTED MODERATELY CONGESTED ■ a ■ ■ ■ R-4 I R-2 SPECIAL PLANNED DEVELOPMENT OVERLAY DISTRICT ■MIN SE CONGESTED ■ ■Li • •a i VERY CONGESTED ■ M I SW 2ETH ST MAJOR PEDESTRIAN CIRCULATION' 4 �•:.27Tr1 TERR. J.11.2: IN:iSNE� Structural Condition 1975 STANDARD NEEDS MINOR REPAIR • - -_ PROPOSED STATION SITE NEEDS MAJOR REPAIR DILAPIDATED • I • t • • 9.R AVE 11970-1977 . NEW COMMERCIAL CONSTRUCTION PROPOSED, STATION SITE • NEW RESIDENTIAL CONSTRUCTION • DEMOLITION SW 28TH ST duiiding Characteristics Most of the buildings in the station area are well maintained and in good struc- tural condition, having been built since 1945 when building code regulations became relatively stringent. However, in the law density residential areas there remain a significant number of older homes, many of which are of wood frame construction The overall appearance and condition of properties in the station area is generally better in the stable single family neighborhood east of 27th Avenue than in the transitional duplex areas to the west, where there is a need for minor maintenance and general improvement to prevent deterioration. The reluctance of lending institutions to make mortgage and home improvement loans on these older structures has been a major factor in the process of decline and redevelopment in these neighborhoods. ,SUBMITTED INTO THE PUBLIC RECORD FOR ITEM'z.ia OnNs�� . S.W. 28TH ST, Since 1970, building activity in the Coconut Grove station area has con- sisted primarily of duplex and multi -family residential construction: In the area north of U.SA the process has included infill and replacement of wood frame structures with conventional "L"-shaped duplexes lacking in distinctive design, landscap- ing, or site amenities. Medium density rental apartments have been con- structed along U.S.1. The duplex areas south of U.SA and the R-3A zone along Bird Road have seen a trend toward parcel assemblage and construction of quality planned developments. The numerous older wood frame structures remaining in this area plus the apparently strong market demand for moderate priced housing in Coconut Grove appear to present considerable opportunity for continuation of this trend. Along S.W. 27th Avenue in the northern sector of the station area, offices have been created both by new construction and by renovation of existing commercial and residential uses. 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NaINCerta: r,Z4.43FaC: P ✓ r n ?rvV1'.LLZ MS • tit OPPORTUNITIES For the same reason that business and industry seek locations along major roads and highways where visibility and access are greatest, transit stations with high volumes of people entering and leaving are expected to attract new develop- ment. In addition to the visibility afforded by transit, the Coconut Grove Station area has a unique locational advantage. Situated at the gateway to Coconut Grove, one of the most attractive and growing activity centers within the transit corridor, this station area has the potential to capture the "spillover" commercial, residential and office uses that cannot ,compete with the high land acquisition and rental costs of the village center. Particular locations with potential for new development include• The triangular block (1) located im- mediately south of the station is under single ownership. It is mostly vacant with only a few marginal uses occupying a small portion of it. The next area (2) is immediately north and west of the station site and is presently occupied with residences. This area's immediate access to the station could lead to its redevelopment with more intensive uses, such as offices. The S.W. 27th Avenue corridor, (3), pos- sesses the potential for substantial infill development and redevelopment to higher intensity uses than presently exist. As the corridor for both the Coconut Grove center and the Coral Way business area, S.W. 27th Avenue's current marginal development could attain permanent viability. The residential area (4) south of U.S.1 and west of S.W. 27th Avenue has already experienced limited in -filling and rede- velopment with duplexes and town- houses. The continued replacement of older deteriorating structures and devel- opment of vacant lots with moderate priced medium density residences will likely accelerate with the increase in accessibility the transit system will provide this area. Finally, the industrial areas (5) located along S.W. 28th Lane possess the potential for an increased reuse and infilling by more intensive uses. In summary, the station area has one large area under single ownership that is vacant and available and also possesses a variety of locations where infilling and redevelopment appear likely. The possi- bility of land use changes, the intensity of the new uses, their location and type will be addressed by the SADD program. PLANNING POLICIES/ GOALS AND OBJECTIVES Developmental policy for the area south of U.S.1 in the Coconut Grove station area was initially set with the adoption by the City of Miami in 1974 of the Coconut Grove Master Plan. In 1976 the City Commission adopted the Miami Comprehensive Neighborhood Plan (MCNP) which in- corporated the provisions of the Coconut Grove Master Plan and added goals and objectives for the remainder of the station area north of U.S.1. ■ i The major objectives concerning new development include conservation of single family residential neighborhoods and incentives for townhouse and planned unit duplex redevelopment in the area west of 27th Avenue and south of U.S 1. Along Coral Way. local retail.' service activities should be concentrated at the major intersections. with high intensity office and multi -family residen- tial uses located between the retail service nodes. Commercial, service uses will be expanded along 27th Avenue. Continued intensive development of RESIDENTIAL SELECT VE REDEVELOPMENT _. ,... PROPOSED • xl APARTMENT -STATION SITE MEDW DENSiii fI '...�, TOWNHOUSE LCW SNb?+ REDEVELOPMENT niEDluh+pc-NUN REDEVELOPMENT TOWNHOUSE SELECTIVE REDEVELOPMENT APARTMENT N ED1UM DEkETY LOW DENSITY CONSERVA RESIDENTIAL CONSERVATION APARTMENj RESIDENTIAL CONSERvATION office and residential uses along Bay - shore Drive is recommended, and inten- sive retail redevelopment of the Coconut Grove pedestrian oriented village center is being encouraged through zoning incentives and pedestrian sidewalk irnprovements. in appropriate locations near the transit station site, the MCNP proposes redevel- opment of retail and moderate to high density residential uses. This follows a city-wide objective to promote concen- trated multi -use activity centers at station sites in order to capitalize upon the opportunities created by rapid transit for revitalizing the city, increasing its tax base. reducing congestion, and improving the mobility of transit dependent citizens. This new development must be carefully integrated into the existing fabric of the community so that stable residential neighborhoods and businesses are pre- served and enhanced. SUBMITTED INTO THE LIC RECORD FOR ITEM rz.ia ON s aH ov. I THE DOCUMENT The Coconut Grove Station Area Profile is the first of three reports in the preparation of land use development plans for each Stage I Rapid Transit Station Area. The second and third reports, which are forthcoming. are Alternative Concept Plans and the Final Concept Plan. Station Area Design and Development (SADD) is a cooperative effort involving the Kaiser Transit Group, Dade County Planning Department, Dade County Department of Traffic and Transportation, the City of Miami, City of Coral Gables, City of South Miami, City of Hialeah, the Downtown Development Authority and theTransit System Development Division of the Office of Transportation Administra- tion. The project is funded through a grant from the U.S. Department of Transporta- tion, Urban Mass Transportation Administ- ration, under the Urban MassTransporta- tion Act of 1964, as amended. For further information about Dade County's Station Area Design and Development Program, call (305) 579-5323 or write the Office of Transportation Administration, 44 West Flagler Street, 10th Floor, Miami. Florida 33130. T885 S75 DACop draft i:METROPOLiTAN CADE COUNTY TRANSPORTATION IMPROVEMENT • PROGRAM STAGE 1 RAPID TRANSIT SYSTEM STATION AREA DESIGN AND DEVELOPMENT BAM 32 A PLAN FOR TRANSPORTATION IMPROVEMENTS COCONUT GROVE STATION AREA SUE3MITTED INTO THE PUBLIC RECORD FOR ITEMON_L-71s___L(-0: :..ueRA.? + SEPTEMBER 1979 thek USER tRa1i fSit GROUP a ga+ntvanturei Kei hwa/Dbsj/csa/sca STATION AREA DESIGN AND DEVELOPMENT BAM 32 A PLAN FOR TRANSPORTATION IMPROVEMENTS COCONUT GROVE STATION AREA Metropolitan Dade County Transportation Improvement Program Stage 1 Rapid Transit System SUBMITTED INTO THE PUBLIC RECORD FOR ITEMp., ON , SEPTEMBER 1979 "The preparation of this document has been financed in part through a grant from the U.S. Department of. Transportation, Urban Mass Transportation Administration, under the Urban Mass Transportation Act of 1964, as amended, and in part by Metropolitan Dade County and the State of Florida Department of Transportation." the KAISER ti1flSIt COUP KAISER ENGINEERS•DIVISION OF HENRY J KAISER COMPANY a joint venture HARRY WEESE 8 ASSOCIATES. LTD POST. BUCKLEY. SCHUH & JERNIGAN INC CARR SMITH AND ASSOCIATES INC SCHIMPELER • CORRAOINO. P S C I. INTRODUCTION TABLE OF CONTENTS A. BACKGROUND B. METHODOLOGY II. DATA COLLECTION AND INVENTORY III. EXISTING CONDITIONS IV. LAND USE ALTERNATIVES AND CONCEPT PLANS V. TRAFFIC GENERATION AND PROJECTIONS A. PROJECTED TRAFFIC VOLUMES B. PROJECTED TRANSIT PATRONAGE ACCESS C. TRAFFIC PROJECTED AS A RESULT OF REDEVELOPMENT VI. ALTERNATIVE TRAFFIC CIRCULATION PLANS VII. RECOMMENDED VEHICULAR CIRCULATION PLAN A. TRAFFIC ANALYSIS B. CONCLUSIONS C. RECOMMENDATIONS PAGE 1 1 2 5 6 9 27 27 27 31 37 45 48 50 60 SUBMITTED INTO THE PUBLIC RECORD FOR ITEMi'z.t_ON s.�b, TABLE 1 METHODOLOGY 2 EXISTING TRAFFIC VOLUMES LIST OF FIGURES 3 ALTERNATIVE DEVELOPMENT STRATEGY 1 4 ALTERNATIVE DEVELOPMENT STRATEGY 2-. 5 ALTERNATIVE DEVELOPMENT STRATEGY 3 6 ALTERNATIVE DEVELOPMENT STRATEGY 4 7 ALTERNATIVE DEVELOPMENT STRATEGY 5. 8 ALTERNATIVE DEVELOPMENT STRATEGY 6 9 ALTERNATIVE DEVELOPMENT STRATEGY 7, 10 ALTERNATIVE DEVELOPMENT STRATEGY 8 11 ALTERNATIVE CONCEPT PLAN 1 12 ALTERNATIVE CONCEPT PLAN 2 13 RECOMMENDED LAND USE PLAN 14 PROJECTED 1985 TRAFFIC VOLUMES 15 PROJECTED 2000 TRAFFIC VOLUMES 16 1985 TRANSIT TRAFFIC 17 2000 TRANSIT TRAFFIC 18 PROJECTED 2000 REDEVELOPMENT TRAFFIC 19 STATION ACCESS ALTERNATIVE 1 20 STATION ACCESS ALTERNATIVE 2 21 STATION ACCESS ALTERNATIVE 3 22 CIRCULATION PLAN 23 RECOMMENDED TRAFFIC CIRCULATION PLAN PAGE 3 7 10 11 12 13 14 15 16 17 18 20 22 28 29 32 33 35 38 39 40 r. 43 46 SUBMITTED INTO THE PUBLIC RECORD FOR ITEM. ON5 y.o�, LIST OF FIGURES (CONT'D) TABLE 24 S.W. 27TH AVENUE & S,W. 27TH TERRACE G/C ANALYSIS - 1985 25 S.W. 27TH AVENUE & S.W. 27TH TERRACE G/C ANALYSIS - 2000 26 S.W. 27TH AVENUE & U.S. 1 G/C ANALYSIS - EXISTING 27 S.W. 27TH AVENUE & U.S. 1 G/C ANALYSIS - 1985 27 S.W. 27TH AVENUE & U.S. 1 G/C ANALYSIS - 2000 LIST OF TABLES TABLE 1 GREEN TIME/CYCLE LENGTH (G/C) REQUIREMENTS FOR CRITICAL INTERSECTIONS 'PAGE 53 54 55 56 57 PAGE 52 SUBMITTED INTO THE PUBLIC RECORD FOR ITEMpa.w ONs-ci . i I. 'INTRODUCTION A. BACKGROUND SUBMITTED INTO THE PUBLIC RECORD FOR ITEM Pe- is) ON�,q� This report, Background Analysis Memorandum 32 (Transportation), is one of a series of technical papers forming the basis of the Station Area Design and Development (SADD).program. This element of the Coconut Grove Station SADO program addresses the traffic effects of the various alter- native development concept plans developed as part of the SADD program. The traffic aspects of station area development are particularly im- portant. This is the case because each station will be a potential catalyst for dramatic changes in traffic volumes and flow patterns in areas surrounding the station not only because many patrons will be ar- riving at the station by automobiles and buses, but -also because each station may spur new development in its vicinity, resulting inmore dwelling units, offices, and retail establishments which will, in turn, generate even grater traffic volumes. Thus, it is important that alternative land use schemes be evaluated, in part, by testing their transportation impacts. Also, transportation plans have been devised for selected alternative development plans. Throughthe mechanism of citizen meetings held in the neighborhoods of each of the stations, the public is given the opportunity to identify problems, suggest solutions, and,react to transportation analyses and proposals. The transportation improvements discussed below represent the transportation element of the SADD and Citizen Participation programs. An attempt has been made to balance the requirements of existing and any proposed future land use changes with the provision of direct and efficient access for transit patrons. Wherever possible, the transportation improvements are directed toward 1 increasing efficiency and capacity so that the level of service present after th.e station is in operation and planned land use changes have occurred is ' equivalent to or better than the service now being provided. The remainder of the report includes sections tracing the development of the recommended transportation plan for the Coconut Grove Station Area. These cover, in addition to this section, the following: I. Introduction and Analysis Methodology II. Data Collection III. Description of Existing Traffic Conditions SUBMITTED INTO THEIV. Description of the Land Use Plan Alternati V. TripGeneration and Traffic Projections P1JBL1C RECORD �FOR VI. Analysis of Alternative Traffic Ci`raulatio� P le ON s-.-0-7 VII. Description of Recommended Transportation Plan 8. METHODOLOGY The methodology consists of eight basic elements employed to develop the recommended transportation plan (see Figure 1). The initial step was to collect and organize an array of traffic and roadway data followed by a documentation of existing traffic and roadway conditions. These two elements along with data derived from the land use alternatives under study were combined to yield trip generation and traffic projections for the target years 1985 and 2000. The traffic projections and station traffic estimates were inputs to the analysis of traffic conditions and identification of deficiencies. This element was prepared for the "base case" alternative (which assumes a relatively stable level of traffic growth withfew if any land use changes PROBLEMS DATA COLLECTION Y EXISTING CONDITIONS METHODOLOGY S13MIUED INTO THE PUBLIC RECORD FOR ITEMvz.i' ON . EXISTING LAND USES AND ALTERNATIVE CONCEPT PLANS TRIP GENERATION AND TRAFFIC PROJECTIONS CITIZEN INPUT L _ _ J SUGGESTIONS ANALYSIS AND IDENTIFICATION OF DEFICIENCIES TRANSPORTATION IMPROVEMENTS RECOMMENDED TRANSPORTATION PLAN EST IMPROVEMENT 3 FIGURE 1 in the station area other than the station itself) and for each of the alternatives proposed in the SADD process. Improvements were aimed at minimizing or even eliminating the deficiencies identified. The proposed improvements were then tested by repeating the analysis step. This process was continued until the problems and deficiencies were satisfactorily re- solved, identifying a set of improvements which then form the recommended transportation plan. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM rz.,a ON 5-*-0 . rI II. DATA COLLECTION AND INVENTORY After a review of traffic and related data to determine the availability of data, traffic counts at key locations in the station area were undertaken. Parking, traffic control devices, accident and pedestrian activity infor- mation was also collected. The Dade County Department of Traffic and Transportation (DOTT) was re- sponsible for providing the bulk of this traffic data. Where existing traffic counts were applicable they were used. There were, however, locations where traffic counts had to be taken specifically for SADD. Parking data was obtained to determine the potential number of on -street park.ing spaces. Traffic control devices (signals and signs) were also inventoried so that current levels of control could be considered. Accident data was obtained for eachintersection at which traffic counts were re- quested to give a general picture of traffic safety in the station area. SUBMITTED INTO THE PUBLIC RECORD FOR ITEMP2.J7ONS*O7 5 III. EXISTING CONDITIONS Existing traffic volumes and movements were analyzed to facilitate the determination of future circulation patterns and vehicular movements. This data was also used for identifying existing conflict points and impact areas which influence proposals for changing the existing circulation patterns. Peak hour volumes provided by the Dade County Department of Traffic and Transportation show (Figure2) that the highest traffic volumes occur on the major roadways. South Dixie Highway (U.S. 1), S.W. 27th Avenue and Bird Avenue (S.W. 40th.Street). Substantial volumes also occur along S.W. 27th Street, a local street, west of S.W. 27th Avenue. The intersection of U.S. 1 and S.W. 27th Avenue is presently severely congested with extended delays occuring during both the morning and after- noon peak hours on all four approaches. Although the existing volumes on S.W. 27th Avenue are below the capacity of the roadway cross-section, the number of vehicles that can pass through this intersection is constrained by the green time required for the vehicular volumes on U.S. 1. As was previously pointed out, traffic volumes on S.W. 27th Street are ,higher than would be anticipated for a residential neighborhood with similar housing characteristics. This is because a large number of trips on this street are through trips and not local trips. S.W. 27th Street provides continuity between S.W. 27th Avenue and S.W. 32nd Avenue (McDonald Street). In order to avoid the congestion of S.W. 27th Avenue at U.S. 1 and to SUBMITTED INTO THE PUBLIC RECORD FOR ITEM r2_1a ON 5aa-0-7 6 .•11011=111111, 0 C=I E3 0 o S.W. 27TH. TERR . . 7-1 Aim CI 11 asi -too I e EXISTING TRAFFIC VOLUMES 0000 A.M. PEAK. 100001 P. M PEAK. tj SL _FL 20(501 [fo SUBMITTED INTO THE PUBLIC RECORD FOR ITEM ?z. le ON • [z] . 0 CI ( STATION AREA DESIGN AND DEVELOPMENT - -1 - • • -.1. OCONUT GROVE FIGURE 2 circumvent the left turn prohibition on U.S. 1 during the afternoon peak hours, motorists use S.W. 27th Street and S.W. 32nd Avenue, a less con- gested route than S.W. 27th Avenue for destinations east of U.S. 1. Many drivers also use local streets for long trips and avoid the congestion on U.S. 1. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM. ON IV, -LAND USE ALTERNATIVES AND CONCEPT PLANS In response to the goals and objectives of the Coconut Grove SADD Citizens Committee and public officials eight land use development strategies were generated. These alternatives, (Figures 3 through 10), range from low growth to high growth withresidential and residential -office options. These strategies were used to initiate dialogue with. the citizens committee and were later refined to a smaller number of concept plans. Refinement of the eight development strategies resulted in the identification of two concept plans. These plans, (Figures 11 and 12 and described on the pages following) were based upon an analysis of impacts from traffic, an economic analysis, a reevaluation of goals and objectives, and additional input from the Citizens Committee. The final step in this process was the development of a plan.to be recom- mended by the City of Miami Planning Department. This final plan, (Figure 13 and summarized on the pages following) was the culmination of staff, citizens and policy makers analyses of numerous strategies and alternative concept plans which respond to the identified planning goals. Identification of alternative station access plans was an integral element of this process. The analysis of these alternatives and the recommended transportation circulation plan will be discussed in Sections VI and VII of this report. Because there was not a significant difference in traffic volumes generated by the various alternative land use plans proposed, a detailed traffic analysis was only conducted for the recommended land use plan. SUBM1TTED INTO THE PUBLIC RECORD FOR ITEM ?a. 12 ON . 9 si 'Kt ilrii i Ir" — 4!"';k'rIlIIIr11II1� Ii'ar.1.r oe¢:— is it � .� rl rl.iMitigir u 1 I eL. ER1''"1111:1 7 111� .1 atr i 1) ; -a -tl r w ■ �I:( 'I IOTMIIIIfl9iii■/7O■iiWI■■IMI■ MMI 11 ul �1 r F. .If, !1r'aimmo IU Taut a PIIAI■MII■■-- .rr` �� : , :� � :�:',�' � : RT a +A. iiJw•— 1 i I 1■ �./�Iru... .r G Yr. ■. �i II %MINIsmommmumo �■itllrliu�J■ men 11 mmmo ONNEN fit P . i immomm smeni■emmastmrn a■�iu■■ L�■i_!■mmilmiimAma■9s' • 110111MASIMMOMMUNNOMPW=MEORM !hawsismammairwmal ■1 _ U - lrNIFTIs. 1q 11, B 1■ - 7t -= 6 � _ _kiiill .e.re"rtGiulr rii �Ir-1■®` ■:ar11Th//■ �i E IL!LLlrrN I Inenmearerl. �rr.rrrrri ■ 1 J r tc t .• 1 '--s::rers,e:arctrrul■■urr�, lio s1I �x�: iahl��rre, sMN :7II% u can - esi usmaa-..--�-- ■■mils WOO ...•:...\e.•_ e.•.n. .,.\ .:e. e..r. ....; .r .e., r;...*, .•..... en. d O M.L �G��•e�•±•a v ��$e\NOW u=.•�•• 9111111111111.' e■.e. r e....11: I1..I1'N1 lulln.:...e.r .w...D'1n mill OM - _.. INN I- .. '.►.A llU.t\.\..'11 urs�rrsYxunr.. I 1 ■■/■MINI■/■ IIIV I••ei :�:_~.......... ■r II ■ ! I iV �I 1� li A ■' Ii .4'.a.4 w 'MOM Miii a�q Kg ......�. �,' 11 . �ii ■ /... ■�i�il:rirriiiarT�l=rr .....:..�� w'►.`-.► ■Ii4MINI/�■/■L.LiI.ILLS.Jr=®IlMI■/�IIII■1/lrl�iii�■/ai11..w: u, lieist 5911,s 111 11111111101111: y11 1 :; -1 : ' � 111®111�11F� ....... 11111 '- 11111 1131111i!NEi 1L1W1E11NI1a111i. = Let' I1iN1�,111:15*r 1, �n -yyam Rif _ i0911 i.■■ LN f_i!)/�li r� 1■,r 16111111 " ���■■mar--.li1i ■imple_�I IIIIWW:11, Ir■ t ■ 1 i-��IIIRIi ur1`.inllmtILJI11L'/iJI ::!!:' Iremuni/■ ■■ ■■■■ai■_iagii■■sinius�i■ aromir■■■/:riiJ Concept: Areas: I it (1 a c o.❑ ❑o`❑a Jj 110o!❑coo'o:o) dANINCIf INA.116 MIL! 110111 116..110 i. u. liar► irk sill .:..NW 11 e..w NAOS .e. WNW -SE - SIN .ra is a►e► 9r.`G\. II, - Minimize growth and change by confining zoning changes to the properties facing the station site on 27th Terrace and 29th Avenue (areas a + b). Decrease intensities currently permitted south of US I (c+d). a - restrict strip commercial/auto oriented retail and permit local service retail. b&c - strictly residential, low density townhouse up to 3 stories in height. d - unify zoning in this block to permit mixed use development of low density office and/or low density townhouses or garden apartments with retail services fronting on 27th Avenue. e - maintain residential uses but reduce from moderate/high to low/moderate density. f - maintain industrial character, but •restrict incompatible, noxious uses and encourage office and specialty uses. floc oc 21/. IANS C]❑❑OCIO ,1=,0❑ O ❑ 1- ❑' D.ac LOW GROWTH RESIDENTIAL ALTERNATIVE DEVELOPMENT STRATEGY 1 STATION ARIA etSe.11 A!O OEVEIO/.1EMT COCONUT GROVE 10 FIGURE 3 mous L gingC� �lSlGtl1le=====112i:aw = ====11==w_ pi■V*,`■tea■l1iiw■%1.1riIMII IIrielllIfille jp■■■•1C' ` ■ ■our+ wERww-w_ ;41" ■•�.z��r��al �■ww�wt�w�lw�l�wrww�w�wwrw�'r. ■L•��r ■p■= ■ful■wMMINrElOL7■=wwMawS11•1 ia1111111111 1w■1111ml 0q0I:uEil.wAw111a1E111l.1.■w■w■•1ww1111041•sGll.i/i■■w al -i-'1��mumm�*ps�■■al■wa'��E.•■uer■�_ ��w���r�.■.l off midnimmutominMillmum Leui ■■■■■■■■i 111■■■■11M1:4w■■11■a al■■!■■er4r7 wrr macii gum WWI umpile- or- :: = • i • •• • • • • • • • • • • • r 'i • •: �•iw •. • •• •�I• • • • 1 • • y rf •• • • • 1 4• • s.r • • • • • •�• �.. NI • • • u•••• .••v••w•1•••• • V • • • • • •�• • • •�. • • • .. • • •1••. F , . . . . . •• ..... • •• • • • • • • . ID 10•• • ••••• • • • • • • • • •.• • • . • ••• • • • • • • . • • • • • . •• • • ..-l:• • .• •• `:''•:-•— •I • 4.5�••• a•,.1. 0000 0000 000000 . �w.•w..-+ w.N.►l_.•Tti TINT _ �Mn'1!►�. h V••IL•.\rN.leu ■III I � /; ■ v.►, im..• -4mrVi 1 / A.iat.osh, Sw il0l1�0.�l�l 11/r•lu■l■ 1til ,•�'.._: •■� �_, me.µ ..r�r �.--.�.��. _ �1•iwiw. • ■I.O Ar• i ...,,r • L �� .■1N0. ■'MOON ta •1si1.1 Aar100 Concept: Areas: a- b &c- t ± 171 Same as strategy !i I same as strategy a 1 1' r—_, r.s � 1 •� a PUBLIC RECORD FOR ITEMi'z. w ONs-,l-o, . permit tow density office and commercial services (new or conversion of existing homes) as well as new law density townhouses d - same as strategy #1 e - permit low density office and commercial services as well townhouses and garden apartments. f - same as strategy p I 11 as low to moderate density LOW GROWTH RESIDENTIAL— OFFICE ALTERNATIVE DEVELOPMENT STRATEGY 2 STATION APE* OfSoN .NO OVAELCAN•NT - 0�.] ■ I w 1 S 1 ■ rl'J R1 ii UI I 1\I IC U1_ 11 ii il •' 1 ••I .dL.JRl1.JlR_I ; �■■/u ■I■RRllI■1/11IR1111111■R.1 ■R■k0 Yi 1.1 L td : ■ ■l A ma !- a1:11 Ir,a l- me m 1 aIi7a■RA■■■G1rle■i • :::1R� MINil! fir: ;:::Ira E VIVPire= __ __�, 1••••R� �111i'1 . CI!' 7 -� t�i uru a\ilesll 2.11 ■���I �r_>/.7,1 � l7HRNIIr�RRRR1ALl®R! `*" 1p�■■1 J III 1- i RI'i l.r' '_ d :�'1 ! ■1 1. -11 ji 1; II !1 H . QIg581i� :■ R■■■■■i Frograimn J Io N� I�_ �RRiii T'!Iua MI 'a■1.r\Ili tRR■ni7R!<iiRRifii11-- E.nsuo.•r..wt� Il■•■■! 9C 2 ! ! rl ■P�+�l'ar1fs zi II 1': asip g111 i=mr.Aiii11 `u::'.`“.".. . 4.:=� ` IS■■IJ■! :111 Rill III! nP./7 A.'iR Ill 1' I■LrtJ' i_' 1=.ilul-P.'1:: " L'34.c.-1.Uirn - 4 Ir/•■R�■Iu7Rm1MRrR■e1.1RC■■i11R1 1=1311111 ._..8_.t. 1 IY•.U.a EMIIIIRlI1RARRI■ MIII ImIIIIIIIMIIf111 •-••1'■ ....,iiui • la/■R■ ills a=IRRU�l1R Rr7fifNRTii1■R171.511ri7 ••••a.ii!■:r._'•• • __� Iw!�--9Ei�_=,R ' 1lL:JR:IBiME:/RR4 P1» r_�i��a�riiri:7r�! �:i — — N !%�.1' R! lIMINVIR IRX=1111!1!•RI IMIIIR 1Z1ll1 : agier_anauuu.uce..t ;1/e11 '■ a gior 1LL1L■JJL9►i . r■uutnruuu.nr-Euru■.a..ut •= „ 1f 9■111�1R■ENIMgRlEWZcrmssarmc,-- uRll■■rR■�■R2R1 ri is all 'i aT2.. -~ ___ -. R 3NIRRalunllull\_IIIII■1111'.•r•• : ;i:iI:Zif :': �■7111■■■MA u ' C. ■1'JRL��■■rf�l■Rim gxRrR��JRRIRRR••�+<+RRRRiRRi! fe/:>•RC i8111�R■I:R�ri..�t.l :?f $::< .�-�. aiiiEhi:1I, W�aUUU ' : 1111111/1 Concept - Areas: fr (f N••■R■RRR■■■■■Rn■■■�■■■■■■■■■■■■■■■■■■■■■■R■■■■; •■G2■■■lM.1r■IIf1iPar.■a•1:MI■eG2!"ARCS■!r,T .1KMa 2:1m■= - 'jj fa I I ■■/6A■R�'-J■1■4#�HuH�IR!■���11��+1-dIR�=�'�J'I�t�,�By�'. .. a �■ � _,; .� !QOM 001=(al 011 Dp oao 1111iiill:a�;;:II1fi�iiifilRli1111Iii1111i1ifiltll O 0 ❑O❑oat $.W. 27 to LANE io o oO ;oG4j ❑ t� C Encourage a moderate amount of new residential development with increased densities north of the' station where vacant properties and small aging homes provide more imminent redevelopment potential. a,- expand commercial zone wetward to provide sufficient depth for parking and/or substantial new local commercial development b - strictly residential, moderate density garden apartments artd townhouses with incentives for parcel assemblage and planned unit development. c - strictly residential, moderate density garden apartments and townhouses. d - moderate to high density mixed use development of office, apartments or hotel with retail facing 27th Avenue. e - increase permitted intensity to moderate to high density apartments, put prohibit office and retail uses. f - restrict incompatible noxious industrial uses and diversify new uses including office, special services and residential. 6 12 MODERATE GROWTH RESIDENT1AL ALTER NATIVE DEVELOPMENT STRATEGY 3 STATION iddA OES.G. •IO 00•LOPRNT COCONUT GROVE FIGURE 5 ,4` CELL L : 11i1P�',' �Tr7Tl i ■ffonti �.�MI,�� 4140111)r►:.11111ii1 v�,�r�=7lf�li� mummmmn�im.mm n11L•44m59 _• _ • • 1 i �•••••w••t• .•. • i•..1•• • i•� ✓•'•fir• •i • i••• •. . • •• ••c• :� • • • •-• M . • • •C••• • • :.• • • . r• • • p• • • • •••i . ••Z•••ri • _.••• . • op • • • • Il.rammmm smmm.-+ .muu • n -7.��mun um[ ime7Mmmum mmiF:aar7mm ILw� mmm .mmmmmic- �.—r Im.•m r n le • IL 1 iN- .: • ■ . _ iii a .� ta•! i ■!• 1•S_nCiun „ O ■ raElil'svmigum tiaInallainnUrfra ■s m CAI �IL�- fw m+' ••: siv EINII sirs isusssssssslsmsesuasrure:r::r:asssnsr, aruirr :: rss>sacanommsr_sssrinu !�li n a rammianimul- w.mmmpm..t.-- _a•mmCtionswmmmmmm.:_�mmCro•NO m=•Irm■ 12 —11 (f •u0 INC-. rl Concept: Areas: Same as strategy #3 SUBMITTED INTO THE PUBLIC RECORD FOR ITEM?2.I_ON -*cr1 . a - same as strategy #3 b - same as strategy #3, except allow office or commercial services along the station frontage c - same as #3, except allow office and commercial services. d - same as strategy #3. e - some as strategy #3. f - same as strategy #3. MODERATE GROWTH RESIDENTIAL_ OFFICE. ALTERNATIVE DEVELOPMENT STRATEGY 4 STATION ARIA DESIGN - 01•SIOF..ENT COCONUT GROVE 13 FIGIIRE 6 ■ ■!■■■Sa21!■!22=111lMCWIRPloEP_lIMIST1ES • u■ 0!■!■11.1L 111E•••Il•21•2■CJ■J■a111111=La■L>!■DL':II a!®!_ .11u■W 1rti ,ter=.—.-ir_zter,:.,: rz1r�■■111■u111■nain■■II a_'.1 h 1 r l l HI NI Il'Mil „WI 11.7 ■ - ,n :1G i; '_ : 7- A■■.Cl1G■■. Op t .1 J - / I 1.110 II I rl 1 r' ■ y' I i ■ - ■I■IL'7■■!■F•11= ■■■ :i■L!!IIUUI llgla1Lr'J■La�IU�/■■caL�Jl= ■■PRO 4'•'!"•���""UiirR �I!a1�!)11r■■■■■L•!■■! p i 1 is I ln,i III f Eli 2 ■,@1 Hell ult 1�'niu�i i uu■®�� � �• ,�cif ii n �la■IitramN L y DOf ii7 sumo is u! mi ,Ii &i Mw11F��,a = II �! 1•1114 110111129. ■ AI cal IV! • 1,'111I I■ I 1.1 t1'=ir k• :'1!'. =1 0•11111=Wl.;dMAJ.M fC"241a:Jnni.a1.11lr4iMI:.iaer/a l ffism ri llilkE nil: z n .�llr�iir �!1lr Jnf91rC'.7111r4s61•21, �w �I :-� I t L J- `.t i. mrt t.' . :•••'- -M,e•. •i •..!• ww• oat •�• .pll:r ,,, Tem clod■ommtomriiiiih umillsla•Liiimions 1-6 TIN ri,iae==in=C r ■■ fimraraii®•iiii 1!i1�CtE .�CL�!�i..111�L'liiii�rf r 1 CI n 1 rn_� I it dim s III' .1 milli AMP_ ill IIIIIiillinllimilk I■IIII 11111 III �•'�==r- _ _ 41i ; hill.: 1 IL'11 I it 111140 AWL _�� I Concept• Areas: a 1 i i -J 21 ;ffloca DaDOOas D' 1:0 c:31::cr 6foc oacc o p DD0cat5GI 000no❑ ,aoq c ,00 cD ❑ors Encourage a moderate amount of new development (primarily south of US I) of sufficient intensity to be economically attractive and supportive of transit. Expand higher densities westward along 27th Lane recognizing pressures of station circulation and proximity to the industrial area. Encourage increased commercial services for the neighborhood and transit patrons. a - restrict new commercial uses to neighborhood oriented retail services - office and residential also permitted. b - include at least one lot behind 27th Terrace properties to provide sufficient depth for moderate density apartments or townhouses. c - moderate density townhouses or oprtments extend the buffer zone between industrial and low density residential areas. d - moderate to high density mixed use development of office, apartments, or hotel with retail facing 27th Avenue. e - increase permitted intensity to moderate/high density apartments, but prohibit office and retail uses. MODERATE GROWTH RESIDENTIAL ALTERNATIVE DEVELOPMENT STRATEGY 5 STATaM APE► OEUGM AJA3 oEYEIOM•MT COCONUT GROVE f - restrict incompatible, noxious industrial uses and encourage a diversity of new uses including office, special services, and residential. FIGURE 7 1 i A i I '■Ii�lt AIili1 a 1I I igi 11_ Ini uI IIiI �L ;'� 1111 '1 s 19 a td,.' ; t :-_-,c ■Is1t�� ■`1110 a II I' , , I 1 IC I.1 Nil 21' n 1 lk i.711.1•11 I'1 In 1 i, 21.1 �r ■ r r m 1_ ® ■ ••w a'u�+iigalin:t.nr_9rli 1ZItll[!Ire��1:1/1E■.i r1111 ■ w ii1 II$W g 1 i .�L Ir a •,a of tFl S! I, SIP I Ill !KIWI 11I! U iIfAA�111 w r, I = III "..■ 1 IR Inansaands �_"a•,r L1 •I 1►i 1Iw11ICI1 IPCT.'7il11r1■11 . N$ llIPM= waF aZIr 1I"1'1ITi'w/ifiILiE''1Si 1N alri.:' Luigi .Ja1111! 11I■• 11LMI1111 ILs:-� r:IMerRIIII•Ar'alga a rf ' r • ' •�il�k^�:.•.• :•� ::.•1•••o, --".. -... ♦ • • ▪ •• -r.�.•-•0 •••••••Ir. • • Y•. 41 �.1 M ••� � .at • 1111. •.... ��IA , 1 1 : Q I, t 7---e I I 1 I11;1111111=111111111. Ci, C is*. : i -t 1 1U1Yi L_l��1r w 77.;i: f n■■IAI■wEr.Uwwi�lts lw. f!_YtL!! • INN I t. 1- !. .i Tit l f 1 _ Ef _ - .t wiwlwwlaf IIIII��t�1a111�I11Aar�lw�Yr1�,?- -- = ■i waanI0Marlfi !!�Jw - ■G��M®i IIIVALAI igl:laanii�llll■1.011r Concept: Areas: mom wa. .,r j Same as strategy 115. ■ liy�%'a�j . CI mows ate li c t ti 0 :l (1- a - same as strategy 115 b & c - same as strategy 115, except also permit low density office and commercial services. d - same as stategy /i5. e - increase permitted intensity along 27th Avenue and encourage mixed office/residential development. f - same as strategy 1i5. 0047 �L7nt= ❑❑ ❑ oQ't- S.W. 17th LAN! OOG000 DII.g O 0 ci]: ❑' ❑ I9 It 0 /4.,<?. o°- MODERATE GROWTH RESIDENTIAL _ OFFICE ALTERNATIVE • DEVELOPMENT STRATEGY 6 5T.t`dl ..e. CIE S N ...0 0[V■La•.RNt COCONUT GROVE 15 FIGURE 8 1 1 !. r .! .11,J!°j'W:i1 E l��im��_■_ ....V...IuN.®■..@.9.t<i1.fu7.r.-.IY�1..1. . Lmu.umu®.. . ....rA..1=7.P__ EMMINr..7.r_,.M...v.7..M EMBIMM..r:.r..._E ■�■..e.u� .Ca:� ; • I ma I 1 1 1• s: i`..�1.I��•.pirr_s�t�p.�.a. no .. ���� • I i/.O®..n.l>•umultiimuu�l 1�im�1`---rLt.•-.i1Uli�9i a —' i l I _..i.rreura If . . .. =a■i.s~.I..E.rl.:11 iimm•d.6a..A...u®I.u.....ur...iF.iiiuii mgmumm Wi�r 1N2Mlira..r..©17 IIIIPZIMIMMINIMIIIIMM1111111:1111WITIVIMPWRIMI:11111M �iRR.Nt..WI!•IOII•MErrZZIWZga — 1.1.111M. NW WO ..u1Er-■ tcattt�awwt� ..1■1EI1. 1 ,Im ..■_, IMM 41101.1116 -=t ..1. .■d1...a •-iiu.■.■!!9'- -. •.•am-•••••�••.••-..-visyp,wr• . .•";: ..'"ice:01* h•••••••s•• t•vc.• e ••••• •-. i• •• •• • •• •• •••.•••• 3W. 2Etn. Tarr. • tuuttut i •�-• '+i • �' Dr ••••••f • ll fit_.... ■nlllr EE! 'Pi apr� ^~ ...■ai r` MII^_•1i:;i iiU11111i�iit iII Ili II iEuI[•a ow+► � ~. ai"ii...^_..®LI'1171 i WI11 "E1"III RR! Jii'tJ i,..r _ •.Mgii®1! 1‘1Ili 11 iA1, it'/1Gio 11is. f. �00000000; jj uuut::utuuxuuuuttwututuuuu inson J MINAIW p MOOWL \mow` 1.711111.Me 4610.1. 10'ft. 11: 4•. 101116.701, • .e S►• LAI Ilk WEIL aIW ■\aw`a 1111.1111611110 NOWItUll 11110 A; \Mw wir Con_ cept: Maximize the potential of transit access by encouraging the maximum new development and growth achievable without affecting established low density residential areas. Areas: a - restrict strip and auto oriented retail and encourage local serving retail uses. b - strictly residential, moderate to high density apartments with incentives for parcel assemblage and planned unit development. c - strictly residential, moderate density townhouses ar apartments. d - high intensity mixed use development of office, apartments, or hotel with retail facing 27th Avenue. e - increase permitted intensity to moderate/high density apartments but prohibit office and retail uses. - f - restrict incompatible noxious industrial uses and encourage a diversity of new uses including office, special services and residential. poczig 0 DooQQ't- W. 27111 LANE 57 a • a❑�� HIGH GROWTH RESIDENTIAL ALTERNATIVE DEVELOPMENT STRATEGY 7 STAMM AREA OESt•JN AIO OEVELOE..EN7 COCONUT GROVE 16 FIGURE 9 1.1101111111111MIMMENINIMINIIIIIWIIIIIMMINEIM111111111111111111111111111111111111111 11111=1•11111M1=E11111111111=2EINETICIIIIMPOPIIIIMIEWEEZEICSMICZLIMIE - 11111.111111111111=11=111111111111a111111:2111:2111111011111111117.1 IIIIMIONIIRI=MIIMIMUMINI1111WEllorramimmummurratzsms. 1111111=1111111D0111111111111111111111111110411ENE-1111 -11-111-:7111111111:111•111111111H=11111= 11=1111111:111SMIIIIIIHNILIMEMIZMIIMICZELTAZIOLOINNUNICIIIL91111= 611111111111111111111111111111=11111110111311MIIIMPIUMIMIIIIIIIIMEINIM 101111111111111111111111111•111PAINVIIMULEIriallfille-HIPIIIHEIMINHMIEMINIIIIra ="'''...111=11=1:11=11=7.:=115.7pren 11512111=11121=111M7=4=111=1 fir=.11111C1=1=. 1111111fiallifiall111111111 Elfillr=r111111111)4111111w411111111Allim1111194 111111•1111MIMEL•111111411111•111.1 110111.111Igialifill1117MUMIUMMINErille SIUm41111106111111111111115MIE=11111111iiiIIME101016:11 , 11111111111MMIENIIIIIIIMMIIIII1111111.11111111311111 1 1 1101111111111111111111111WEINIIMIZMIMMIIMMINIIIMMilf. _____411P•maill1=-41111=Igna211121111:11111:11111MITAI ...--... .•--t.: ... - .4.,:i pmjgsSZIIIMZIfll2=11lPIIIZIIIIIIMMIIINWMBPIPIIIIIIIP!17JRIU -.7:7-- . - ,:—. - t ..--" 1 11.-111111aMIILIIIMILEIMIME.111MIL9P011 i.::::::::!:-.7:..1..-=-?...‘-e - •1111111111010•111MEMIIIIIM=rliwzrzr--- -- _ • - inizaucimail=...r.m-a- 21111111MISEZNIE1111011111ft:- I- 11111•11.111111U111111111Vta1 1 1=11.-.11116121M=INIIIIIIMIliillhiliiiilillNo&w, .,...• mg - 11.11J111111MillIMMIlie7:ib:WilL' .- - 'T" -isehr.e: i ! r-r 111.141=11.11111.MiliZigtiMMnint,.-s- F.... 7- ----"4'"" "I 11AVI0.7TiN.-TIM Tam....N., ..•:4.1 TIII.NIINTIMA vni. • ..,,ItiONO 'ON TWAT Sow. INNTQ....ok IFF..V. INTEA•11111 1111.TINIA'UNTIr 11161MIONIL TININIINTNIA-T.13.... 11111L.050.-- .1.91SF:NE:Filirirepareprnrile LI NiAm•Iiii w MI Will 1 kira i SIAM _AvA,.. I r Concept: Areas: Same as strategy 1/7 RuzIPM.M.H.STFREI-M111.1.172..!""10.r.3:811 inaur.rusittsingrinciniiiiiiismisaumisras _....- -..- &TINA' ',MANZI.. NANO MOM 01111A• IILTIIk WWII IS 11,1160 -4.14,0 ri.. • 1.71111,01111 IINAIMAN .TIIINVIlk ino. •••• •••• TIMATINI. INTIONT IN.T511111. ...MAW NATNIA. T.NIA.911116 AI 11,1. Trip ALT TNINT NW& TM ....7.'1. DATE •TINTO NIINTING.wIN ‘1111AMIATIEN 1 is...ssioto.,-0. TIIIN:ININNIIINT 110111A11111.11 TIMANINA,111 MONT NATI INT NIIN. WAS. 11111.NIN. 'IVAN TIN ' INT WIN NIA II iiinlOt b. ISOM h. PUBLIC RECORD FOR ITEMT2.18 ON 5-A-01 . a - same as strategy #7 b - same as strategy #7, but allow office or commercial services along the station frontage. c - same as 1/7, but allow office or commercial services d - same as strategy 1/7 e same as strategy #7 f - some as strategy 1/7 extend mixed use zoning centrals from area f to encourage reuse or redevelopment of this apartment strip, possibly as professional offices (but with adequate off-street parking). g - 0 CI a =aorJrt S.W.27 .AN HIGH GROWTH RESIDENTIAL- OFFICE ALTERNATIVE DEVELOPMENT STRATEGY 8 STATION AIWA OISIGN A/42 OLVELOONNITTT COCONUT GROVE 17 FIGURE 10 u.ICRUMS::?i.uIMM .F l saau ....uiunE _..uM.a. ■.u_.e.o c_..e=u .a .ur..l.au.0 ma .I0tO1 .H'.1.I.U.91 trl uuMluI.la..u. anutMM.H1 . 1. nI.nnmua .an.l■o_••. Mite. T.U. MODERATE DENSITY TC NHOUSE HIGH DENSITY OFFICE / RESIDENTIAL INDUSTRIAL / COMMERCIAL / RESIDENTIAL LOW DENSITY OFFICE LOCAL COMr1ERCIAL SERVICES TRANSIT STATION 18 STAMM •.E♦ OES.:. 4O IRVELO MENT COCONUT GROVE FIGURE 11 ALTERNATIVE CONCEPT POLICY : SUBMITTED INTO THE PUBLIC RECORD FOR ITEM pZ_ON4-o-1. CREATE A MODERATE INTENSITY CORE OF MIXED USE REDEVELOPMENT ADJACENT TO THE TRANSIT STATION. EMPHASIS ON RESIDENTIAL REDEVELOPMENT AND PROVISION OF LOCAL RETAIL SERVICES. A) MIXED USE DEVELOPMENT OF OFFICE AND RETAIL SERVICES WITH OPTION OF TOTAL REDEVELOPMENT AS RETAIL SHOPPING COMPLEX. B) MODIFIED INDUSTRIAL DISTRICT PROHIBITING WAREHOUSING AND HEAVY MANUFACTURING USES BUT PERMITTING RESIDENTIAL, LOCAL RETAIL AND ENTERTAINMENT ACTIVITIES. C) MODERATE DENSITY (25 UNITS/ACRE) TOWNHOUSE REDEVELOPMENT. 0) LOCALCOMMERCIAL RETAIL AND SERVICES WITH CONDITIONAL USE PROVISIONS FOR EXTENDING ON -SITE PARKING REQUIREMENTS ioo FEET FROM PRINCIPAL SITE. E) LOW DENSITY BUSINESS AND PROFESSIONAL DFFICES TO ENCOURAGE RE -USE AND UP -GRADING OF PROPERTIES. 19 ❑a Op❑oll0 011 �l H 1 i;o ="!.p❑ o,';�❑❑.❑❑❑❑❑1J1 SM. 2/�A. T•ff_ ''- ° °� a❑ ❑ ❑❑ Q o;,1 d :tea 00 ❑ p er❑:. 1 o[iin pod! col TEM 1)2. ig ON '*o.7. HIGH DENSITY OFFICE / RESIDENTIAL INDUSTRIAL / COMMERCIAL / RESIDENTIAL LOW DENSITY OFFICE LOCAL COMMERCIAL SERVICES TRANSIT STATION ALTERNATIVE CONCEPT PLAN 2 STA AREA OE51CO. AND OfvElOffEMT COCONUT GROVE 20 FIGURE 12 i ALTERNATIVE CONCEPT 2 SUBMITTED INTO THE PUBLIC RECORD FOR JTEM?z.i_0N5-*01. POLICY: CREATE MODERATE TO HIGH DENSITY REDEVELOPMENT EMPHASISING OFFICE AND RETAIL SERVICES. A) HIGH DENSITY REDEVELOPMENT QF OFFICE OR RESIDENTIAL USES WITH PROVISION FOR LIMITED RETAIL SERVICES PRIMARILY ALONG 27TH AVENUE. B) MODIFIED INDUSTRIAL DISTRICT PROHIBITING WAREHQUSING AND HEAVY MANUFACTURING USES BUT PERMITTING RESIDENTIAL, LOCAL RETAIL AND ENTERTAINMENT ACTIVITIES. C) REDEVELOPMENT OF PROPERTIES FACING TRANSIT STATION PRIMARILY AS BUSINESS OR PROFESSIONAL OFFICES WITH LIMITED RETAIL SERVICES PERMITTED. D) LOW DENSITY BUSINESS AND PROFESSIONAL OFFICES (PRIMARILY CONVERSION OF EXISTING STRUCTURES). E) LOCAL COMMERCIAL RETAIL AND SERVICES WITH CONDITIONAL USE PROVISIONS FOR EXTENDING ON —SITE PARKING REQUIREMENTS ioo FEET FROM PRINCIPAL SITE. 21 E recommended land use plan transit station site single family duplex low density multi -family moderate density" multi -family industrial low density office community commercial moderate to high intensity residential/office/ retail ...... 111.Y.M....11.. 11 -.•1111101:1111ii I Ili I Minn Dfl1TOI PUBLIC RECORD FOR ;TEM17-a.t2 ON STATOl •lif • c(3,GN Ao.0 Of VELC‘Whif COCONUT GROVE 22 ••..••••••••• - - FIGURE 13 area a SUBMITTED INTO THE PUBLIC RECORD FOR ITEMi'. le ON s-13.oi, Objectives- As'the (entrance) gateway to the Coconut Grove transit station, this area should achieve a visual and functional character that reflects the Coral Way and Coconut Grove commercial centers that it serves. Recommended Policies: area b Objectives: Recommended Policies: . Encourage infill development and use of existing struc- tures with commercial activities. that provide important services to the local neighborhood and transit patrons. . Respect the established'commercial character of the 27th Avenue frontage. . Minimize traffic and parking conflicts by encouraging uses conducive to multiple -purpose trips, encouraging remote -site or pooled parking, and establishing strict site design guidelines. . Change from liberal commercial zoning (currently north of USI only) to a more restrictive community commercial district. Permit parking requirements to be met on -site or within 300 feet in the commercial district or 100 feet in adjacent residential zones. . Provide landscaping and street furniture compatible with the station site._ . Provide an alternative use for single family and duplex homes that will be negatively impacted by facing the station site. . Maximize the relationship of new uses to the transit station by providing convenient services and jobs for transit patrons and neighborhood residents. . Recognize limitations on intensity of new development created by potential traffic conflicts, small lot sizes and neighborhood character. . Permit low density townhouse residential or professional offices and service retail uses (max FAR.6). . Permit parking requirements to be met on -site or within 50 feet in adjacent residential zones. . Provide landscaping and street furniture compatible with the station site. 23 area c Objectives: SUBMITTED INTO THE PUBLIC RECORD FOR ITEM?z_ON>4-n . . •In view of new development opportunities in this area on vacant lots and by replacement of aging wood frame houses, encourage construction of new moderate cost housing for families interested in locating near transit. . Respect the established low density character and scale of the surrounding residential neighborhood. Recommended . Permit moderate density townhouses and garden apartments Policies: (actual density to be determined by size of the development parcel - eg. 2 lots = 4 units, 4 lots = 9 units, 6 lots = 14 units, etc.). area d Objectives: Recommended Policies: area e . Height limitation of 4 stories. . Provide a transition buffer between the industrial area and -the low density residential neighborhood north of .27th Lane. Provide an alternative use for residential structures on 27th Lane that may be negatively impacted -by traffic and/or activities in the industrial area. . Permit low density professional offices (max. FAR.6). . Require adequate on -site parking. Objectives: . Maximize the relationship of this industrial district to transit and the local community. Recommended Policies: Reduce parking and traffic conflicts. Restrict new uses incompatible with transit and the neighborhood such as warehousing, trucking, and businesses creating noise or air pollution. . Encourage new employment intensive businesses and permit residential uses. . Permit parking requirements to be met on -site or within 600 feet in the industrial district or within 100 feet in adjacent office and residential district. . Provide on -street parking where possible and enforce parking violations. 24 Objectives: o O. Q Z � �I ` O Z W W -R. S2 en M 04, Recommended Policies: . Create a major activity center adjacent to the transit station. . Develop uses compatible with transit functions, i.e. generate high transit ridership. . Minimize traffic generation' impacts on Dixie Highway and 27th Avenue. Provide incentives for mixed use development. Protect scale relationships between residential on the south side of 28th Street and new development to the north. Maintain high quality development with substantial landscaping and pedestrian amenities to create a visual impact as the entrance to Coconut Grove. Provide incentives to private developers of the site to construct a pedestrian overpass to the transit station. Accommodate the economic need for moderate cost retail space to service the Coconut Grove, Silver Bluff neighborhoods. . Limit height of new development in keeping with the moderate scale of the Grove setting. . Rezone the tract to one uniform district permitting office, residential and/or accessory retail uses. . Restrict the site's vehicular access and egress to 28th street. . Permit a 10% reduction in on -site parking requirements if an overpass is built . . Require a minimum 30 foot building setback on 27th Avenue and 20 Foot setback on 28th Street. Require development to include knock -out panels and internal circulation corridors to accept a 2nd or 3rd level pedestrian overpass connection. • Provide an incentive for mixed use development by allowing 30% of the parking required for commercial or residential development on site to be credited toward parking requirements for office space provided. 25 LLI = O r pp A 0 czi W O W Ce Ub U C CO CO G a) Restrict Floor Area Ratio to 1.0 with an increase to 1.5 for construction of a pedestrian over pass. Require external access to the pedestrian overpass (for late hour and weekend public access) with surface pedestrian connections to public street sidewalks. ▪ Orient commercial development to 27th Avenue with landscaped open plazas linking it to 27th Avenue walkways. ▪ Restrict building heights along 28th street to 3 stories within 50 feet of 28th street and 8 stories overall. . Require on -site landscaping of a_minimum one tree per 300 square feet of open space. Summary of Development Potential Area b c d Maximum Development 122,000 sq. ft. office/retail 62,700 sq. ft. commercial 80-120 housing units 40,800 sq. ft. office 237,900 sq. ft. office/retail/residential r 26 W p% V. TRAFFIC GENERATION AND PROJECTIONS0 To effectively evaluate proposed traffic circulation plans;.projected traffic volumes, transit generated traffic volumes and any additional z Q Z traffic generated by proposed land use changes must all be examined in- W W Q V A. PROJECTED TRAFFIC VOLUMES Traffic volumes for 1985 and 2000 are determined by computing average g tia hO. factors for all roadways in the station area and applying these growth factors to the existing traffic volumes. In general, the year 2000 growth factor is established by comparing the latest Average Daily Traffic (ADT) with the Miami Urban Area Transportation Study (MUATS) projected year 2000 (ADT). This growth factor is then applied to those streets in the area for which no MUATS projections are available. The methodology for determining 1985 growth factors involves a comparison of historical traffic counts, current traffic counts collected specifically for. the SADD program, and MUATS year 2000 projections. teractively. Projected peak hour traffic volumes were computed using the above process for 1985 and 2000 (Figures 14 and 15). These volumes with any future reassignment due to street closure were the basis for analyzing the re- commended traffic circulation plan. B. PROJECTED TRANSIT PATRONAGE ACCESS These forecasts were obtained by utilizing a "Mode Choice Model" developed by the Kaiser Transit Group. The Mode Choice Model sequentially evaluates three fundamental choices for an individual making a trip from one area to another. 0 D S.W. 27 TH.TERR -� `---- 2 05 (105 ). r 7do aCN T��;Sf' (x> �9 �q'•. 33� �124251 PROJECTED 1985 TRAFFIC VOLUMES 0000 A.M. PEAK HOUR. I0000I P. M PEAK HOUR. �C _FL = J"... 20.- 0(55) SUBMITTED INTO THE PUBLIC RECORD FOR ITEM?l_ONqo1 . S.W. 27 TH.ST Doi, STATION AREA OESK;N AND DEVELOPMENT COCONUT GROVE 28 FIGURE 14 J� S.W. 27TH. TERR .230(115 25(60) PROJECTED 2000 TRAFFIC VOLUMES 0000 100001 A.M. PEAK HOUR. P.M PEAK HOUR. p inn SUBMITTED INTO THE PUBLIC RECORD FOR ITEM rz_ia ON 441 cn . 29 0 0 q STATION AREA DESIGN AMO OEVELOENT COCONUT GROVE FIGURE 15 At the first level of choice an individual is faced withthe decision of (1) making the trip entirely by automobile or (2) using transit in some way. A computer model, called the "Prime Modal Split" model, is developed to give the proportion of individuals choosing transit. For those patrons selecting transit the next level of choice is in mode of access. Two modes of access are considered: Non -auto access (walk)'to transit and Auto Access (bus or auto) to transit, A model,called the "Mode of Access Split" model, is developed to determine the proportion of transit patrons using auto access to transit. The third level of choice in the Mode Choice Model consists of separating the patrons who access transit by auto into those who access by kiss -and - ride and those who access by park -and -ride. The proportion of park -and - ride patrons is determined by an "Auto Access Split" model. Patronage forecasts obtained were converted to motor vehicle trips and their origins and destinations plotted on. traffic zone maps as a guide to establishing directional distribution. These directional distributions were then used for the assignment of vehicle trips to the projected street network which will be serving the site. For the roadway and site analysis, only peak hour volumes were used. Vehicular trips to and from the station will be by one of three modes: feeder bus, park -and -ride and kiss -and -ride. Buses serving the station operate on assigned routes and represent trips to and from the station during both the morning (A.M.) and afternoon (P.M.) peak hours. Park -and -ride trips represent patrons who drive to the station, park their vehicles and then 30 SUBMITTED INTO THE PUBLIC RECORD FOR lTEMi'z. ON s)4o-7, take transit to their destination. Typically: these vehicles will enter the station during the morning peak hour and exit the station during the after- noon peak hour. Kiss -and -ride trips will occur when transit patrons are dropped off at the station. The majority of these trips will enter and exit the station during both the morning and afternoon peak hours. (Projected vehicular trips to and from the Coconut Grove Station for the 1985 and 2000 AM and PM peak hours are shown on Figures 16 and 17.) The majority of the trips to and from this station will occur along S.W. 27th Avenue and S.W. 32nd Avenue north of U.S. 1. This indicates that the service area of this station will be the. residential areas to the north and west of the station site. On a daily basis, approximately 60 percent of the Coconut Grove Station patrons will begin and/or terminate their trip in this area. The other major service area for this station will be the Coconut Grove residential and business district directly south of the station. C. TRAFFIC PROJECTED AS A RESULT OF REDEVELOPMENT The final traffic projection is that of additional traffic volumes generated by the redevelopment proposed for the station area by the Recommended Land Use Plan. Since the Recommended Land Use Plan is a long range proposal it was assumed that redevelopment will not have occurred by 1985, but that it will be completed by 2000. Consequently, increased traffic as a result of redevelopment was used only for the year 2000 traffic analysis. The first step in this procedure was to project the peak hour traffic volumes generated by the recommended land uses. These volumes were obtained by multiplying the units of land use (square feet for office, retail and 31 SUBMITTED INTO THE PUBLIC RECORD FOR ITEMtnON t-oi. 1985 PEAK HOUR TRANSIT TRAFFIC 00 A.M. PEAK. 1001 P.M. PEAK. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM2.g ON 44101 . Un 1L 1 dq❑ STATION AREA DESIGN ANO DEVELOPMEN COCONUT GROVE 32 FIGURE 16 CI 0 0 a 0 0 1=1 0 Or S.W. 27 TH. TERR ‘3.5:t • 110(290) tft 00 v't • 0 S.W. 27 TH.ST a Ric LOo 5- u 41•••=.1 41? 2000 PEAK HOUR TRANSIT TRAFFIC 00 A.M. PEAK. 1001 P.M. PEAK. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM vz.te ONoi. STATION AREA DESIGN MO DEVELOPMENT COCONUT GROVE 33 FIGURE 17 commercial, and dwelling units for residential) by the traffic generation rates for each land use. The generation rates used were those provided by the Dade County Department of Traffic and Transportation (DOTT) and those contained in "Trip Generation" (Institute of Transportation Engineers, 1976). Using data from the Mode Choice Model, previously discussed, Modal Splits (transit riders versus non -transit riders) were determined for each traffic zone in which redevelopment is proposed. The percentage of non -transit riders obtained was applied to the vehicular volumes generated above to determine the actual number of trips which will be generated by redevelopment. In order to determine the net increase in vehicular traffic, the traffic volumes generated by existing land uses were deducted from the actual number of trips previously determined. This net increase in vehicular traffic was then assigned to the street network serving the area. Assignment of vehicular trips to the street system was based on the 1985 person trip table provided by the Dade County Office of Transportation Administration (OTA). Because similar data was not available for 2000, the same trip distribution was assumed. The person trip table shows the number of total trip movements forecast to occur on a typical weekday between the 723 traffic zones within pade County. Projected vehicular volumes and roadway assignments for 2000 are shown on Figure 18. A comparison of the projected 2000 traffic volumes for transit (Figure 17) and redevelopment (Figure 18) indicated that almost all the additional trips projected will occur along S.W. 27th Avenue. A majority of these trips SUBMITTED INTO THE PUBLIC RECORD FOR ITEMv.ie ON si-oi1 LL, I I 1 L1flrL' 'fL 0 o S.W. 27 TH. TERR ❑ n IF �-� I- 10(5) ; J \ � 1 a PROJECTED 2000 REDEVELOPMENT TRAFFIC 00 A.M. PEAK HOUR. [001 P.M. PEAK HOUR. ELJDDL-J [ SUBMITTED INTO THE PUBLIC RECORD FOR ITEM_?2.U0N 6-,(1-01. STATION AIM DESIGN .NO OkVELOVNENT COCONUT GROVE 35 FIGURE 18 are attributable to the transit station. A further comparison of these volumes to those projected for 2000 (Figure 15) did not indicate a parti- cularly significant increase. Following the assignment of the projected peak hour traffic volumes to the street network serving the area and the transit station, these volumes were broken into turning movement volumes. These turning, movements,with adjust- ments as necessary to compensate for turning movements that will not be allowed due to proposed street closures or new circulation patterns, were used for the detailed traffic analysis contained in section VII of this report. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM'ztg_ON'�i-,. 36 VI. ALTERNATIVE TRAFFIC CIRCULATION PLANS During the Station Area Design and Development Citizens Committee meetings and in conjunction with the Alternative Development Strategies and Alternative Concept Plans, a series of Alternative Station Access Plans were developed and presented to the citizens group. (Figures 19 through 21) The major goals of all three plans is to improve transit access to and from Coconut Grove and provide direct access to proposed redevelopment areas. The fulfillment of these goals should not be to the detriment of the single family characteristics of the neighborhood which will be preserved under the Alternative Development Strategies. A general analysis of the Station Access Plans based on the goals and objectives established during SADD meetings resulted in the elimination of Station Access Alternatives 2 and 3. The reasons for eliminating these Alternatives are as follows: Access Alternative 2 1) Routing of traffic north on S.W. 30th Avenue between S.W. 27th Lane and S.W. 27th Terrace and then west along S.W. 27th Terrace to S.W. 29th Avenue would result in circuitous travel for patrons accessing the Coconut Grove Station and proposed redevelopment areas. 2) The single-family homes proposed to be preserved along S.W. 30th Avenue and S.W. 27th Terrace would be adversely impacted by vehicles entering and exiting the Transit Station and redevelopment areas. Impacts would include, but not be limited to, increases in both air and noise pollution. 37 ■+i.LJii 'I p7❑ . •0 -'❑ ❑^gip ❑riceoilaOf:❑ OF.❑[ h� I 0:' ❑re, me ,❑ ❑ ❑ ❑ , C7Co 1 ❑ ❑I;.❑ ❑hi ❑0 ., ❑ 's'��❑❑C�;❑❑❑❑❑ J j-S d d'o� 1� s ■ !' �7• :�`. f in ,❑aa C?❑o o ❑ I� ❑ o❑cl i, I d ❑ ❑ i■■ 0 AM ION +fir ell L �� / a i mail i .t �. _-• L____1 III DE 01' SN 27tA 5: � ❑ !i ❑ ❑Cl: _. ❑ ❑ �ii �ii !� ,'X L iolf, 000' ❑ _b _d o� ob 0000000o,020l ' 0 0° 0::0 0° py Q o GO ❑. o❑ l H a 0 � t i� Et NO AVE. I) (I _ ° 00°°n009u ❑C IlE ono Oo❑D oo.D❑ 0❑❑❑od=l 1. ❑a 0o=011ii 99 0❑d jl ❑c- ai ❑❑ 1 0 0 (,, i i d •I' an t'l ' ice-- ,_ ism 1-111 1-] C❑ in C�j;� C ; t o '! a p ❑ J i_�l �7- --n„ NW [n° ❑ao0o0: 1 .1 I ❑, :+ " ;�o o" ❑❑ Do pap ❑ ❑ Q ; - r.n_n QI a ;- cf - p p 4 Q o _ �.: 0 . - -11 0=. ❑-0 C� o a 0 low 0. E.-I--� It ll'❑l LLn _ 0oa❑Q�Qoo- ........ s.w. 27th LANE sit 1• o ❑ ❑■on �w. 2Etn. Arr. of o❑❑❑❑❑ C7p❑ 9 c:J❑ ❑SIG -1_ NM (i ,-1 Concept: Utilize the most direct route from McDonald to the station- 27th Lane. Option 1: Street closures on 29th Avenue, 30th Avenue, and ' 31th Avenue would prevent infiltration of minor volumes of transit related traffic from the north on 27th Street. Option 2: Extension of 30th Avenue accross US1 with new traffic signal provides another viable access route to the transit station for Grove residents. This would minimize traffic impacts on 27th Lane west of 30th Avenue, provide incentive for redevelopment of the industrial area, and provide a reasonably safe pedestrian crossing of US1. O. <>jo\p0 . station access alternative 1 STATION ANC A OES/GN ANO OEVELO.rEMr COCONUT GROVE 38 FIGURE 19 10 0 HO❑ :o - rj L d •a•d�� D00 I� o ❑❑❑❑❑❑L o0oQ❑Q as DO. L j i❑.❑❑ ❑❑D❑❑ JJ A=' ❑ 1� 0 0 ❑111 1.nI❑ Bpi;, p �o❑j�a'd; ❑ _ 11o1i• -r:�' i• o .; oa. . p •a .�- 0 • Si 0 000 .•. ....... .e 1 d a = . 0 0 D o 71 !I D o o ❑ ❑ O I7. 1 L � — L [O LRI-11- SW 27tn. S. J 177 J000a1Z • w .,R..R.. • 11.11 INli Eli 0 g — • •- I ❑ Cr 13 —11 0❑406aa-0 o. rn n o . a. 0 pDDQ7❑Oo❑❑poo❑6❑DaEl;N .01.1 1.1 �a`.o_jt Q U r AVE. S Z ON mil �1 =70 ❑ - ❑ jj o cml 0 ILO= _c=104: c'•\ = - OqJ DIj LEaa) °. ' ' EIRO AVE. Concept: Option 1: Option.2: Potential traffic conflicts at the intersection of 27th Lane and 29th Avenue suggest closure of 27th Lane and 28th Lane, forcing traffic from the west to use 30th Avenue and 27th Terrace. Street closures on 29th Avenue and 30th Avenue would prevent infiltration of minor volumes of transit related traffic from the north on 27th Street. Extension of 30th Avenue across US1 with a new traffic signal provides another viable access route to the transit station for Grove residents. This would minimize traffic impacts on 27th Lane west of 30th Avenue, provide incentive for redevelopment of the industrial area, and provide a reasonably safe pedestrian crossing of US1. 39 ❑S .W . C d❑❑7 21tn I.ANE ❑o❑❑❑❑ oaf ❑ 5:1 ❑. ❑ OC crs o ' ; station access alternative 2 STATION AREA DESON AM OEVELO.NENf COCONUT GROVE FIGURE 20 Conte 0 0 Fp ' t3 Filittd. 7E7 t 7 a 57 [1:171. 'E 4111 0 0 iio.rn Ir:= 0 '.Ei ca.*coli; CloC,1 0 , 77 C2 r , 0 0 L 00 -plaH E r 0 oir..1 0 .. I-1 . CI r 0 f;): -100i;' C2 iiihii-l'oricocco'=•011 ?-1--1 0 m o 0 h !IW 0 -- .1 LJ 0 0 0 [II 0 i'll, au hCou ..1:100,i cmy ,1 0 Alm r 0. cacao 0.0 o Force all traffic accessing the transit from McDonald (32nd Avenue) to use 27th Street by closing 27th Terrace, 27th Lane, and 28th Lane on the west side of 30th Avenue. station access alternative 3 STATC01 ARE• OISGN APO etvELC.APIT COCONUT GROVE 40 FIGURE 21 In order to improve traffic flow, elimination of on -street parking would have to occur in the single-family areas along the access route. No potential exists for creating alternate parking for area residents. Access Alternative 3 1) Routing of traffic, accessing the transit station . from S.W. 32nd Avenue (McDonald Street), along S.W. 27th Street and S.W. 29th Avenue would increase travel times for transit patrons whose origins and destinations are in Coconut Grove. 2) As with. Alternative 2, the single-family homes along S.W. 27th Street and S.W. 29th Avenue would be adversely impacted. Existing high traffic volumes along S.W. 27th Street, between S.W. 27th Avenue and S.W. 32nd Avenue, would increase with the potential for adverse safety conditions. As with Alternative 2, the need to eliminate on -street parking would result in the loss of parking for single- family areas along the access route. 5) The potential to create an additional access route across U.S. 1 at S.W. 30th Avenue is not available without increasing travel times and adversely impacting single- family areas. 41 With the elimination of Alternative Station Access Plans 2 and 3, Alter- native 1 was carried forward and discussed in conjunction with the Alternative Concept Plans for land uses. This plan (Figure 22 as described on the page following it) was compatible with both Concept Plans. Analysis of this plan based on long-term and short-term transit patronage forecasts and the land use Concept Plans indicated that the S.W.'30th Avenue crossing of U.S. 1 was not necessary for the short-term. The potential to create this crossing for future use was identified as desirable. This change and additional modifications reflective of changes to the Recommended Land Use Plan are discussed in the following section of this report. SUBMITTED INTO THE PUBLIC RECORD FOR ITEMizt_ONso. 42 "fly": 104. 000000 SW 27th. ST. • G 0000000000 • .................. Cjo 70 D ❑❑ ❑ oQ'Q � s.w. 1TTn LANE Do =❑1{ 090 001,11 ❑o- -14 Q-pC� o�,I� ff\ `\ o 4 0EIS_ Q a1 o : o''... o.-ate a..' ❑oo o:o ❑ .0, ❑ ❑ of r i4 i ;Icr 0 all \.p o ELDairEfi ice- tiL corm0 / �: `Qi jin Olj �0 J 1, o ' er H 111 '7` �Jmo Ji i I=1.1;1 o. o ., {t•O AVE. 1 � I1TED 1N1!� TH PUBLIC RECORD FO 00000 1 SIGNALI2m CROSSWALK ITEM • i� ON 5�2441 PEDESTRIAN OVERPASS — PRIMARY STATION ACCESS ROUTE SECONDARY STATION ACCESS ROUTE STREET CLOSURE 43 I l STATION ANEA MSC. APO CEVELC•AENT FIGURE 22 CIRCULATION CONCEPT PRIMARY ACCESS TO THE STATION WILL BE FROM 27TH AVENUE WITH STATION CIRCULATION CONFINED TO PERIMETER STREETS BY A DIAGONAL CLOSURE AT 27TH TERRACE AND 29TH AVENUE. TO ALLEVIATE CONGESTION AND TRAFFIC QUEUES FOR NORTHBOUND 27TH AVENUE TRANSIT PATRONS AT DIXIE HIGHWAY AND AT 27TH TERRACE, A SECONDARY ACCESS ROUTE FROM.30TH AVENUE WITH A CROSSING OF DIXIE HIGHWAY AT VIRGINIA ATREET IS ,PROPOSED. A PEDESTRIAN AT -GRADE CROSSING OF DIXIE HIGHWAY IS PROPOSED AS A PART OF THE VIRGINIA STREET SIGNALIZED CROSSING. A POTENTIAL PEDESTRIAN -ONLY CROSSWALK SIGNALIZATION IS RECOMMENDED, PARTICULARLY IF A PEDESTRIAN OVERPASS AT 27TH AVENUE CANNOT BE CONSTRUCTED. A PEDESTRIAN OVERPASS SHOULD BE REQUIRED AS A PART OF THE REDEVELOPMENT OF THE FOUR ACRE PROPERTY AT DIXIE HIGHWAY AND 27TH AVENUE WITH SUBSTANTIAL COST PARTICIPATION BY THE PROPERTIES DEVELOPER. SUBMITTED INTO THE PUBLIC RECORD FOR ITEMz.gQN6-‘,4.. VII. RECOMMENDED VEHICULAR CIRCULATION PLAN The vehicular circulation plan proposed for the Coconut Grove Station (Figure 23) addresses the requirements of transit and responds to the goals and objectives of the Coconut Grove Station Citizens Committee. The major objectives of this plan are to: 1. Provide adequate means of ingress and egress to serve the Coconut Grove Station, 2. Prevent transit generated and through traffic from in- filtrating into the low density residential neighborhoods, 3. Provide equal or better traffic service than presently exists, if possible, and 4. Investigate the feasibility of providing additional ingress and egress routes if a presently unforeseen demand occurs. The proposed plan recommends that both_ major north/south roadways in the area be utilized in providing vehicular access to the station.. Primary access (bus and auto) would be from S.W. 27th. Avenue with station circulation confined to S.W. 27th Terrace and S.W. 29th. Avenue by a diagonal street closure at the S.W. 27th Terrace/S,W, 29th Avenue intersection. Secondary access (auto only) to the station would be from S.W. 32nd Avenue (McDonald Street)_, on the west, via S.W. 27th Lane. The street closure on S.W. 30th Avenue in conjunction with the one previously discussed would prevent traffic from infiltrating into the low density residential neighborhoods to the north and west of the station site. Reconstruction of S.W. 28th Lane to intersect S.W. 27th. Lane at right angles, west of S.W. 29th. Avenue, would simplify the S.W. 27th Lane/S.W. 29th Avenue intersection. Realignment of- S.W. 27th Lane across S.W. 30th Avenue would facilitate traffic flow along this roadway. nG Ell MI ii 1 CI= E E signal BIRD AVE_ ( S. W. 40th traffic circulation plan SUBMITTED INTO THE PUBLIC RECORD FOR //. potential future station access routJTEM ?2•ig' ON 6 ?4 .o ? .r_ 1111 transit station access route street closure 46 l STATOR •`EADESCN AND DEVELOPMENT FIGURE 23 Access from S.W. 32nd Avenue would be provided because of the large number of patrons projected to access the Coconut Grove Station from the north and west. Improvement of S.W. 27th Lane from S.W. 32nd Avenue to S.W. 29th Avenue would provide access to the station and proposed redevelopment areas around the station. This should divert some traffic that would otherwise use S.W. 27th. Avenue. A new traffic signal proposed for the S.W. 27th Avenue/S.W. 27th Terrace intersection would facilitate traffic movement. As with any new signal installation, one of the eight warrants contained in the manual of Uniform Traffic Control Devices would have to be met. The proximity of the signal to the existing U.S. 1/S.W. 27th Avenue signal would require coordinated design to optimize traffic flows and minimize vehicular delays at this intersection. The potential to create two additional access routes to the station site exists. These options should be exercised if presently unforeseen demand occurs around the station site. The first of these potential future access routes would require extending S.W. 30th Avenue across Rapid Transit System right-of-way to intersect U.S. 1 where i.t would provide continuity with Virginia Street south of U.S. 1. Development of this route would provide direct vehicular and pedestrian (including bicycles) access to and from the core of the Coconut Grove business and residential areas. Proposed signal- ization of this new intersection would allow both vehicular and pedestrian crossings of U.S. 1 and should also divert traffic from the U.S. 1/S.W. 27th Avenue intersection. Any new traffic signals on U.S. 1 will have to be compatible with the existing computerized progressive signalization system presently in operation. 47 SUBMITTED INTO THE PUBLIC RECORD FOR ITEMrz. t ON i- cri, W Eo 0Cr- A second potential access route is S,W, 29th. Avenue from S.W. 27th Street to S.W. 27th Terrace. This access route would require moving the diagonal street closure at the S.W. 27th Terrace/S.W. 29th Avenue intersection to the west of S.W. 29th Avenue on S.W. 27th Terrace. Use of this roadway for station access would only occur if the properties on S.W. 29th Avenue north. of S.W. 27th Terrace are redeveloped to higher densities. This access route would provide an alternative to S.W. 27th Lane for accessing the station from S.W. 32nd Avenue. All the elements of th.is plan are compatible with the Recommended Land Use Plan. A. TRAFFIC ANALYSIS Two time periods on an average weekday require study. One period is during peak hours when forecasted .traffic volumes and roadway capacity control the design. Under these peak hour conditions, the intersection is cp nalyzed for capacity utilizing the methodology contained in the Highway LT apacity Manual, 1965. During off-peak hours when speed, safety, level of kin ervice and roadway characteristics are controlling factors, the intersectional Qand roadway geometrics must be analyzed in relation to safe highway design U LU„J . practices. The design standards that control for this period of the day V N are those established by the Dade County Department of Public Works and J Florida Department of Transportation and based on "A Policy on Design of Ca CO M � � W Cr) Urban Highways and Arterial Streets, 1973," published by the American Association of State Highway and Transportation Officials (AASHTO). In order to provide a precise analysis, based on standard definitions of level of operation, the following definition of level of service was taken from the Highway Capacity Manual , 1965, and were applied to this study. 48 "Level of service is a term which, broadly interpreted, denotes an infinite number of differing combinations of oeprating conditions that may occur on a given lane or roadway under various traffic volumes. Level of service is a qualitative measure of effect of a number of factors which include speed, travel time, traffic interruption, freedom to maneuver, safety operating costs, and driver comfort." The analysis of urban arterials during the peak hour periods required use of the procedures contained in the Highway Capacity Manual. The Manual suggests that urban arterials should be analyzed at the pointsof major congestion. The street system is considered to have an ability to serve traffic no better than the weakest link along the arterial. With regard to intersections, the Highway Capacity Manual defines different levels of service at signalized locations. These level -of -service definitions are an attempt to measure the comfort and convenience of a driver utilizing an intersection and to then specify these criteria as design standards. The following two of six level -of -service definitions at an intersection are applicable to this report. (- O Level of service C is still in the zone of stable flow, but I--LJ 0 speeds and maneuverability are more closely controlled by O Q the higher volumes. Most of the drivers are restricted in their freedom to select their own .speed, change lanes, or Z pass. A relatively satisfactory operating speed is still O obtained, with service volumes perhaps suitable for urban i=IW CIdesign practice. L.IJ 60 Level of service D approaches unstable flow, with tolerable r ccoperating speeds being maintained though considerably af- C..)N fected by changes in operating conditions. Fluctuations M —I«-- in volume and temporary restrictions to flow may cause COsubstantial drops in operating speeds. Drivers have little freedom to maneuver, and comfort and convenience are low, but Ill conditions can be tolerated for short periods of time. Cr, Desirable design practice would indicate provision of Level of Service "C" operation at all intersections. However, in many urban areas a Level of Service "D" operation has been acceptable in some case. Each intersection 49 within the area of influence of the station was analyzed to determine if proposed design revisions will maintain Level of Service "C" or would operate at Level of Service "D". Utilizing the 1965 iiighway Capacity Manual and the Intersection Capacity Analysis Chart and Procedures (published by the Traffic Institute at Northwestern University) the following intersections within the area were analyzed: 1. S.W. 27th Avenue with U,S, 1 2, S.W. 27th. Avenue with S.W. 27th. Terrace In order to properly conduct the intersection analyses, it was necessary to determine the roadway and intersectional improvements planned for the street network. The roadway and intersectional improvements which affect this analysis, some of which have been programmed or proposed by the City of Miami, Metropolitan Dade County, the Florida Department of Transportation or Kaiser Transit Group are as follows: 1. S.W. 27th Avenue (State Road 9), from U.S. 1 to N.W. 46th Street, to be improved to a 6-lane facility with medians of sufficient width to accommodate left turn bays. 2. S.W. 27th Terrace,, from S.W. 27th Avenue to S.W. 29th Avenue, to be improved to provide two thru-lanes and left turn lanes as required. 3. Signalization of the S.W. 27th Avenue/S.W. 27th Terrace intersection and modifications to provide turn lanes as required. 50 4. Reconstruction of S.W. 27th Avenue, from U.S. 1 to South Bayshore Drive, to provide two thru lanes with protected left -turn lanes and widening at U.S. 1 to provide four thru lanes. 5. Reconstruction of U.S. 1, from I-95 to the Snapper Creek Expressway, to replace the existing median with two reversible/left-turn lanes. This proposal will provide an additional thru-lane in the peak direction during both morning and afternoon peak hours. _ ix O p • IT: ix O CIW W C. ..� M J 0.' CO CO GO CL The analysis contained in this report assumed that the improvements listed in 1 through 4 above will be in place by 1985 and that the improvements indicated in 5 above will be in place by the year 2000. The results of the intersection analysis (Figures 24 through 28), for the previously described intersections are summarized on Table 1. As can be =seen from these results, the S.W. 27th Avenue/U.S. 1 intersection is presently operating below level of service C. With the present traffic projections and proposed roadway geometrics, this intersection will continue to operate below level of service C for both 1985 and 2000. The improvements previously discussed will not substantially improve the geometrics on S.W. 27th Avenue, at its intersection with U.S. 1, by either 1985 or 2000. The proposed additional lanes on U.S. 1 will not be operational until the year 2000. Consequently, operating conditions at this intersection will continue to deteriorate. By 1985, the southeast bound approach on U.S. 1 will require over 90 percent of the green time available for the entire intersection. Because of the increased demand on both approaches of S.W. 27th Avenue it would be erroneous to assume any additional green time, in excess of that presently available (70 percent), can be assigned to U.S. 1. TABLE 1 GREEN TIME/CYCLE LENGTH (G/C)1 REQUIREMENTS FOR CRITICAL INTERSECTIONS (LEVEL OF SERVICE C) EXISTING S.W. 27th Avenue with U.S. 1 S.W. 27th Avenue with S.W. 27th Terrace PROJECTED 1985 S.W. 27th Avenue with U.S. 1 S.W. 27th Avenue with S.W. 27th Terrace PROJECTED 2000 S.W. 27th Avenue with U.S. 1 S.W. 27th Avenue with S.W. 27th Terrace AM PEAK PM PEAK 1.13 1.20 Not Presently Signalized 1.17 1.28 0.43 0.48 1.09 1.15 0.45 0.60 SUBMITTED INTO THE PUBLIC RECORD FOR ITEM?. isONs-al _o1. 1The G/C ratio is the total time of green signal indication needed for all approaches at an intersection, divided by the cycle length of the signal. A G/C of 1.0 indicates the inter- section is operating at capacity for the specified level of service. 52 INTERSECTION 5.W 27' !}ve 27'1 rr. INTERSECTION DIAGRAM: 19£35 Pro, coed S27'' rt- 70 l0 65 S•v✓. 27"'Av< North 5W,2a-14Iar/ BY; rv+ P. DATE: 9 /8/79 SIGNAL PHASING Vile LJnq h_ico ) _1 —74 llr � Q O so ® t Q W 1-1-1ioJ�. V CO CO C/) O_ 1— D, 43 OAS ?M 0.25 0.2.4 0./0 0.14 0•10 0.10 GENERAL CONDITIONS: Metro Area Population Type of Area: SPEC1 FIC CONDITIONS : Street Movement Volume Parking Condition S . 2714A0E 59 - 66 5/795 �P S 7TMAver, NB-1 545/585 N Q 5vJ g -LT 7Q /12D N• P 5 J 2JT z lr . EB-7 s; 75/95 N�P •s.�n/2'j'"�vt N $ - LT P One- or Two- Way a4/ 2w 2W 2NAl Width (Approach) ( Exit) 33 22 2 I Trucks cNe;) (%) 3 3 3 3 Right Turns lilted (%) Left Turns G (%) Peak Hour Factor Loco! Buses ( No. 8 Stops) Level of Service ANALYSIS: 1L //4 D. 5 l8//8 5/ 3 0•BS /oo 0. 95 87/84 0 05 • Charts/ Tables Used 4 4 18 4 18 WA T R L MP G/C CSV 1.14 0.i80.22 1• /4 0-23/4.24 1.14 (Mow) 0.In /0.14 1.14 rN��N) cr.;) fs ASV fLs ASV 53 FIGURE 24 INTERSECTION: S•W 27"'Avc. INTERSECTION DIAGRAM: 2000 Pro/acted W 27r' Trr. 70 SW 27"' T.err. North : K �� DATE : 9/8/79 SIGNAL BY PHASING? 6.Cycle Length.)ELj O r FL 4 y O Q 1- 4,W U 6 1 f _. co co 0 O_ !LLI: �. QM13• Tor pf� 11 0.25 0.27 0•I0 0.23 04.0 0.45 0.60 GENERAL CONDITIONS: Metro Area Population Type of Area: SPEC, FIC CONDITIONS: Street Movement Volume Parkins Condition One- or Two - Way 5.w 27T4Ave s6-T'�R Width (Approach) ( Exit) _ 33 Trucks (J Jo) (%) 3 5.W.27711'e _id B -TA R 6L5/675 ?• 2W 22 3 5 27h , 70/225 N P vJ 12 3 jo1271'1 i-, N P 2 2 3 S-vI 27 ''Arc N S—L-r IZD/ 85 iNL 2v4 • 10 Right Turns 04ccl (%) 27/9 Left Turns ) (%) Peck Hour Factor O.g5 , Local Buses ( No. a Stops) _ziAB Level of Service ANALYSIS: Charts/ Tables Used 4 WA 5/ 4 0.85 LeAs 4 /00 , 0• g5 /8//i8 IR 94L79 0.85 tBl/8 f00 d- 55 G 18 T • R L MP G/C CSV /•/4 /•/4 1.14 0.23/0.23. [1.25/o•2Qio,`D•23 1• /4 /•/4 (M�Nj f1•/S`� 1D fa ASV fps ASV 54 FIGURE 25 INTERSECTION: 5.\,./ 271*Atk.A U-S. BY: IK nvt.P OATE:9 /8/79 j INTERSECTION DIAGRAM: North Exis�inj asp. SIGNAL PHASING (Cycle Len q hioc ) 0 4 : &MS Tor ilL_llL_ IITTED INTO THE PBLIC fnUORD FOR fFM v, ni ..,J !--. LP o o � ° 1-,( ° 1 0 US 1 'f ' AM Q. Bs D- 20 o.10 1 J.3 5 �,,/ 2'iT' Ave • PA Q • 8 8 _ 0.s2 0.10 1.20 GENERAL CONDITIONS: Metro Area Population Type of Area: SPEC) FIC CONDITIONS: Street LIS i 115. 1 5. W'af'AM4 S 217``A1 Movement REA - 4\e113-TE.K.NB-Tga _56 - T Volume •. l5`3'80 4 55/4 90 , s/585 Parking Condition tv.P N.P N.P! N. P _ One- or Two - Way 2w 2‘,•/ • Pv./ 2v./ Width ( Approach) ( Exit) 16 .. 36 , 20 24 Trucks Clo) (%) 3 3 4 3 Right Turns CNd) (%) — /3 /Via — _ Left Turns Mal (%) — — — — Peak Hour Factor n. s 5 o-ffs 0.8 5 0.85 Local Buses (No. 9 Stops) — — -- Level of Service G , C G G , ANALYSIS: Charts/ Tables Used 4 4 4 _ 4 WA T R L MP G/C / Q 83� `o•MS . 2o/on..4I210.22 / CSV / _ fa ASV . 11(.3 _ ASV • FT(;IIRF 26 INTERSECTION: SW.27TAv4A 1A.51 BY: K NM 7 QATE:9//g/79 INTERSECTION North SIGNAL PHASING (Cycle Lengthl2) DIAGRAM: 1985 Prdidd-ed Jilt._ UBMITTED INTO THE Cr.. ^ u, AL ,_11[. L r ---- ,..i_ ,_,.._O ,„ � .yob° , S 1 g 4- 411.[' tn lft D LU I'-AM$.To-r. s-w.21'Ave AM o-Ss 0•t9 - 0-101.17 PMJL o • 94 0 24 a..to 1.28 GENERAL CONDITIONS: Metro Area .Population Type of Area: SPECI FIC CONDITIONS: Street us I. U.5 1 S.u.27sAvz•S J.af 44r. Movement yes- TAR -TAR ,' -T'ifk , SA T Volume 3375/zoa ,,5w8 /gelTsgs_05/545 „sso167o Parking Condition N• g N P. 1J- 9 K One- or Two - Way 2W 2\4J . 2\A/ 2\I Width (Approach) (Exit) 3 6 36 24 24 Trucks Cam) (%) 3 ' 3 3 3 Right Turns (tec) (%) .2 3 ///6 — Left Turns DK) (%) — / — — — . Peak Hour Factor 6.s5 o.ss 0.B5 0.85 Local Buses (No. & ) -••• — L8 )18 / a f i g Level of Service C. C. C G ANALYSIS: Charts/ Tables Used 4 4 4 4 WA T R - L MP G/C p• / / .94 ,p.12 .2O o.i4`o-24 _ CSV _ fs ASV fLs ASV - 56 FIGURE 27 INTERSECTION : 5.vJ 27ri, Avg. g L.LS•1 BY: K M F DATE : 9!/8/79 North SIGNAL PHASING (Cycle Leuthloo ) INTERSECTION.,DIAGRAM: AIUED INTO TH 2000 Pro f erred J►. -.- IL II D r ,-, 4. 4- 1 °0 4 - c 0 us VI ` 1+0 v� 4' y' 5 � 1Sl ul v) ] 1 f4 1 D W L. TaT A^'►8 AM a 7 D 24 d•!D 1.09 S.�/ 27T'' Avz !M_ 0.77 6.28 0.40 115, GENERAL CONDITIONS : Metro Area Population Type of Area : SPECI FIC CONDITIONS : Street ItS t U S1 f5v/27144.1....u/27'''Ave. Movement seg-TAR Svig-T4R, Ni3 -T J•4 , S$ -T Volume , 372.0335 1;q S5 625/660 .4b0/780 Parking Condition N P rv.P N.9 1v•P One - or Two - Way 2v•/ 2�/ - 2NA/ 2\4 Width ( Approach) ( Exit) 4 g . 45 24 24 Trucks M (%) _3 3 , 7 Right Turns ice) (%) if / /4/9 — Left Turns ) (%) — — — Peak Hour Factor 0.55 0.85 0.55 0,85 Local Buses ( No. 8 Stops } — — ill t s dijhe Level of Service , C.. C. C. ANALYSIS: , Charts/ Tables Used 4 4 4 4 WA _ , T R V a L MP 1.14 /./4 /./4 _ /44 G/C p ` .c A 27 .0.2474.25 „2.10. . CSV _ fs ASV , fLs ASV Such conditions will probably influence motorists routes, such as South Bayshore Drive and/or Coral to use other parallel Way, or local streets avoid the congestion at U.S. 1. These conditions would indicate that improvements proposed for U.S. 1 for the year 2000 should, in fact, be in place by 1985. However, the timing of these improvements is a decision yet to be made. With the addition of two lanes (one thru lanein the they V O Policy V N peak direction and one turn lane) to U.S. 1 by 2000, as presently proposed, operating conditions along this route should improve over existing and projected 1985 conditions. With increased demand on both approaches of S.W. 27th Avenue and no ad- ditional available green time, extensive queuing will occur. This may force motorists to use other parallel routes, either east or west of S.W. 27th Avenue, where congestion is less severe. The addition of a left -turn lane on U.S. 1 may have an indirect positive impact on S.W. 27th Avenue. With the existing situation, vehicles destined for points east of U.S. 1 must use north/south corridors to access these areas. If left turns from U.S. 1 are reinstated at select locations during the peak hour, vehicles which would otherwise have to use north/south corridors could then use U.S. 1. Although this may decrease traffic volumes on S.W. 27th Avenue, the preliminary status of this proposal means possible left turn locations have not been identified. Consequently, the impacts of this proposal on roadways intersecting U.S. 1 cannot be accurately assessed. As previously indicated, the potential to create an additional crossing of U.S. 1 to serve the Coconut Grove Station and the station redevelopment area has been identified. Present projections of traffic volumes that may use 0 Q LL such a route were of insufficient magnitude to justify the required AZ) ,' C ization. Consequently, from a traffic operations perspective, const i c Z and signalization of this intersection cannot be proposed at this ti W C V B. CONCLUSIONS A A previous study undertaken by the Florida Department•of Transportat!B W indicated that a large portion of the vehicular trips occuring on th(/Orn L sections of U.S. 1 had origins and destinations south of North Kendall Drive. This indicated that although U.S. 1 is designed as an urban arterial, it was actually serving the higher function of an expressway. The resultant congestion and hazardous conditions from this overutilization has forced many trips onto parallel roadways, with a resultant decrease in these streets levels of service. U.S. 1 is the major north -south route, providing a direct connection between the population centers of southwest Dade County and its employment center in Downtown Miami. As these southern and western suburbs continue to grow, the demand on U.S. 1 is projected to increase. The net result of this in- creased demand will be a continued decline in the level of service that can be provided along U.S. 1 and all intersecting roadways. The implementation of Rapid Transit and proposed improvements to U.S. 1 will provide some relief to this situation. As a part of the continuing design and development of the Rapid Transit System; warrant studies, additional traffic operation studies, and detailed design studies will be undertaken to assure the proposed signalization of the S.W. 27th Avenue/S.W. 27th Terrace intersection will not adversely impact traffic operations at this intersection or the S.W. 27th Avenue/U.S. 1 inter- section. 59 C. RECOMMENDATIONS The recommendations contained in this section are in two parts. The first (1) deals with proposed improvements which do not directly affect transit, while the second (.2) deals with improvements which could affect transit. 1. Improvements proposed for the U.S. 1 corridor should be thoroughly evaluated by the responsible governing agencies in order to determine the feasibility of accelerating the present construction schedule. 2. After the Metrorail System begins operations, traffic accessing and egressing the station site should be monitored to determine if the S.W. 30th Avenue and Virginia Street crossing of U.S. 1 is required. If it is not, as traffic projections indicate, this monitoring program should be continued through redevelopment of the station area. Even if these traffic volumes do not indicate the need for this crossing it may warrant consideration to relieve the congestion at the S.W. 27th Avenue intersection with U.S. 1. Other considerations such as adverse safety impacts may also indicate the need for this crossing. SUBMITTED INTO THE PUBLIC RECORD FOR ITEMr.i ONS'4.01 . METROPOLITAN DADE COUNTY TRANSPORTATION IMPROVEMENT PROGRAM STAGE 1 RAPID TRANSIT SYSTEM T885 S75 DACom rev. ed. MARKET POTENTIAL BAM. 21 FINAL REPORT FOR COCONUT GROVE STATION AREA SUBMITTED INTO THE PUBLIC RECORD FOR ITEM 1-__ON44z_. SEPTEMBER, 1979 -REVISED •FEBRUARY, 1980 TRATISIT GROUP M:,1;y1 a Kant venture/ ke/ /pbsilcsa /sca FINAL REPORT MARKET POTENTIAL COCONUT GROVE RAPID TRANSIT STATION AREA (BACKGROUND ANALYSIS MEMORANDUM NUMBER 21) SUBMITTED INTO THE PUBLIC RECORD FOR ITEM?z.,e ONeyqoi. METROPOLITAN DADE COUNTY RAIL RAPID TRANSIT PROJECT STATION AREA DESIGN AND DEVELOPMENT The preparation of this report has been financed in part through a grant from the U.S. Department of Transportation, Urban Mass Transportation Ad- ministration, under the Urban Mass Transportation Act of 1964; as -amended. THE KAISER TRANSIT GROUP FEBRUARY, 1980 TABLE OF CONTENTS I. :[NTRODUCTION II. PURPOSE AND SCOPE III. METHODOLOGY IV. THE MARKET AREA V. RETAIL DEVELOPMENT VI. OFFICE DEVELOPMENT VII RESIDENTIAL DEVELOPMENT VIII. HOTEL -MOTEL DEVELOPMENT IX. SUMMARY APPENDIX (Names & Addresses of Hotels/Motels). BIBLIOGRAPHY PAGE NO. 1 1 2 7 12 17 19 21 27 29 30 SUBMITTED INTO THE PUBLIC RECORD FOR ITEM.1_ON s›14-01. INDEX OF TABLES TABLE NO. SUBMITTED INTO THE PUBLIC RECORD FOR lTEMvrz.ip ON51o1• PAGE NO. 1 SELECTED SOCIO-ECONOMIC VARIABLES 11 2 RETAIL MARKET POTENTIAL CALCULATIONS 13 3 TOTAL SUPPORTABLE SQUARE FEET OF RETAIL FLOOR AREA 14 4 RETAIL CENTERS 15 5 PERSONAL CONSUMPTION EXPENDITURES ON SERVICES 6 HOUSING UNITS 18 20 QUALITY RATING, LOCATION, NUMBER OF ROOMS, RESTAURANTS, AND AVERAGE ANNUAL OCCUPANCY OF HOTELS AND MOTELS 22- 8 EFFECT OF NEW HOTEL ON EXISTING HOTEL & MOTEL OCCUPANCY 24 9 SUMMARY OF PROJECTED DEVELOPMENT POTENTIAL 28 I. INTRODUCTION SUBMITTED INTO THE PUBLIC RECORD FOR ITEMi' ON1. This report, Background Analysis Memorandum (BAM) #21, is one of a series of studies undertaken as part of the Station Area Design and Development (SADD) program. The SADD program is a federally -funded effort directed toward the development of plans and programs for the areas around the twenty stations of the Stage I Rapid Transit System of Metropolitan Dade County, Florida. The market potential analysis which this study presents is for the Coconut Grove Station Area (Map 1), located in the City of Miami. II. PURPOSE AND SCOPE The projections presented herein are of the market potential for specified land development types which could occur within the area around the Coconut Grove Station which will be most directly impacted by the introduction of the station into the community (Map 2). The projection periods are the years 1975 to 1985 and 1985 to 2000. In terms of its geographic scope, this memorandum relates to the "market area", surrounding the station area. That is the area from which develop- ment within the station area can be expected to draw most of its patronage. It also includes consideration of activity centers beyond the market area, but nearby, containing facilities which would be expected to exert competi- tive influence upon new development in the Station Areas. This report is divided into nine major sections, of which this section is the second. Section III describes the methodology used to arrive at the projections. Section IV shows the market area boundary and describes its development and socio-economic characteristics. Sections V, VI, VII, and VIII respectively present projections of retail, office, residential and hotel -motel development. Section IX provides a summary table of the projections. 1 Map 1 STAGE 1 RAPID TRANSIT SYSTEM • CORAL liter DRIYE •�-•—• --•—• 61'... .. *wow. RICRWOWC llivt t AST WEST EXP+* YILLER DRIVE SJ#SET DRIYE HIALEAN 20 1 MIAM, 1.7 T10..�Y • o r i COCONUT GROVi M KENDALL DRIVE au4IL RowwT moot aW TOO R SI yE ►ALY DRIVE CDCO.Oi ►ALW OREY1 SW e4i BARER DRIVE **WC Tr DRIVE 4 m WORT NONE RT AN IRIS' SASE E NDALL DRIVE a■ MO r 1ST r /PE RRINE rr BROWARD C •—• --- • DADE KEY RISC AY NE GOLDEN IRE ACN BUNNY ISLE B BAL HARBOR SURFBIDE MIAMC BEACH :'SUBMI � D IN'O1TFE1 PUBLIC RECORD F ITEMyz.ie ON s STATIONS 1 -DADELAND SOUTH 2-DADELAND NORTH 3-SOUTH MIAMI 4-UNIVERSITY j5�7� DOUGLAS ROAD (6}-COCONUT GROVE VIZCAYA 8 -BRICKELL 9-GOVERNMENT CENTER 10-WASHINGTON HEIGHTS 11 -CULMER 12-CIVIC CENTER 13--tANTA CLARA 14-ALLAPATTAH 15-EARLINGTON HEIGHTS 16-BROWNSVILLE 17-DR. MARTIN LUTHER KING, JR. PLAZA 18- NORTHSIDE 19-HIALEAH 20-OKEECHOBEE MAIN LAND USES LU 0 cc 1- 0 (.) 0 .),11 10 000-= • ETC --\a Cn I a ID; c 1101] 0 H g DIU:n D° °To ic;,1= 007-ctilhca 00 DC' 1:1-C=1-1 00;p01110ELE 'iarD a 000 Ej, , ; 1 SUBMITTED INTO THE PUBLIC RECORD FOR ITEMy120N s . 00! 01 0 0 \„clo 0 0: , t A 0 u • 2s, -', • 7 r III. METHODOLOGY SUBMITTED INTO Thy. PUBLIC RECORD FOF ITEMi'z., ON s-;44 o, The basic methodology employed, which will be expanded and refined in the ensuing paragraphs is generally recognized as the "market share" or "residential market share" method. In brief, this approach consists of the delineation of a market area. Then, using this geographic region as a basis, the rate of change of various socio-economic determinants of consumer and/or commer- cial spending/use potential are used to project future market needs in terms of retail/service/commercial development. Through analysis of the status and location of existing retail/service/commercial development, the projected un- met market needs of the market area are calculated, and a "market share" of currently unserved proportion of net future needs is ascertained. Finally, this share of the market's spending potential is used to project future retail/ service/commercial development potential in terms of such measures as square feet of retail space, square feet of commercial space and hotel rooms. The projections presented in this document are based on data de ived from the Transportation Planninj Data Base, the Housing Plan - Miami Me opolitan Areal (Dade County Planning Department, March, 1978), U.S. Censuses of Popl'ation (U.S. Bureau of the Census, 19702, U.S. Census of Retail Trade (U.S. Bureau of the Census, 1972)3, Background Analysis Memorandum #2 (BAM02), Socio-Economic Inventou , Reuional/Subregional (Kaiser Transit Group, February, 1970)4, field research and various reports dealing with the impact of rapid transit systems on development. This memorandum follows from Background Analysis Memorandum #19 (BAM #19), Re- gional Market Potential (KTG, December, 1978)5; which provided projections of the amount of transit related development which may be expected to occur at ')UBMITTED INTO THE PUBLIC RECORD FOR rltTc �2. 4: O N the regional (countywide) level, and. for that po the metro o +�^ ' community most immediately affected by introduction of transit (the "Corridor"). The reliance upon data generated by Dade County agencies is necessary in order to be in coformity with the Florida Local Government Comprehensive Planning Act of 1975 (F.S. 163)6 which requires that all elements of a comprehensive plan (land use, public facilities, transportation, housing, etc.) to consistent. Because the Transportation Planning Data Base is derived from and, therefore, consistent with the County's Comprehensive Development Master Plan (COMP)7, the data utilized in this study is also consistent with A market area is defined as that area from which business establishments obtain a major portion of their total business volume. Delineation of the Coconut Grove market area (Map 3) followed field reconnaissance of such determinant factors as natural and man-made barriers, travel times,. distances of residential concentrations and their locations, and the sizes and estimated customer volumes of competitive commercial centers. Since some of the trade that will accrue to a retail or service facility will come from beyond its market area, the potential market demand attributable to the market area must be increased by an appropriate factor to account for the total potential. The mode of access model tabulates patrons accessing the respective stations by Traffic Zone of origin. The percentage of total patrons that are projected to originate their trip to the station from Traffic Zones within the market area isused tomake this adjustment. This, estimate of geographic customer concentration is based upon the 1985 projection of transit patrons who will access the station in the A.M., by Traffic Zone of origin. This projection was taken from the Mode of Access Model. It is assumed that future commercial development in the subject Station Area will be largely oriented to convenience goods and personal services, as opposed to shopper durables and headquarters office installations. BAM #19 established the following transit -supportive development types and measures, for projections: 1. Retail (floor area), 2. Personal Service -Type Office (floor 3. Residential (dwelling units), and 4. Hotel -Motel (number of rooms). SUBMITTED INTO THE =r==;PUBLIC RECORD FOR ITEM_i'a ON s-'u.e, . The amount of potential retail development was projected using a "disposition of income" approach. To do this, the average income levels of the market area and the County as a whole were determined. The difference in these figures was then used to adjust the projected per capita personal income of the. County for the years of 1985 and 2000 to the market area. These projections were then applied to the projected population for the market area to determine aggregate personal income for the market area in the years specified. For the purpose of this study, personal income sales expenditures were derived by deducting social insurance payments, tax payments and personal savings from total personal income. The remainder is personal consumption expenditures, which consists of spending_on durable goods, non -durable goods and services. The breakdown of these expenditures is based on figures provided in the Survey of Current Business, (U.S. Department of Commerce Bureau of Economic Analysis, February 1979)8. WA tr. 044 NER KEY MATHESON HAMMOCK PARK SlE R.{Y F IFO N T `AFK RIRINANGAME ISl ANO I —BRICKELL —VIZCAYA n 1 MILE R ICKENRACKER KEY BISCAYNE SFAOU M Map 3 COCONUT GROVE STATION MARKET AREA 1979'i "0 0) rn C C 013 03 r m rn OC)\ul Z � _ ■ % Q O "T1 1 0 rzn Legerfd 036 MARKET AREA TRAFFIC ZONES STATION AREA STATION SITE Spending on durable and non -durable goods SUBMITTED INTO THE, PUBLIC RECORD FOR ITEM r�.ieONs -xi- sales volume generated by the residents of the market area. Once potential sales were projected in this fashion the resultant amounts were allocated to the specified retail store types in accordance with the proportions established in the Dade County 1972 Census of Retail Trade (U.S. Bureau of the Census)9. To project the amount of retail floor area needed to accommodate projected sales, sales per square foot of floor area factors from the Urban Land Insti- tute, Dollars and Cents of Shopping Centers (1975 and 1978)10, 11 were used. To estimate the market area's proportion of selected types of projected re- gional office space, the market area's proportion of regional personal con- sumption expenditures on services was applied to the regional and corridor - level projections of office space (BAM #19). It should be noted that non - personal services, such as corporate headquarters, central offices and similar uses, have not been projected in this report. This is due to their virtual unpredictability on a small area basis. Each particular headquarters office operation has a unique set of locational requirements, arranged in a unique set of priorities. Hence it is not possible to generalize about the locational requirements of headquarters office operations as a class, as it is about other uses considered and projected in this study. Thus, the office space projections included in this report are necessarily conservative estimates, and do not purport to convey a comprehensive projection of office space demand. Projections of residential development (new dwelling units) for the Market Area and Station Area were based upon projections from the year 2000 Transportation Master Plan Traffic Zone Data Set. The plan -based distribution of new units by traffic zone was evaluated to anticipate how the introduction of transit 5 SUBMITTED INTO THE PUBLIC RECORD FOR 1TEMi.,_ONs-.0,, could bring about a geographic redistribution of the total number units projected for the Market Area. Also considered was the attractiveness and suitability of the Station Area for housing, relative to the balance of their Market Area. Multi -family housing, as well as total housing, is of particular concern as multi -family housing has been found to be most compatible with, and supportive of, rapid transit systems. The hotel -motel section is founded upon a field reconnaissance and analysis of the existing hotels and motels in the vicinity of the market area. Each identified facility was contacted to determine its number of rooms, restaurant facilities and average annual occupancy. Further, each facility was inspected to ascertain its service classification. .It is important to note that the projections in this report are in some ways conservative, representing low -to -mid -range, rather than maximum expected levels of development. For example, additional retail development potential almost certainly will exist due to tourist, visitor and commuter spending. Likewise, office space projections, as already indicated, include only specified service -type office uses. The location of -headquarters -type office space in the station area (a phenomenon not readily susceptible to projection) could materially expand the potential for future office development. Addi- tionally, unforeseen changes in the competitive market or the regional and local economy could call for an upward adjustment to these projections. Finally, it must be recognized that the methodology is based upon overall economic and social trends. Therefore, any unforeseen economic disturbance (such as war, natural disaster or the like) can be either predicted nor integrated in the analytic process. 6 IV. THE MARKET AREA 1JBMITTED INTO THE PUBLIC RECORD FOR ITEMz.J2_ON5.-0. The Station Area (Map 2) Is located in the City of Miami at the intersection of S.W. 27th Avenue and South Dixie Highway (U.S. 1), within one mile of the heart of the Coconut Grove village center, the Dinner Key recreation complex, Coral Way, and S.W. 27th Avenue commercial corridors. The Coconut Grove Market Area (Map 3) (comprised of Traffic Analysis Zones 032-035 and 042-052) is bounded on the north by S.W. 16th; on the east by S.W. 17th Avenue and S.W. Fairview; on the west by Douglas Road, S.W. 37th Avenue; and on the south by Grand Avenue and McFarlane Road. In the immediate vicinity of this station are two distinct low density resi- dential areas separated from each other by U.S. 1. North of U.S. 1, the Douglas Park and Silver Bluff neighborhoods both contain predominantly Latin populations with middle income group socio-economic characteristics. The Silver Bluff area is a particularly stable neighborhood of well maintained single family homes which are predominantly owner -occupied. This neighborhood has a relatively large number of senior citizens (21% over age 65) in comparison to young people (18% under age 18). In the Douglas Park neighborhood, where homes are being converted or replaced by duplex rental units, a slight decline in income and neighborhood conditions has occured since 1970. Some overcrowding of housing is now occuring in this area as adequate housing in moderate price ranges has become increasingly difficult to locate within the city. The second area, to the south of U.S. 1, is the Coconut Grove area, where the population is predominantly white, non -Latin, with generally middle to upper middle level incomes and high educational levels. Most of the residents are homeowners, a trend which is increasing with the development SUBMITTED INTO THE PUBLIC RECORD FOR 1TEMfl.lc? ON Sr, —di of numerous townhouse projects west of S.W. 27th Avenue. Ovei—TOZ or Mouse - holds are made up of only one individual, most of which are young people living in rental apartments. The areas most likely to experience new development or redevelopment due to transit are the commercial and industrial zones along the S.W. 27th Avenue and U.S. 1 arterials, and the properties immediately surrounding the station site. The industrial strip which parallels the north side of U.S. 1 includes light manufacturing, auto and marine services, contractors and construction supplies, wholesale distributors, professional offices, and a large Southern Bell distri- bution service center. These uses appear viable, particularly in the south- western section where several buildings have recently been constructed or renovated. Marine related businesses have been attracted to this area be- cause it offers reasonable rents, regional accessibility via U.S. 1, and proxi- mity to a large local market at Dinner Key. The intersection of 27th Avenue and U.S. 1 has experienced a succession of small retail and service businesses. Despite the high visibility of this lo- cation a number of businesses have failed to survive here, probably due, in part, to access difficulties created by traffic congestion, and the area's poor visual environment created by the maze of advertising, aerial wires and mar- ginal businesses. Along 27th Avenue to the north of U.S. 1 are several new two and three story office buildings, a number of marginal service activities, and some small cafes and markets Recent trends along 27th Avenue south of U.S. 1 have been toward adaptation of existing structures for new uses, the most significant including a Burger King, two private clubs and several professional offices. The Miami Boys Club, located on S.W. 32nd Avenue at y c station area, is a major institutional use providing athletic, social, and cultural activities for youth throughout the county. Based upbn recommendations of the 1974 Coconut Grove Master Plan,12several UBM1TTED INTO THE PUBLIC RECORD FOR ITEM p.. j ONs-�{.o�. zoning changes have been implemented in the station area. These changes were intended to curtail direct access to U.S. 1 and to encourage high amenity, mixed -use developments and townhouse redevelopment in the vicinity of Bird Avenue and S.W. 27th Avenue. Only a small portion of the development poten- tial of these zones has been realized thus far. North of U.S. 1, more tradi- tional commercial zones and relatively shallow lot depths have constrained the quality and intensity of development. Over one million feet of additional floor area could be developed in the industrial zone along U.S. 1. The residential zones west of S.W. 27th Avenue allow duplex and Tow density townhouse type development. Although there is little vacant land available in these areas, considerable additional development is possible th7ough conversion of existing single family homes or demolition and replacement of deteriorated struct[ires. Dade County's adopted 1985 Metropolitan Development Pattern Map13recognizes the established and stable development configuration of the Market Area. The Market Area is generally designated for low -medium density residential uses (up to 5.0 dwelling units per gross residential acre) with concentrations of greater intensity near the Station (S.W. 27th Avenue and U.S. 1) and along S.W. 27th Avenue to S. Bayshore Drive. Medium density (up to 11.0 dwelling units per gross residential acre) is allowed near the Station (S.W. 27th Avenue and U.S. 1) and along S.W. 27th Avenue south to S. Bayshore Drive. Again, medium density is allowed along the westward boundary of the Market Area along S.W. 37th Avenue. A minor northwest sector of the Market Area, located on S.W. 22nd Street at the intersection of S.W. 37th Avenue which extends to S.W. 16th Street, allows for medium -high density (up to 25.0 dwelling units per gross residential acre). Table 1 provides projections of selected socio-economic attributes of the Market Area to 1985 and 2000. During 1975-1985, it is anticipated that the Market Area will experience a smaller rate of population growth than Dade County as a whole (8.3% compared to 20.7%), but a rate of employment growth well above the County (54.7% compared to 33.3%). During 1985-2000, however, it is anticipated that Market Area population growth rate will be smaller than that of the County (7.7% compared to 18.1%) while employment growth for the Market Area nearly matches that of the County (23.4% compared to 25.1%). SUBMITTED INTO THE PUBLIC RECORD FOR ITEM vz.,r ON . 10 SELECTED SOCIO-f_CONOMTC VARIABLES COCONUT GROVE MARKET CHANGE 1985-2000 CHANGE 1975-1985 f- M L0 LD L0 L0 1/40 M M LC) f\ f\ t\ COM Lf) N N M Cn c7 r\ M cr f` M M N O C) U) c7 M CO N • N r • r 1'11 .0 r- O N N N CV L0 N. C CO• 00 CO O Cr L0 LC) 1/4.0 c. N CJ CO M LI) N M (V Gt CA C LP 'Ct LCi C ) w N N r lD LD co c0 O O cr Q' O a: LP) O cr LD L0 O N LC) CO r Lri Lp • t▪ C: Cr M r N TOTAL POPULATION UNRELATED INDIV. TOTAL EMPLOYMENT SUBMITTED INTO THE PUBLIC RECORD FOR ITEMngQN s -)ti.00. V. RETAIL DEVELOPMENT SUBMITTED INTO THE PUBLIC RECORD FOR ITEM. .1 As stated in Section III, "METHODOLOGY", projected demand for retail floor area was first determined by projecting the total income of market area residents and the proportion of such income that they would spend on goods at retail stores. Once retail spending was projected, the amount of retail floor area implied in such spending levels was determined, using sales per square foot parameters developed by the Urban Land Institute14. Computations and results are presented in Table 2. Since, as indicated in Section III, some of the sales will come from beyond the Market Area, the mode of access proportion of 54% of Coconut Grove sta- tion transit patrons attributable to the Market Area was used to adjust the "supportable floor area" figures upward in Table 2 (See Section III for basis of estimation). The results are shown in Table 3. These figures show that total market growth could support the addition of 394,000 sq. ft. of retail develupinent by 1985,.and 670,000 between 1985 and 2000* The existing major retail centers in the vicinity were inventoried and in- spected in order to analyze their potential competitive pressure. These existing centers, shown on Map 4, are listed in Table 4. Automotive dealers and gasoline service stations were excluded from the floor area calculations as sales per square foot measures are not meaning- ful for these businesses. 12 t. �l I. /11.11■1II ■111811I111 !!I 1.111111111LWA7 MPIP r __ _a;1� liairM= .iII RiiwElN�N.IlILIj. �� �'JJ� _33 r� :1�=�B)rB)•' '"Sr ►/, 1-=-==Noma■ 55 �,����� zit:=IM/111��'����=_ P I - ----_I. _ ;.....4. /a7nyy ILJiL —==` =WI ■-. ...�="s--- ____mm.__2,I•��MF..ro g==� ====�i11 2 w = 1 1j• . _ �� 1��idlsT�d�o61• ��� ♦� -- 86 En I P 'A II jar 0 Imo_`, Mr- la_ VI�O�%�i_=1OM� Q _i - uI . S ili = � =: --- gi • EpH -_.Noe' _�glow :, /- 1l �;i_ 1►91 • .. , vA ri . IEWM 4I__ 1 _ _ 'IMP OnesisovvAil Ull11u11Uilliik 11. ip �L•a11m■� ffin /air 11111111 1I� MI1111 Nair An u: r l'1111 mil II ,w - FONT A.K 41111j'IGAAE ISLAND • Map4 SHOPPING FACILITIES COCONUT GROVE STATION MARKET AREA 1979 Legend • • MARKET AREA STATION AREA STATION SITE BUSINESS DISTRICTS COMMUNITY SHOPPING CENTERS • NEIGHBORHOOD' SHOPPING CENTERS 1 MIAMI DOWNTOWN 2 COCONUT GROVE 4 CORAL GABLES 8 SOUTH MIAMI 33 GROVE GATE 37 AIR PARK PLAZA 43 CENTRAL SHOP PLAZA 60 TAMIAMI SNOB CTR. 68 GROSSE POINTE PLAZA 83 GRANADA PLAZA 86 PUBLIX 94 RED -BIRD SHOP CTR. 98 CORAL GATE SHOP CTR. 110 WEST MIAMI SHOP. CTR. SUBMITTED INTO THE PUBLIC RECORD FOR ON 41)D, . TABLE 2 RETAIL MARKET POTENTIAL CALCIJLATIONS COCONUT GRV MARKET AREA YEARS 1975 1985 2000 (DOLLAR AMOUNTS ARE CONSTANT 1975 DOLLARS) 1975 1985 2000 CHANGE CHANGE 1975-1985 1985-2000 TOTAL POPULATION PER CAPITA PERSONAL INCOME (IN DOLLARS) 35767 38723 41696 2956 2973 6040 7040 8844 1000 1804 ----THOUSANDS OF DOLLARS ---- TOTAL PERSONAL INCOME 216033 272610 368759 56577 96149 TOTAL PERSONAL CONSUMPT. EXPEND. 169586 213999 289476 44413 75477 DURABLE GOODS 25060 31623 42776 6563 11153 NON -DURABLE GOODS 66538 83964 113578 17426 29614 TOTAL GOODS 91598 115587 156354 23989 40767 TOTAL SERVICES SERVICES EXCL. OF HOUS. AND TRANSPORT. 77988 98412 133122 20424 34710 33485 42255 57158 8770 14903 ----THOUSANDS OF DOLLARS ---- BUILDING MATERIAL. HARDWARE ETC 2565 3236 4378 671 1142 GENERAL MERCHANDISE STORES 13007 16413 22202 3406 5789 FOOD STORES 18778 23695 32053 4917 8358 AUTOMOTIVE DEALERS 18503 23349 31584 4846 8235 GASOLINE SERVICE STATIONS 6045 7629 10319 1584 2690 APPAREL, ACCESSORY STORES 6045 7629 10319 1584 2690 FURNITURE. FURNISHINGS 5404 6820 9225 1416 2405 EATING AND DRINKING PLACES 9068 11443 15479 2375 4036 DRUG, PROPRIETARY STORES 3572 4508 6098 936 1590 MISCELLANEOUS RETAIL STORES 8610 10865 14697 2255 3832 TOTAL GOODS 91598 115587 156354 23989 40767 ----SO. FT. OF FLOOR AREA ---- BUILDING MATERIAL. HARDWARE ETC 38147 48126 65110 9979 16984 GENERAL MERCHANDISE STORES 182760 230617 311957 47857 81340 FOOD STORES 195686 246926 334025 51240 87099 AUTOMOTIVE DEALERS NA NA NA NA NA GASOLINE SERVICE STATIONS NA NA NA NA NA APPAREL, ACCESSORY STORES 70152 88534 119752 18382 31218 FURNITURE. FURNISHINGS 63205 79766 107895 16561 28129 EATING AND DRINKING PLACES 121636 153494 207632 31858 54138 DRUG, PROPRIETARY STORES 44739 56463 76378 11724 19915 MISCELLANEOUS RETAIL STORES 96126 121302 164084 25176 42782 TOTAL SUPPORTABLE SO FT RETAIL FLOOR AREA 812451 1025228 1386833 212777 361605 SOURCES: U.S. BUREAU OF THE CENSUS SURVEY OF CURRENT BUSINESS, DECEMBER 1978 DADE COUNTY PLANNING DEPARTMENT URBAN LAND INSTITUTE: DOLLARS AND CENTS OF SHOPPING CENTERS KAISER TRANSIT GROUP TABLE 3 TOTAL SUPPORTABLE SO. FT. RETAIL FLOOR AREA COCONUT GRV MARKET AREA AND BALANCE OF MARKET YEARS 1975 1985 2000 1975 1985 2000 CHANGE CHANGE 1975-1985 1985-2000 BUILDING MATERIAL, HARDWARE ETC 70643 89122 120574 18479 31452 GENERAL MERCHANDISE STORES 338444 427069 57769E B8625 150629 FOOD STORES 362381 457270 618565 94B89 161295 APPAREL, ACCESSORY STORES 129911 163952 221763 34041 57811 FURNITURE, FURNISHINGS 117046 147715 199806 30669 52091 EATING AND DRINKING PLACES 225252 284248 304504 58996 100256 DRUG, PROPRIETARY STORES 82850 104561 141441 21711 36880 MISCELLANEOUS RETAIL STORES 178011 224633 303859 46622 79226 TOTAL EXCL. AUTOMOTIVE AND SERVICE STATIONS 1504538 1098570 2568210 394032 669640 SOURCE: KAISER TRANSIT GROUP STOP MRU= 5.881 #STOP STO NOT FOUND. MAP NUMBER TABLE 4 RETAIL CENTERS VICINITY OF COCONUT GROVE MARKET AREA 1979 Miami Downtown 1,808,000 Sq. Ft. Retail Floor Area Anchors: Burdines, Richards 2. Coconut Grove Business District 232,000 Sq. Ft. Retail Floor Area Anchors: Mayfair, Winn -Dixie 4. Coral Gables Business District (Miracle Mile) 688,241 Sq. Ft. Retail Floor Area Anchors: J. Byrons, Grand Union, Woolworth's, McCrory's 6. South Miami Business District 477,000 Sq. Ft. Retail Floor Area Anchors: Winn Dixie, Public, Pantry Pride 33. Grove Gate Shopping Center 104,908 Sq. Ft. Retail Floor Area Anchors: Zayre, Pantry Pride, Walgreen's 37 Air Park Plaza 170,000 Sq. Ft. Retail Floor Area Anchors: Pantry Pride 43 Central Shopping Plaza 330,000 Sq. Ft. Retail Floor Area Anchors: Zayre, Grand Union 60 Tamiami Shopping Center 38,000 Sq. Ft. Retail Floor Area Anchor: Pantry Pride 63 Grosse Pointe Plaza 23,500 Sq. Ft. Retail Floor Area Anchor: Grand Union 83 Granada Plaza 80,000 Sq. Ft. Retail Floor Area Anchor: Eckerd Drug Pubiix (W. Flaeler & N.W. 38 Ct.) 33,312 Sq. Ft. Retail Floor Area Anchor: Publix CO MAP NUMBER 94 Red -Bird Shopping Center 90,000 Sq. Ft. Retail Floor Are? Anchor: Grand Union, Belks, Walgreen's 98 Coral Gate Shopping Center 285,000- Sq. Ft. Retail FloorAre Anchor: Sears, Grand Union Winn -Dixie 110 West Miami Shopping Center 37,800 Sq. Ft. Retail Floor Are Anchor: Grand Union SUBMITTED INTO THE PUBLIC RECORD FOR ITEM vz. is ON-*oi. 15 Based on an analysis of these competitive retail centers and facilities, their locations, their relative accessability, sizes, and tenant composition, it is the conclusion of KTG that the Coconut Grove Station Area could capture at least 11% of the Market Area's additional supportable retail floor area pro- jected to the year 2000--or approximately 115,000 sq. ft. Considering the existing mix of retail types in the area, the following types of stores are considered best suited for new retail development in the Station Area: CONVENIENCE Supermarket 30,000 Sq. Ft. Drug Store & Sundries 10,000 Sq. Ft. Junior Variety Store 20,000 Sq. Ft. Miscellaneous Convenience Stores 18,000 Sq. Ft. Sub -Total 78,000 Sq. Ft. SHOPPING G00DS Clothing & Apparel 10,000 Sq. Ft. Accessories 5,000 Sq. Ft. Electronics, Photo, Etc. 5,000 Sq. Ft. Jewelry & Gifts 5,000 Sq. Ft. Other 12,000 Sq. Ft. Sub -Total 37,000 Sq. Ft. TOTAL: 115,000 Sq. Ft. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM vzia ON sl>y)e, . 16 SUBMITTED1NTOTHE PUBLIC RECORD FOR VI. OFFICE DEVELOPMENT ITEM P2 . I? ON s '?(/- o-1 8AM #19, Regional Market Potential, (KTG, 1978)15 provided projections of the demand for selected kinds of personal service type, transit -supportive office uses, for the region and the corridor. The kinds of services con- sidered were banks, savings and loan associations, security dealers, insur- ance agents, real estate agents, physicians offices, dentists offices and legal services. Table 5 provides estimates and projections of expenditures on services by Coconut Grove Market Area residents, computed according to the method de- scribed in Section III and used in the development of Table 2. According to these projections, the Market Area would account for 4.5% of corridor service expenditures in 1975, 4.4% in 1985 and 3.8% in 2000. Applying these percentages to the corridor estimate and projections of new supportable floor area of the indicated office uses, the Market Area theoretically could have supported 187,140 square feet in 1975, and is projected to be capable of supporting 205,294 square feet and 220,572 square feet in 1985 and 2000 respectively. Applying the mode of access factor of 54% of patronage attributable to the Market Area (See Section III for basis of estimation), the total projected office floor area potential (indicated uses) for the Station Area is 346,556 square feet in 1975, 380,174 square feet in 1985 and 408,467 square feet in the year 2000. This represents an increase of 33,618 square feet between 1975 and 1985, and an additional increase of 28,293 square feet during 1985- 2000. It is the conclusion of KTG that the Coconut Grove station area could capture about 37% of this additional potential --or about 23,000 square feet by the year 2000--w_i.th most of the remainder going to Vizcaya and the central Coral Gables area. TABLE 5 PERSONAL CONSUMPTION EXPENDITURES ON SERVICES COCONUT GROVE MARKET AREA 1975, 1985 and 2000 (THOUSANDS OF DOLLARS) 1975 1985 2000 CHANGE 1975-1985: AMOUNT PERCENT CHANGE 1985-2000: AMOUNT PERCENT $77,988 $98,412 $133,122 $20,424 26.2% $34,710 35.3% SOURCES: U.S. Bureau of the Census Survey of Current Business, December 1978 Transportation Planning Data Base, 1978 Urban Land Institute, Dollars and Cents of Shopping_ Centers, 1978. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM ez_w ON-07. SUBMITTED INTO THE PUBLIC RECORD FOR VII . RESIDENTIAL DEVELOPMEN1TEM_ ON s-,y .-o--t A Total of 1,528 new housing units are anticipated to be added to the Market Area inventory during the 1975-85 period (TABLE 6), with an additional 1,327 new units anticipated during 1985-2000. Traffic analysis zones 42 and 43, which abut on the northeastern boundary of the Station Area and extend to the most easternly reaches of the Market Area between U.S. 1 and Coral Way (S.W. 22 Street), is expected to ,ccount for 435 units of potential growth. Traffic analysis zones 48 and 49, located southeast .of the Station Area, extending from U.S. 1 to the shore line of Biscayne Bay, are expected to provide. 1,494. Therefore, these four zones are expected to account for 68% of the 1975-2000 growth of the Market Area's housing stock. It is not possible to utilize the MUATS projections to narrow down the above figures to the Station Area itself, inasmuch as the Station Area was so de- lineated as to take in relatively minor portions of several traffic zones However, considering the Market Area in its entirety, it has been estimated in BAM #19 that 60% of all new residential construction in the transit cor ridor would be multi -family --the type of residential development most com- patible with, and supportive of, rapid transit. By application of this factor to the Market Area projection for 1975-2000, the resultant figure would be 1,713 net new multi -family residential units for the Market Area It is the conclusion of KTG that slightly more than one -fifth of these units could be expected to be located in the Station Area, with much of the balance going to Vizcaya and the Douglas Road Market Area. Therefore, approximately 343 multi -family units appear to be justified by this analysis. 19 TABLE 6 HOUSING UNITS COCONUT GROVE MARKET AREA 1975, 1985 and 2000 1975 1985 2000 CHANGE 1975-1985: NUMBER PERCENT CHANGE 1985-2000: NUMBER PERCENT SOURCES: TRANSPORTATION PLANNING DATA BASE, 1978 KAISER TRANSIT GROUP SUBMITTED INTO THE PUBLIC RECORD FOR ITEM n.180Nsitt.e, . 14,395 15,923 17,250 1,528 10.6% 1,327 8.390 VIII. HOTEL -MOTEL SUBMITTED INTO THE PUBLIC RECORD FOR """"M"TITEM_r'z.,ONq..01 Transportation Planning Data Base projections for the Market Area anticipate only only 5 new hotel -motel units during 1975-1985, and a further additional 38 during 1985-2000. This amounts to a total of only 43 new units (1 small sized motel) during the 1975-2000 projection period. Current occupancy rates experienced by hotels and motels in the area suggest that these projections are not in line with future development. In recogni- tion of the prevailing hotel -motel occupancy levels in the southerly reaches of the transit corridor, BAM #19, Regional Market Potential projected 400 to 450 new hotel -motel units for the southerly reaches of the transit corridor during 1978-1988. Further, data compiled by Laventhod and Horwath in "Trend of Business in the Florida Lodging Industry"16show that sales of Dade County (mainland) hotels and motels are currently increasing by about 13% per year. In order to properly assess the potential for additional hotel/motel develop- ment it is necessary to analyze the market from a qualitative standpoint as well as a quantitative basis.. The rationale for this methodology lies in the fact that different "service classes" of hotels/motels appeal to different market segments. For example, an economy facility, such as Travel -Lodge com- petes only in an indirect sense with a luxury facility such as Omni. Hence, if hotel -motel development is to be recommended for the Coconut Grove Station Area, a recommendation of the appropriate "quality class" should follow. A field survey conducted by the Kaiser Transit Group (Table 7, Map 5) identi- fied 38 hotels and motels in the vicinity of the Coconut Grove Station con- taining 2,713 rooms which could be considered competitive with a projected facility developed in conjunction with the Coconut Grove Station. Each of these was inspected on -site, in order that they might be qualitatively classi- fied as economy; standard or luxury. 21 IIiflhIDIiJIii1 16 111:51111H1 lobo. MIL�11IMM31 AIL nr.z'1,1111(•1111- Ii i'iu:/111111111 1M mailijiiV 44? Eta memo incik 41 se re, ; n wow .c" *Al imifilllik afinp■1111■ 1..:&, . , A 111E ■1111■ ■ 1. i1-ai1111■1i==1= w"2111111�s —ff. MATHESON HAMMOCK PARK 0 MAR RICKENRACKER TA Legend MIIMM"."M MARKET AREA STATION AREA �1... STATION SITE LESS THAN 30 ROOM,, 1 30-79 80-129 130 OR MORE R LIUGAM E ISIANO 41; -> 19 HOTELS AND MOTELS 29 IN THE VICINITY OF THE COCONUT GROVE STATION 20 1979 i 2/3 1 MULE MAP CODE & CLASS TABLE 7 QUALITY RATING, NUMBER OF ROOMS, RESTAURANTS, ANNUAL OCCUPANCY OF HOTELS AND MOTELS IN THE VICINITY OF COCONUT GROVE STATION 1 9 7 9 NUMBER OF ROOMS NUMBER OF RESTAURANTS SUBMITTED INTO THE PUBLIC RECORD FOR INTD AVA LAE z.is ON 5-*,. ANNUAL OCCUPANCY RATE LUXURY: 2. 3. 4. 5. STANDARD: 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. ECONOMY: CAFE BRASSIERE -COCONUT GROVE HOTEL INTERCONTINENTAL HOTEL MUTINY AT SAILBOAT BAY . RIVIERA COURTS MOTEL DAVID WILLIAM APT/HOTEL TOTAL LUXURY: DINNER KEY LODGE TOPS MOTEL URMEY HOTEL HOLIDAY INN TRIO MOTEL EL NIDO CHATEAUBLEAU INN GABLES MOTOR INN HOWARD JOHNSON'S KING RICHARD INN LA PALMA HOTEL HOLIDAY INN HOLIDAY INN TOTAL STANDARD: 19. ARROWHEAD MOTEL 20. BRICKELL INN 21. DOWNTOWN SOUTHWINDS MOTEL 22. RAMONA MOTEL 23. SAN JUAN MOTEL 24. SANBORN MOTEL 25. STARLITE MOTEL 26. SYLVANIA HOTEL 27. TORREGROSA HOTEL/APTS 28. TOWER HOTEL 29. BALI-HAI MOTEL 30. 77-MOTEL 31. EL EDEN MOTEL 32. HONEYWELL MOTEL 33. DIXIE COURT MOTEL 34. MALIBU HOTEL 35. PINE TERRACE MOTEL 36. PONCE OE LEON HOTEL 37, UNIVERSITY INN 38. TOWN AND COUNTRY APT/HOTEL TOTAL ECONOMY: GRAND TOTAL: 200 630 100 30 84 2 4 0 2 90% 85 95 75 90 1044 9 87% 20 17 106 54 14 15 120 31 80 32 200 168 155 0 0 0 0 0 1 1 80% 70 80 90 70 70 N/A 75 85 80 75 80 85 1012 6 80% 40 19 24 23 10 19 10 62 30 50 20 12 22 9 48 30 .25 26 158 20 0 0 0 0 0 0 0 0 0 0 0 0 1 70% 80 80 46 80 70 98 80 95 75 75 70 70 75 76 70 80 95 72 90 657 2 76% 271:; 17 82% SOURCE: FIELD SURVEY, KASIER TRANSIT GROUP, 1979 In performing this rating, criteria used SUBMITTED INTO THE PUBLIC RECORD FOR included ITEM el% rh 0 N e Fr-7?4 . rooms), amenities (recreation, landscaping, architecture), parking, size of rooms, quality of furnishings, level of maintenance and quality of food and beverage facilities and service. Qualitatively, the survey identified 5 luxury hotels in the area with a total of 1,044 rooms, 13 standard facilities with a total of 1,012 rooms, and 20 economy facilities with a total of 657 rooms (Table 7). The addresses of these hotels and motels are listed in the appendix. Survey results further show that each quality category of lodging facilities in the area is registering substantially higher average annual occupancy rates than the market -wide average of all facilities on the Dade County main- land. The Laventhol and Horwath report, cited above17, indicated that, for the 12 months ending January 31, 1978, hotels and motels on the mainland (in- cluding the Key Biscayne hotels which are grouped with the mainland hotels) averaged 64.5% occupancy. In contrast, the 38 facilities studied are averaging 82% occupancy over the year. Economy, standard and luxury groups recorded 76%, 80% and 87% respectively. As shown on Map 5, there is some concentration of lodging facilities within a mile of the Station Area, at Dinner Key, with five facilities located within the Market Area. It is also noteworthy that the Malibu at 2936 S.W. 37th Court, (Map Key #34), the closest lodging facility of consequence to the Station Area is recording an average occupancy of 70% over the year*. Quantitative and qualitative analysis of the hotels/motels in the Station Area suggest that there is not sufficient existing amenities to justify construction of an additional lodging facility in the Coconut Grove Station Area. *according to interview with the management 71 TABLE 8 SUBMITTED INTO THE PUBLIC RECORD FOR ITEM ra,' ON s.x4_0,. EFFECT OF A NEW HOTEL ON EXISTING HOTEL & MOTEL OCCUPANCY COCONUT GROVE HOTEL -MOTEL SURVEY AREA, 1979 QUALITY NEW FACILITY OVERALL OCCUPANCY LUXURY STANDARD ECONOMY CLASS OF NUMBER CLASS OCCUPANCY CLASS OCCUPANCY CLASS OCCUPANCY NEW FACILITY OF ROOMS OCCUPANCY BEFORE AFTER BEFORE- AFTER BEFORE AFTER BthORE AFTER LUXURY: 100 64.5% 81.7% 79.3% 87.0% 80.8% 100 87.0% 81.7% 78.5k 87.0% 78.7% 150 64.5% 81.7% 78.2% 87.0% 77.7% 150 87.0% 81.7% 76.9% 87.0% 74.5% 200 64.5% 81.7% 77.0% 87.0% 74.6% 200 87.0% 81.7% 75.3% 87.0% 70.3% 250 64.5% 81.7% 75.8% 87.0% 71.6% 250 87.0% 81.7% 73.7% 87.0% 66.2% 300 64.5% 81.7% 74.6% 87.0% 68.5% 300 87.0% 81.7% 72.1% 87.0% 62.0% 350 64.5% 81.7% 73.4% 37.0% 65.4% 350 87.0% 81.7% 70.5% 87.0% 57.8% 400 64.5% 81.7% 72.2% 87.0% 62.3% 400 87.0% 81.7% 68.9% 37.0% 53.7% 450 64.5% 81.7% 71.0% 87.0% 59.2% 450 87.0% 81.7% 67.3% 37.0% 49.5% STANDARD: 25 64.5% 81.7% 81.1% 25 80.0% 81.7% 81.0% 50 64.5% 81.7% 80.5% 50 80.0% 81.7% 80.3% 75 64.5% 81.7% 79.9% 75 80.0% 81.7% 79.5% 100 64.5% 81.7% 79.3% 100 80.0% 81.7% 78.8% 150 64.5% 81.7% 78.2% 150 80.0% 81.7% 77.3% ECONOMY: 25 64.5% 81.7% 81.1% 25 76.0% 81.7% 81.0% 50 64.5% 81.7% 80.5% 50 76.0% 81.7% 80.30 75 64.5% 81.7% 79.9% 75 76.0% 81.7% 79.6% 100 64.5% 81.7% 79.3% 100 76.0% 81.7% 78.9 125 64.5% 81.7% 78.8% 125 76.0% 81.7% 78.2% 200 64.5% 81.7% 77.0% 200 76.0% 81.7% 76.1% 80.0% 78.4% 80.0% 78.0% 80.0% 76.8% 80.0% 76.0% 80.0% 75.2% 80.0% 74.1% 80.0% 73.6% 80.0% 72.1% 80.0% 70.4% 80.0% 68.1% 76.0% 73.5% 76.0% 73.1% 76.0% 71.1% 76.0% 70.2% 76.0% 79.9% 76.0% 67.3% 76.0% 65.2% 76.0% 64.4% 76.0% 63.7% 76.0% 61.5% 76.0% 56.4% 76.0% 52.9% SOURCE: KAISER TRANSIT GROUP, 1979 24 SUBMITTED INTO THE PUBLIC RECORD FOR In order to finalize this demand potential, the field TEM results secondary source data have been refined to simulate the effect of various sizes and classes of new hotel/motel facilities upon the existing hotel/ motel mix (Table 8). Review of Table 8 indicates that the development of a moderately sized hotel/ motel of any class type (re: luxury, standard, or economy) would not have any serious deleterious effect upon hotels/motels in the study area. That is, even given a new entry into the market, the occupancy levels of existing facilities would remain above the market -wide average. Generally, in selecting a site for a lodging facility, transportation and proximity to major activity centers and amenities are of primary importance. For a resort facility, it is perhaps more important to be close.to recreation and amenities than convenient to major transportation networks. For a commer- cial lodging facility, on the other hand, it is important to be close to the major centers of commercial activity, and conveniently accessible via the sur- face transportation network. However, the Coconut Grove Station Area is already developed as a stable and substantially large residential community, along with the commercial -industrial land use mix, and hardly any vacant land. Therefore, considering the poor accessibility at the 27th Avenue and U.S. 1 intersection and the lack of lodging facility amenities, the chances of a viable and attractive facility locating within the Station Area are poor, at the least. The Station Area, of all those located south of Vizcaya, offers the poorest environs for this type facility. And, furthermore, the Area is completely developed, as mentioned previously, and there is no indication the land use pattern will undergo significant change within the projection periods. Considering the Market Area, the existing lodging facilities seem to be sufficient to satisfy the present demand and most probably will satisfy demand created over the projection periods. The Market Area has residual lodging facility space of nearly 20% after meeting its present demand. Assuming the traditional growth rate within Dade County's lodging industry, this market and its competitive areas in the south corridor should prove sufficient. This conclusion is based on the adverse effects that the Coconut Grove Station Area would likely produce for a lodging facility. Therefore, KTG makes no projection or recommendation for a lodging facility within the Coconut Grove Market Area. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM_?ON_£J-o, 26 IX. SUMMARY SUBMITTED INTO THE PUBLIC RECORD FOR ITEM_?J9ON_4.c' This report has provided projections, summarized in Table 9, of uses con- sidered suitable for development in conjunction with or nearby, the Coconut Grove Rapid Transit Station (retail, office, housing and hotel -motel develop- ment). Geographically, the projections relate to both the Market Area, from which business near the Station are expected to obtain most of their customer volume, and the Station Area, an area surrounding the Station site which will be most impacted by the Transit. The Coconut Grove Market Area is a mixture of good to poor quality residential as well asaviable to marginal commercial area which is expected to experience fairly moderate growth over the balance of the decade. Its population in 1975 was estimated by the Dade County Planning Department at 35,767 residents. In the year 2000, that agency projects a Market Area population of 41,696 residents. It is estimated that the Station Area could obtain at least 11% of the Market Area's projected retail development, 37% of projected office development and as much as one -fifth of projected multi -family residential development to the year 2000. As stated, no projection or recommendation seems appropriate for lodging facility within this Station Area. TABLE 9 SUBMITTED INTO THE PUBLIC RECORD FOR SUMMARY OF PROJECTED DEVELOPMENT PO1F `IE T 1g ON-.oi COCONUT GROVE MARKET AREA AND STATION AREA 1975, 1985 & 2000 RETAIL OFFICE HOTEL - FLOOR FLOOR HOUSING MOTEL AREA (sq. ft.) AREA (sq. ft.) UNITS UNITS 1975 1985 2000 1,504,471 346,556 14,395 225 1,898,470 380,174 15,923 230 2,568,066 408,467 17,250 268 CHANGE: 1975-1985 AMOUNT 393,999 33,618 1,528 5 PERCENT 26.2% 9.7% 10.6% 2.2% 1985-2000 AMOUNT 669,596 28.293 1,327 38 PERCENT 35.3% 7.4% 9.2% 16.5% 1975-2000 AMOUNT 1,063,595 61,911 2,855 43 PERCENT 70.7% 17.9% 19.8% 19.1% STATION AREA SHARE OF MARKET AREA GROWTH, 1975-2000 115,000 23,000 343 0* SOURCES: TRAFFIC DATA BASE *no recommendation KAISER TRANSIT GROUP 28 SUBMITTED INTO THE PUBLIC RECORD FOR ITEMi'z.ON . APPENDIX t • • MAP CODE AND CLASS LUXURY: 1 2 3 4 5 STANDARD: 6 7 8 9 10 11 12 13 14 15 16 17 18 ECONOMY: 19 20 21 22 23 24. 25 26 27 28 29 30 31 32 33 34 35 36 37 38 APPENDIX SUBMITTED INTO THE NAMES AND ADDRESSES OF HOTELS AND MOTELS UBLIC RECORD FOR VICINITY OF THE COCONUT GROVE STA1IIT[EMPZ-*Ig 0N S _ -Q7, 1979 NAME ADDRESS COCONUT GROVE HOTEL INTERCONTINENTAL HOTEL MUTINY AT SAILBOAT BAY, • RIVIERA COURTS MOTEL DAVID WILLIAM APT/HOTEL DINNER KEY LODGE TOPS MOTEL URMEY HOTEL HOLIDAY INN TRIO MOTEL • EL NIDO CHATEAUBLEAU INN GABLES MOTOR :[NN HOWARD JOHNSON'S KING RICHARD INN LA PALMA HOTEL HOLIDAY INN HOLIDAY INN ARROWHEAD'MOTEL BRICKELL INN DOWNTOWN SOUTHWINDS MOTEL RAMONA MOTEL SAN JUAN MOTEL SANBORN MOTEL STARLITE MOTEL SYLVANIA HOTEL TORREGROSA HOTEL/APTS TOWER HOTEL BALI-HAI MOTEL 77 MOTEL EL EDEN MOTEL HONEYWELL MOTEL DIXIE COURT MOTEL MALIBU HOTEL PINE TERRACE MOTEL - PONCE DE LEON HOTEL UNIVERSITY INN TOWN & COUNTRY APT/HOTEL 2649 Bayshore Drive 801 S. Bayshore 2951 S Bayshore Drive 5100 Riviera Drive 700 Biltmore Way 2669 S. Bayshore Drive 3151 S.W. 8th Street 34 S.E. 2nd Avenue 2500 Brickell Avenue 3622 S.W. 8th Street 3141 S.W. 8th Street 1111 Ponce De Leon Blvd. 730 S. Dixie Highway 1430 S. Dixie Highway 162 Alcazar Avenue 116 Alhambra Circle 2051 Le Jeune Road 1350 S. Dixie Highway 1050 Brickell Avenue 2475 Brickell Avenue 636 Brickell Avenue 3301 W. Flagler St. 2390 S.W. 8th Street 106 S.W. 8th Street 135 S.W. 8th Street 226 S.W. 5th Avenue 835 S.W. 2nd Street 1430 S.W. 7th Street 1350 S.W. 2nd Avenue 3021 S.W. 8th Street 115 S.W. 8th Street 34 S.W. 7th Street 762 S. Dixie Highway 2936 S.W. 37 Ct. 3209 S.W. 27 Avenue 1721 Ponce De Leon Blvd. 1390 S. Dixie Highway 600 Coral Way 29 • a • �. 1 2 BIBLIOGRAPHY SUBMITTED INTO THE PUBLIC RECORD FOR ITEMrze ONs-�<o-7. Metropolitan Dade. County Planning Department, Housing Plan - Miami Metropolitan Area (March, 1978). U.S. Bureau of the Census, Census of Population: 1970 General Social and Economic Characteristics - Final Report PC(1) - C11 Florida. U.S. Government Printing Office, Washington, D.C., 1972. U.S. Bureau of the Census, Census of Population and Housing: 1970 Census Tracts, Final Report PHC(1) - 129. Miami, Florida SMSA 3 U.S. Bureau of the Census, Census of Population and Housing: 1970 Census Tracts, Final Report PHC(1) - 129. Miami, Florida SMSA. 4 Kaiser Transit Group, Background Analysis Memorandum #2, Socio-Economic Inventory, Regional/Subregional, February, 1978. 5 Kaiser Transit Group, Background Analysis Memorandum 419, Regional Market Potential, December, 1978. 6 Florida Local Government Comprehensive Planning Act of 1975. Chapter 163, Part II, Florida Statutes, Sections 163.3161 through 163.3211. Metropolitan Dade County, Comprehensive Development Master Plan for Metropolitan Dade County, as amended, March, 1975. 8 U.S. Department of Commerce/Bureau of Economic Analysis, Survey of Current Business, Volume 59, Number 2, February, 1979. 9 U.S. Bureau of the Census, Census of Retail Trade, 1972, Area Series. Florida RC 72-A-10. U.S. Government Printing Office, Washington, D.C., 1974. 10 11 Urban Land Institute, Dollars & Cents of Shopping Centers 1978- a study of receipts and expenses in Shopping Center Operations, Washington, D.C., 1978. Urban Land Lnstitute, Dollars & Cents of Shopping Centers 1975 - a study of receipts and expenses in Shopping Center Operations, Washington, D.C., 1975. 12 City of Miami, Coconut Grove Master Plan, adopted 1974 30