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HomeMy WebLinkAboutTraffic AnalysisTraffic Impact Analysis for Submittal to the City of Miami Miami Design District Special Area Plan Amendment Miami, Florida CmFKimley-Horn and Associates, Inc. ©2013 Kimley-Horn and Associates, Inc. May 2013 043505003 Traffic Impact Analysis for Submittal to the City of Miami Miami Design District Special Area Plan Amendment Miami, Florida Prepared for: Miami Design District Associates, LLC Miami, Florida Prepared by: Kimley-Horn and Associates, Inc. Fort Lauderdale, Florida /-- m ri Kimley-Horn ■►1 and Associates, Inc. ©2013 Kimley-Horn and Associates, Inc. May 2013 043505003 ► 'lKimley-Horn and Associates. Inc. Traffic Impact Analysis TABLE OF CONTENTS INTRODUCTION 1 DATA COLLECTION 3 CAPACITY ANALYSIS METHODOLOGY 5 Level of Service Standard 5 Transportation Corridor Level of Service Methodology 5 Intersection Level of Service Methodology 6 EXISTING CONDITIONS (2013) CAPACITY ANALYSIS 7 Transportation Corridors 7 FUTURE BACKGROUND TRAFFIC CONDITIONS 13 Background Area Growth 13 Committed Developments 14 PROJECT TRAFFIC 16 Existing and Proposed Land Uses 16 Project Access 16 Trip Generation 17 Trip Distribution and Assignment 19 FUTURE TOTAL TRAFFIC 22 FUTURE CONDITIONS CAPACITY ANALYSIS 24 Future Background Traffic Conditions 24 Future Total Traffic Conditions 27 TRANSPORTATION CONTROL MEASURES PLAN 31 Parking Garage Interconnectivity 31 Pedestrian Interconnectivity 31 CONCLUSION 32 K:\FTL_TPTO\043505003-Design District CO #2\SAP Update\Report\MDD TIA-05 2013.docx Page - i May 2013 �Kimley-Horn and Associates, Inc. Traffic Impact Analysis LIST OF FIGURES Figure 1: Project Location Map 2 Figure 2: Intersection Lane Configuration 3 Figure 3: 2013 P.M. Peak Hour Traffic Volumes 4 Figure 4: P.M. Peak Hour Future Background Traffic 15 Figure 5: P.M. Peak Hour Project Trip Distribution 20 Figure 6: P.M. Peak Hour Project Assignment 21 Figure 7: P.M. Peak Hour Future Total Traffic 23 LIST OF TABLES Table 1: Transportation Corridor Level of Service Thresholds 6 Table 2: Existing P.M. Peak Hour Roadway Volumes 7 Table 3: 2013 P.M. Peak Hour Miami -Dade Transit Conditions 9 Table 4: 2013 P.M. Peak Hour Transportation Corridor Segment Conditions 11 Table 5: 2013 P.M. Peak Hour Intersection Conditions 12 Table 6: 2011 Background Growth Rate Summary 13 Table 7: P.M. Peak Hour Proposed Trip Generation 18 Table 8: Cardinal Trip Distribution 19 Table 9: Future Background P.M. Peak Hour Transportation Corridor Segment Conditions 25 Table 10: Future Background P.M. Peak Hour Intersection Conditions —Study Intersections26 Table 11: Future Total P.M. Peak Hour Transportation Corridor Segment Conditions 28 Table 12: 2017 Future Total P.M. Peak Hour Intersection Conditions — Study Intersections 29 Table 13: 2017 Future Total P.M. Peak Hour Intersection Conditions — Study Driveways 30 Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Appendix F: Appendix G: Appendix H: Appendix I: Appendix J: Appendix K: LIST OF APPENDICES Methodology Correspondence Traffic Count Data Miami -Dade Transit Data Existing Conditions Intersection Analysis Growth Trend Analyses Vested Development Trip Information Trip Generation Cardinal Trip Distribution Volume Development Worksheets Future Background Conditions Intersection Analysis Future Total Conditions Intersection Analysis K:\FTL_TPTO\043505003-Design District CO #2\SAP Update\Report\MDD TIA-05 2013.docx Page - May 2013 �Kimley-Horn and Associates, Inc. Traffic Impact Analysis INTRODUCTION Miami Design District Associates, Inc. is proposing the redevelopment of the Miami Design District. The area proposed for redevelopment is generally bounded by NE 43rd Street to the north, NE 38th Street to the south, North Miami Avenue to the west, and Biscayne Boulevard to the east. The previously approved Miami Design District Special Area Plan (SAP) development plan consisted of 899,978 square feet of retail development, 26,025 square feet of restaurant development, 53 hotel rooms, 96 multi -family residential dwelling units, and ancillary public assembly/meeting area. Currently, the SAP is being amended to include a total of 1,089,833 square feet of retail development, 32,267 square feet of restaurant development, 52 hotel rooms, 561 multi -family residential dwelling units, and 181,146 square feet of office space. Therefore, the net increase associated with the proposed SAP amendment is 189,855 square feet of retail development, 6,242 square feet of restaurant development, 465 multi -family residential dwelling units, and 181,146 square feet of office space. Kimley-Horn and Associates, Inc. has completed this traffic impact analysis for submittal to the City of Miami. The purpose of the study is to assess the amendment's impact on the surrounding transportation network and determine if adequate capacity is available to support future demand. This report is being submitted in accordance with the requirements of a Special Area Plan (SAP) amendment application. The study's methodology is consistent with the requirements outlined by the City of Miami for traffic impact analyses. This report summarizes the data collection, project trip generation and distribution, and capacity analyses. All methodology correspondence are included in Appendix A. FTL_TPTO\043505000-Miami Design District\Reports Page - 1 May 2013 ❑ACRA ACREAGE PLAN „J19r, 2 LEGEND Proposed SAPAmendment Area Approved SAP Area 1 Kimley-Ham and Associates, Inc. © 2013 0 0 Oil CD I D r w i@n apnn�,i a s1RfD1 EXPRESSWAY EGA m 0 W V 000 0 0 V — PERNA 0 0 0 0 fr 0 0 0 0 010 0 0 Ce 0 0 m 0 0 Ia MERE EXPR..wj," 1-1M Previously Approved. However, development plan has changed. Therefore, Included In SAP Amendment. + v DEPRD, 11 6IS. 0 Figure 1 Project Location Map Miami Design District =fIKimley-Horn and Associates, Inc. Traffic Impact Analysis DATA COLLECTION Traffic data were collected in the study area for this project. The study area roadway corridors for this project include: • N. Miami Avenue • NE 41St Street The following intersections were examined: • N. Miami Avenue at NE 42nd Street • N. Miami Avenue at NE 42nd Street • N. Miami Avenue at NE 41St Street • N. Miami Avenue at NE 40th Street • N. Miami Avenue at NE 39th Street • N. Miami Avenue at NE 38th Street/I- 195 WB Ramp • N. Miami Avenue at 1-195 EB Ramp • N. Miami Avenue at NE 36th Street • NE 1st Avenue at NE 42nd Street • NE 1st Avenue at NE 41St Street • NE 1St Avenue at NE 40th Street • NE 1St Avenue at NE 38th Street • NE 1St Avenue at NE 36th Street • NE 2nd Avenue • NE 39th Street • NE 2nd Avenue at NE 42nd Street • NE 2nd Avenue at NE 41St Street • NE 2nd Avenue at NE 40th Street • NE 2nd Avenue at NE 39th Street • NE 2nd Avenue at NE 38th Street • NE 2nd Avenue at NE 36th Street/ Federal Highway • Federal Highway at NE 39th Street • Biscayne Boulevard at NE 38th Street • Biscayne Boulevard at NE 36th Street • Biscayne at NE 37th Street • Federal Highway at NE 37th Street • NW 1St Avenue at NW 39th Street P.M. peak period (4:00 PM to 6:00 P.M.) turning movement counts were collected at each intersection under study. 24-Hour volume counts were conducted along the study corridors. Traffic count data was collected in March 2013. The corresponding peak season conversation factors were applied to all count data. Turning movement counts, 24-hour volume counts, and the peak season conversion factor reports are provided in Appendix B. FTL_TPTO\043505000-Miami Design District\Reports Page - 3 May 2013 PP"-i=r1 Kimsey -Horn and Associates. Inc. Traffic Impact Analysis Lane configurations for roadways adjacent to the proposed development are provided in Figure 2. Figure 3 presents the P.M. peak hour existing transportation corridor volumes (person -trips including transit riders) and peak season turning movement volumes at the study intersections. FTL_TPTO\043505000-Miami Design District\Reports Page - 2 May 2013 414 J Z 414 4- r tirr 44 +I 4 Tm N MIAMI AVENUE-14 S m 44 44 NW 1st AVENUE 44 44 1- r 44 S 44 4- +14 1 —14 44 44 } N MIAMI AVENUE - I1 414 44 hTT rx t ✓ ST AVENUE 44 4- 44 4- 44 —11 NE 1ST AVENUE 4 NE 2ND AVENUE tvf 4- 4� 4- S ♦ NE 2ND A NU ✓ FEDERAL HIGHWAY 1 z ',sir BISCAYNE BLVD 1 —14 hrr BISCAYNE BLVD SCSI F DR NM RS REVISIONS BATE BY CHECKED TY � �n IGmley-Horn and Associates, Inc. EXISTING INTERSECTION LANE CONFIGURATIONS DOTE'. FIGURE 2 SHEET ROMEO, J14 ' r' tr N reel J14 r" J14 r` J14 r NE NE 360 Street C�I� Kimtey-Horn I 1 and Associates, Inc. mtc J httt S P= 30 J14 r" • "J ,cS ;c J14 r" J ,oa I S 4. ,o J14 r • L„ sz J14 r" „J J "J h ," 77 r" • htI' 5J ",-5 J 1 4 r"" • t I' J "S hti' J14 r" „ J 14 ®ras J h t l' ," S J hift 'J hif ; rm L- J14 r"" J1 414 • J ht} 5 r J1 „J 1tl' -J h5 tf sway rruadruy Q sudyenG,u,dbu PlOjeLL Dover.), 3a ea s ", L", J 1 4 1aJ ire Figure 3 Existing Traffic PM Peak Hour Miami Design District yl Kimley-Horn r and Associates. Inc. Traffic Impact Analysis CAPACITY ANALYSIS METHODOLOGY Level of Service Standard Level of service (LOS) is the traffic performance measure generally used in traffic impact analysis. Levels of service range from LOS A (free -flow with negligible delays) to LOS F (heavily congested with long delays). The City of Miami has adopted LOS E as its minimum level of service standard. Transportation Corridor Level of Service Methodology Transportation corridor traffic conditions were examined applying the methodology outlined in the Miami Comprehensive Neighborhood Plan. This methodology considers the person -trip capacity (including transit) for transportation corridors rather than evaluating only the vehicular capacity of a roadway. Level of service analyses were performed to assess the capacity of the transportation corridors evaluated in this study based on a comparison between person -trip volume and person -trip capacity within the corridors. The analyses of person -trip volumes and person -trip capacities account for both passenger vehicle and transit service within the corridors. Table 1 illustrates the level of service thresholds for each study corridor. The corridor level of service thresholds, measured in volume (v) to capacity (c) ratios, were developed from the 2009 version of FDOT's Quality/Level of Service Handbook. FTL_TPTO\043505000-Miami Design District\Reports Page - 5 May 2013 yl Kimley-Horn Mb—fff I and Associates. Inc. Traffic Impact Analysis Table 1: Transportation Corridor Level of Service Thresholds LOS N. Miami Avenue NE 2nd Avenue NE 41st Street NE 39th Street Peak Hour Directional Volume Thresholds V/C Ratio Peak Hour Directional Volume Thresholds (NB/SB) V/C Ratio Peak Hour Directional Volume Thresholds V/C Ratio Peak Hour Directional Volume Thresholds V/C Ratio A (1) -- (1) -- (1) -- (1) -- B (1) -- (1) -- (1) -- (1) -- C 573 (2) <0.39 403 / 898 (3) <0.65/ <0.71 291(4) 0.65 291141 0.65 D 1,283 I2I <0.88 583/ 1,195 (3) <0.94/ <0.95 421 (4) <0.94 421 (4) <0.94 E 1,453 (2) >1.0 619 / 1,262 (3) >1.0 447 (4) >1.0 447 l4j >1.0 F-- -- -- -- -- -- -- -- Notes: (1) Cannot be achieved per Table 7 from FDOT's 2009 Quality/Level of Service Handbook. (2) Based on Class III/IV roadway capacities found in Table 7 of FDOT's 2009 Quality/Level of Service Handbook; Major City/County Roadway (10 percent reduction); and Multi -lane roadway with no right -turn lanes (5% reduction). (3) Based on Class II roadway capacities found in Table 7 of FDOT's 2009 Quality/Level of Service Handbook; Northbound = 2-lane undivided Major City/County Road (10% reduction) with no right -turn lanes (20% reduction); Southbound = 4-lane undivided Major City/County Road (10% reduction) with no left or right -turn lanes (25% reduction). (4) Based on Class II roadway capacities found in Table 7 of FDOT's 2009 Quality/Level of Service Handbook; 2-lane undivided "Other Signalized" Roadway (35 percent reduction); no right -turn lanes (20% reduction). Intersection Level of Service Methodology Level of service analyses were performed for study intersections using Trafficware's SYNCHRO 8.0 Software, which applies methodologies outlined in the Highway Capacity Manual, 2000 Edition. FTL_TPTO\043505000-Miami Design District\Reports Page - 6 May 2013 _ylKimley-Horn and Associates. Inc. Traffic Impact Analysis EXISTING CONDITIONS (2013) CAPACITY ANALYSIS Transportation Corridors Vehicular roadway conditions and transit ridership were examined to determine current level of service for the transportation corridors examined in this study. Table 2 presents the unadjusted 2013 P.M. peak hour directional traffic volumes, peak season conversion factors, and the 2013 peak season P.M. peak hour directional traffic volumes for the study corridors. Corridor count data is included in Appendix B. Table 2: Existing P.M. Peak Hour Roadway Volumes Roadway Segments Direction 2013 P.M. Peak Hour Volumes FDOT Peak Season Adjustment Factor 2013 Peak Season P.M. Peak Hour Volumes N Miami Avenue NB 957 1.00 957 N Miami Avenue SB 778 1.00 778 NE 2nd Avenue NB 449 1.00 449 NE 2nd Avenue SB 475 1.00 475 NE 41st Street EB 87 1.00 87 NE 415t Street WB 69 1.00 69 NE 39th Street EB 121 1.00 121 NE 39th Street WB 226 1.00 226 Existing transit conditions were examined considering the ridership on and capacity of the Miami -Dade Transit (MDT) bus service operating in the corridors. MDT staff was contacted to obtain the P.M. peak hour ridership and capacities for the transit service. Three (3) Miami -Dade transit routes presently serve the study area during the P.M. peak hour: • Route 9 operates with 30 minute headways southbound and 12 minute headways northbound along NE 2nd Avenue • Route 10 operates with 30 minute headways in both directions along NE 2nd Avenue FTL_TPTO\043505000-Miami Design District\Reports Page-7 May2013 yl Kimley-Horn r and Associates. Inc. Traffic Impact Analysis • Route 202 operates with 60 minute headways in both directions along NE 2nd Avenue, N. Miami Avenue, and eastbound on NE 39th Street The ridership capacities for the bus routes were calculated for the P.M. peak hour using the appropriate headways and capacities. Metrobus route maps are included in Appendix C. Ridership data was obtained from Miami -Dade Transit for the identified transit routes. The data reflects typical ridership on the routes using the most recent ridership information available. Table 3 presents the existing P.M. peak hour ridership on the routes studied; the ridership data obtained from Miami -Dade Transit is included in Appendix C. FTL_TPTO\043505000-Miami Design District\Reports Page - 8 May 2013 yl Kimley-Horn r and Associates. Inc. Traffic Impact Analysis Table 3: 2013 P.M. Peak Hour Miami -Dade Transit Conditions Transit Route Information Direction of Travel Peak Hour Headways in minutes Buses per Hour Average Capacity (riders) Peak Hour Directional Person -Trip Capacity Peak Hour Average Directional Route Ridership N Miami Avenue Route 202 Northbound 60 1 38 38 2 riders per bus Southbound 60 1 38 38 1 riders per bus NE 2nd Avenue Route 9 Northbound 12 5 38 190 25 riders per bus Southbound 30 2 38 76 18 riders per bus Route 10 Northbound 30 2 38 76 20 riders per bus Southbound 30 2 38 76 13 riders per bus Route 202 Northbound 60 1 38 38 1 riders per bus Southbound 60 1 38 38 3 riders per bus m01 v W H Z Route 202 Eastbound Northbound) 60 1 38 38 2 riders per bus Total Northbound - 10 - 380 17 riders per bus Southbound - 6 - 228 11 riders per bus In order to determine person -trip level of service for the study area's transportation corridors, total person -trip volumes (vehicular and transit) were compared to the total person -trip capacities. The person -trip volume to capacity (v/c) ratios were compared to the person -trip v/c level of service designations outlined in Table 1. Table 4 presents the existing transportation corridor level of service. As indicated in these tables, the transportation corridors have excess person -trip capacity and operate at acceptable levels of service. FTL_TPTO\043505000-Miami Design District\Reports Page - 9 May 2013 =,I Kimiey-Horn �and Associates. Inc. Traffic Impact Analysis P.M. peak hour capacity analyses were also performed for the study intersections. Table 5 presents the results of the analyses. All study intersections operate at adopted level of service standards. Detailed information from the existing conditions intersection capacity analysis is included in Appendix D. FTL_TPTO\043505000-Miami Design District\Reports Page - 10 May 2013 , Kimley-Horn MI, Associates. Inc, Traffic Impact Analysis Table 4: 2013 P.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways Peak Season P.M. Peak Hour Roadway Volumes P.M. Peak Hour Transit Ridership P.M. Peak Hour Total Volume (V) Directional Peak Hour Vehicular Capacity (2� P.M. Peak Hour Transit Capacity P.M. Peak Hour Total Capacity (C) Adjusted Peak Hour Total Ca acit p y P.M. Peak Hour Excess Capacity P.M. Peak Hour Level of Service Vehicles Person- Trips 11) Person- Trips Person- Trips Vehicles Person- Trips 11) Person- Trips Person- Trips Person- Trips Person- Trips V/C Ratio LOS N Miami Avenue NB 957 1,340 2 1,342 1,453 2,034 38 2,072 2,486(3) 1,144 0.540 D SB 778 1,089 1 1,090 1,453 2,034 38 2,072 2,072 982 0.526 D NE 2nd Avenue NB 449 629 166 795 619 867 304 1,171 1,405(3) 610 0.566 C SB 475 665 65 730 1,262 1,767 190 1,957 1,957 1,227 0.373 C NE 415t Street EB 87 122 0 122 447 626 0 626 626 504 0.195 C WB 69 97 0 97 447 626 0 626 626 529 0.154 C NE 39th Street EB 121 169 2 171 447 626 38 664 664 493 0.258 C WB 226 316 0 316 447 626 0 626 626 310 0.505 C (1) Volumes vehicles) were converted to person -trips using 1.4 person/vehicle occupancy per City of Miami standards. (2) Directional peak hour capacity derived from the 2009 FDOT Quality/LOS Handbook and the Miami -Downtown DRI. (3) LOS E + 20% allowed due to transit headways FTL_TPTO\043505000-Miami Design District\Reports Page - 11 May 2013 Kirnley-Horn and Associates. Inc. Traffic Impact Analysis Table 5: 2013 P.M. Peak Hour Intersection Conditions Intersection Traffic Control 2013 Peak Hour Overall Level of Service LOS Delay (secs) N. Miami Avenue at NE 42nd Streetw Two -Way Stop C 16.8 N. Miami Avenue at NE 41st Street(1) Two -Way Stop C 17.5 N. Miami Avenue at NE 40th Streetw Two -Way Stop C 17.1 N. Miami Avenue at NE 39th Street Signalized A 9.2 N. Miami Avenue at NE 38th Street/ 1-195 WB Ramp Signalized A 10.0 N. Miami Avenue at 1-195 EB Ramp Signalized C 24.5 N. Miami Avenue at NE 36th Street Signalized D 38.6 NE 1st Avenue at NE 42nd Streetlli Two -Way Stop A 9.8 NE 1st Avenue at NE 41st Streetlli Two -Way Stop B 10.1 NE 1st Avenue at NE 40th Street(1) Two -Way Stop B 13.3 NE 1st Avenue at NE 39th Street Four -Way Stop A 8.6 NE 1st Avenue at NE 38th Streets�1 Two -Way Stop B 10.4 NE 1st Avenue at NE 36th Street(1) Two -Way Stop C 18.5 NE 2nd Avenue at NE 42nd Street(1) Two -Way Stop B 12.6 NE 2nd Avenue at NE 41st Streetlli One -Way Stop B 11.6 NE 2nd Avenue at NE 40th Street(1) One -Way Stop B 12.3 NE 2nd Avenue at NE 39th Street Signalized C 23.7 NE 2nd Avenue at NE 38th Street(1) One -Way Stop B 13.5 NE 2nd Avenue at NE 36th Street/Federal Highway Signalized D 52.0 Federal Highway at NE 39th Street Signalized C 20.6 Biscayne Boulevard at NE 38th Street Signalized C 33.4 Biscayne Boulevard at NE 36th Street Signalized E 64.1 NW 1st Avenue at NW 39th Street Four -Way Stop A 7.9 Biscayne Boulevard at NE 37th Street(2) Free -Flow N/A N/A Federal Highway at NE 37th Street(1) One -Way Stop B 10.8 Note: (1) Overall intersection LOS not provided for one-way and two-way stop -controlled intersections. The worst minor street movement is indicated. (2) Intersection operates under free -flow conditions. Therefore, level of service is not calculated. FTL_TPTO\043505000-Miami Design District\Reports Page - 12 May 2013 Kimley-Horn NM and Associates. Inc. Traffic Impact Analysis FUTURE BACKGROUND TRAFFIC CONDITIONS Future background traffic conditions are defined as the expected traffic conditions on the study roadway network in the Year 2017 (corresponding to total build -out of the development) without development of the proposed project. The background traffic volumes are the sum of the existing traffic and additional "background" traffic to account for expected traffic growth in the study area. Background Area Growth Future traffic growth on the transportation network was determined based upon historic growth trends, at nearby FDOT traffic count stations, and a comparison of the 2005 and 2035 traffic volume plots from the Southeast Florida Regional Planning Model (SERPM). Table 6 provides a summary of the analysis. The following FDOT count stations were referenced for this analysis: • Count station no. 5059 located on Biscayne Boulevard north of NE 36th Street • Count station no. 0143 located on Biscayne Boulevard south of NE 36th Street Table 6: 2011 Background Growth Rate Summary FDOT Count Station 5-year Historical Trend Analysis 10-year Historical Trend Analysis SERPM Forecast Area wide Final Growth Rate 2005 2035 Rate 5059 3.65% -3.12% 262,407 398,783 1.73% 1.73% 0143 -3.50% -4.50% Average 0.07% -3.81% As indicated in Table 6, the 5-year historical trend analysis determined the growth rate to be 0.07 percent (0.07%). The 10-year historical trend growth rate was determined to be -3.81 percent (-3.81%). Traffic volumes for area roadways obtained from the SERPM plots were used to calculate a linear growth rate. The SERPM growth rate analysis considered a broader area that includes the overall the SAP boundary. The calculations for the SERPM volumes determined a linear growth rate of 1.73 percent (1.73%). In order to provide a conservative analysis, a compound growth rate of 1.73 percent was used in the analysis. Historical traffic FTL_TPTO\043505000-Miami Design District\Reports Page - 13 May 2013 ► Mr � Kimley-Horn and Associates. Inc. Traffic Impact Analysis count data, SERPM model volume plots and growth trend calculations are included in Appendix E. Committed Developments City of Miami staff was contacted to determine if any projects that have been approved but not yet completed in the vicinity of the project site should be accounted for in this analysis. The Real Estate Development Database was reviewed for unconstructed major use special permits (MUSP) projects. Project traffic from the previously approved Miami Design District SAP was also included in background conditions. The following developments were reviewed and included in the background traffic. • Edgewater • NW 36th St @ NW 3rd Ave • Park Lane Tower • SoHo Condominiums • The Boulevard • Urbana Tower • Midtown Miami Three • Midtown Miami Five • Miami Design District SAP April 2012 Available information for these developments is included in Appendix F. Figure 4 presents the P.M. peak hour background conditions intersection volumes. FTL_TPTO\043505000-Miami Design District\Reports Page - 14 May 2013 J14 r tr Stre 414 r" J14 414 r NE = t„ J14 r • J14 r •"" J14 'S J1 ,J III' :"S ,, J 14 r'd • t„ 4. J1 „ L„ 414 r'" ,0J hif ""' ,. 2 117 J „S ,,J ht ht t S I. 999 J14 r= J14•r39 as htI' J h1P S 414 r" „J "2S NE 360 Street C�I� Kimtey-Horn I 1 and Associates, Inc. J14 r'" • aJ hie ,n. ,J Ire t 414 r"® ,, J 11703 ,m s swq rruaasuy smyo-nG„�a:,,� • RojeLl 414 J •r • t, 3J 5 1,• ,u- „27 J1 414 „"J hIP 2.S Figure 4 Background Traffic PM Peak Hour Miami Design District Kimley-Horn and Associates. Inc. Traffic Impact Analysis PROJECT TRAFFIC Project traffic is defined as the vehicle trips expected to be generated by the project, and the distribution and assignment of this traffic over the roadway network. Existing and Proposed Land Uses The SAP amendment is proposing a total of 1,089,833 square feet of retail development, 32,267 square feet of restaurant development, 52 hotel rooms, 561 multi -family residential dwelling units, and 181,146 square feet of office space. The previously approved Miami Design District Special Area Plan (SAP) development plan consisted of 899,978 square feet of retail development, 26,025 square feet of restaurant development, 53 hotel rooms, 96 multi -family residential dwelling units, and ancillary public assembly/meeting area. Therefore, the net increase associated with the proposed SAP revision is 189,855 square feet of retail development, 6,242 square feet of retail development, 465 multi -family residential dwelling units, and 181,146 square feet of office space. Construction is expected to be completed and the project occupied by the year 2017. Project Access Eleven parking garages are proposed to serve the SAP amendment within the District. The location of the parking garages is presented in Figure 5. Parking Garage Al is proposed on the southwest corner of NE 1st Avenue and NE 415t Street with an access connection on NE 415t Street. Parking Garage A2 is located between NE 38th Street and NE 39th Street west of NE 15t Avenue. Access to Garage A2 is provided on NE 38th Street. Parking Garage A3 is an existing garage located generally on the northeast corner of NE 2nd Avenue and NE 40th Street. Access to Garage A3 is provided via a connection to NE 2nd Avenue. FTL_TPTO\043505000-Miami Design District\Reports Page - 16 May 2013 ► "Kimley-Horn and Associates. Inc. Traffic Impact Analysis Parking Garage B1 is located between NE 39th Street and NE 38th Street east of NE 15t Avenue with access along NE 38th Street. Parking Garage B2 is located on the south side of NE 415t Street between NE 15t Avenue and NE 2nd Avenue while Parking Garage B3 is located north side of NE 415t Street adjacent to Parking Garage B2. Access to both of these garages is provided via one connection to the north side of NE 415t Street. Underground garage interconnectivity is proposed between these two (2) garages. Additional parking garages are located on both the north and south side of NE 39th Street west of North Miami Avenue, north side of NE 39th Street between NE 15t Avenue and NE 2nd Avenue, east side of North Miami Avenue north of NE 38th Street, and on NE 37th Street between Federal Highway and Biscayne Boulevard/US 1. Trip Generation Vehicular trip generation for the proposed amendment was calculated using rates and equations contained in the Institute of Transportation Engineer's (ITE) Trip Generation, 9th Edition. The trip generation for the proposed land used was determined using ITE Land Use Codes 820 (Shopping Center), 710 (General Office Building), 310 (Hotel), and 230 (Residential Condominium/Townhouse). The proposed trip generation was compared to the previously approved trip generation to determine the net new estimation. A portion of the trips generated by the development will be captured internally on the site. Internal capture trips were determined based upon values contained in the Institute of Transportation Engineers' (ITE), Trip Generation Handbook, June 2004. The overall internal capture rate for the proposed development is 13.3 percent (13.3%) during the P.M. peak hour. Internal capture volumes were subtracted from the gross project trips to determine the driveway volumes for the site. In addition to the internal capture, a 10 percent multimodal reduction factor was applied to the driveway volumes. This reduction factor is intended to capture the characteristics of the urban environment in which the project site is located. It is anticipated that area visitors/employees will travel to/from the site on foot, via bicycle, and on transit. FTL_TPTO\043505000-Miami Design District\Reports Page - 17 May 2013 ► "Kimley-Horn and Associates. Inc. Traffic Impact Analysis ITE trip generation assumes a vehicle occupancy rate of 1.2 persons per vehicle; however, the City of Miami has determined that 1.4 persons per vehicle are more appropriate for the local area. Therefore, vehicular trips were reduced by 16 percent to adjust for these vehicle occupancy assumptions. Project trips were estimated for the P.M. peak hour. The vehicular trip generation calculations for the project are presented in Table 7. Detailed trip generation calculations are included in Appendix G. Table 7: P.M. Peak Hour Proposed Trip Generation Land Use (ITE Code) Scale Net External Trips Entering Exiting % Trips % Trips Proposed Development Residential (230) 561 d.u. 106 67% 90 33% 16 Hotel (310) 52 rooms 17 51% 9 49% 8 Retail (820) 1,089,833 s.f. 2,486 48% 1,187 52% 1,299 Office (932) 181,146 s.f. 204 17% 18 83% 186 Restaurant (932) 32,267 s.f. 189 60% 119 40% 70 Sub -Total 3,002 1,423 1,579 Existing Development Credit Residential (230) 96 d.u. 14 67% 14 33% 0 Hotel (310) 53 rooms 17 53% 9 47% 8 Retail (820) 899,978 s.f. 2,419 49% 1,188 51% 1,231 Restaurant (932) 26,025 s.f. 184 59% 114 41% 70 Sub -Total 2,634 1,325 1,309 Net New Development Total 368 98 270 ITE/Miami vehicular occupancy adjustment (16% reduction) (vehicles per hour) 309 83 226 Person -Trip Conversion (1.4 persons per vehicle) (person -trips) 433 116 317 FTL_TPTO\043505000-Miami Design District\Reports Page - 18 May 2013 ► _ 1lKimley-Horn and Associates. Inc. Traffic Impact Analysis Trip Distribution and Assignment The likely distribution of project traffic was forecast for trips expected to be generated by the project. The trip distribution was based on a cardinal trip distribution obtained from the 2035 Cost Feasible Plan for the project site's traffic analysis zone (TAZ 383). The cardinal trip distribution for TAZ 383 is provided in Table 8. The detailed cardinal distribution is included in Appendix H. Table 8: Cardinal Trip Distribution Cardinal Direction Percentage of Trips North -Northeast 15.81% East -Northeast 5.75% East -Southeast 5.57% South -Southeast 15.67% South -Southwest 16.17% West -Southwest 12.87% West -Northwest 11.33% North -Northwest 16.83% Total 100.00% Additionally, the trip distribution and assignment reflected the location and quantity of parking provided at each of the five (5) proposed parking garages within the SAP area. Figures 5 and 6 detail the project trip distribution and assignment at the project driveways and adjacent intersections during the P.M. peak hour. The project trips (vehicular and person -trips) were then distributed and assigned to the roadway network. FTL_TPTO\043505000-Miami Design District\Reports Page - 19 May 2013 reet 14 r,o, J reet .11 tP ro 4 s J am J J1 J 31 M. aE.a<ns� e< J 1 J i ht • r n., ge NE .J J1 r ,n, J .111. J1 r nn, NE36tnurce J 14 J1 14 r J t 3.01N. titr 4 hi NE 39IM1 Street r J 4 ❑ _FPI Kimley-Horn I , and Associates, Inc. 02013 r J1 • 0 • 222 Len, 1 NE 371M1 Street 14 Figure 5 Pr jec[Trip Dis5rbution PM Peak Hour Miami Design District N reel 14 r- tr J S J s J1 h J a eatage NE J .11 r' • ,J 4ir r 1 •":. 411 r" • 44, 'ae 1 • ,�J t NE3E0saaet J 14 ,J C�I� Kimtey-Horn I 1 and Associates, Inc. 2013 • J1 L, r= tr sway rruadsuy 0 smyenerseclu] 0 Ro,eclu, y • 411 i_' 14 r 15 1I Figure 6 Project Traffic PM Peak Hour Miami Design District Kimley-Horn and Associates. Inc. Traffic Impact Analysis FUTURE TOTAL TRAFFIC Total traffic volumes (vehicular and person -trips) considered in the future year (2017) analysis for this project are the sum of 2017 background traffic volumes and the expected project traffic volumes. Figure 7 presents the total traffic for the study area. Total turning movement volume development worksheets for the study intersections are included in Appendix I. FTL_TPTO\043505000-Miami Design District\Reports Page - 22 May 2013 J14 r' 1r NE62nd St J14 r" r J14 tr J 1tl' L ea 14 r" 4114 3"J 11i' ,�►1if' J L 3" J14 r" J14 111' J ,a S 11 L„ 57 r 3" 1tt' ",J 11 " iLr,3 J NE "J 1I I' "J .� I. "" J14 r'' J 414 1,1 1ti' ,'J J 'L7 - S L„ J1 r° t L" 11P ,. L„ 414 r'° o 11 ",S L3a J14 r" J1 J 1ti' -33J 111 2"- ,>> J1 NE 360 Street CKimtey-Horn 1 and Associates, Inc. 11i52. J --5 J14 ," if A. 33 412 �ecena sway rrMuy • s"dy � ,1 u,"ersy ,J ' J14 • 4- NE 371M1 Street J1 0 J14 Figure 7 Total Traffic PM Peak Hour Miami Design District Kimley-Horn IMF and Associates. Inc. Traffic Impact Analysis FUTURE CONDITIONS CAPACITY ANALYSIS Two separate future conditions peak hour capacity analyses were performed. ■ A transportation corridor (person - trip) capacity analysis ■ Intersection capacity analysis was performed at the study intersections Future Background Traffic Conditions Table 9 presents the results of the transportation corridor capacity analysis for the 2017 P.M. peak hour background traffic conditions. As indicated in Table 9, the corridors have sufficient capacity and are expected to operate at adopted levels of service (LOS E). Table 10 presents the results of the intersection capacity analysis for 2017 background conditions. As seen in Table 10, all intersections are expected to operate at their adopted level of service or better. Detailed SYNCHRO 8.0 outputs are included in Appendix J. FTL_TPTO\043505000-Miami Design District\Reports Page - 24 May 2013 Kimsey -Horn and Associates. Inc. Traffic Impact Analysis Table 9: Future Background P.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways Existing P.M. Peak Hour Volume Background Growth Peak Hour Volume 1 Committed Traffic Volume Committed Traffic Volume 2017 P.M. Peak Hour Background Volume (2) 2017 P.M. Peak Hour Background Capacity (C) 2017 P.M. Peak Hour Excess Capacity 2017 P.M. Peak Hour Background Level of Service Person- Trips Person- Trips Vehicle- Trips Person- Trips Person- Trips Person- Trips Person- Trips V/C Ratio LOS N Miami Avenue NB 1,342 1,437 41 57 1,494 2,486 992 0.601 D SB 1,090 1,167 51 71 1,238 2,072 834 0.600 D NE 2nd Avenue NB 795 851 79 111 962 1,405 443 0.685 D SB 730 782 69 97 879 1,957 1,078 0.449 C NE 41st Street EB 122 131 60 84 215 626 411 0.343 C WB 97 104 66 92 196 626 430 0.313 C NE 39th Street EB 171 183 8 11 194 664 470 0.292 C WB 316 338 8 11 349 626 277 0.558 C (1) An annual growth rate (1.73 percent) was applied to the 2013 P.M. peak hour total volume to determine the 2017 background volume. (2) The summation of 2017 peak hour background volumes and committed trips. FTL_TPTO\043505000-Miami Design District\Reports Page - 25 May 2013 pp- fffff■ Mr , Kimley-Horn and Associates. Inc, Traffic Impact Analysis Table 10: Future Background P.M. Peak Hour Intersection Conditions — Study Intersections Intersection Traffic Control 2017 Peak Hour Overall Level of Service LOS Delay (secs) N. Miami Avenue at NE 42nd Streetw Two -Way Stop C 17.7 N. Miami Avenue at NE 41st Street(1) Two -Way Stop C 20.9 N. Miami Avenue at NE 40th Streetlli Two -Way Stop C 18.3 N. Miami Avenue at NE 39th Street Signalized A 9.3 N. Miami Avenue at NE 38th Street/ 1-195 WB Ramp Signalized B 18.8 N. Miami Avenue at 1-195 EB Ramp Signalized C 25.2 N. Miami Avenue at NE 36th Street Signalized D 40.0 NE 1st Avenue at NE 42nd Streetlli Two -Way Stop A 10.0 NE 1st Avenue at NE 41st Streetlli Two -Way Stop B 11.7 NE 1st Avenue at NE 40th Street(1) Two -Way Stop C 15.2 NE 1st Avenue at NE 39th Street Four -Way Stop A 9.2 NE 1st Avenue at NE 38th Street(1) Two -Way Stop B 11.7 NE 1st Avenue at NE 36th Street(1) Two -Way Stop C 24.9 NE 2nd Avenue at NE 42nd Street(1) Two -Way Stop B 13.5 NE 2nd Avenue at NE 41st Streetlli One -Way Stop B 13.6 NE 2nd Avenue at NE 40th Street(1) One -Way Stop B 13.9 NE 2nd Avenue at NE 39th Street Signalized C 26.2 NE 2nd Avenue at NE 38th Street(1) One -Way Stop B 14.3 NE 2nd Avenue at NE 36th Street/Federal Highway Signalized E 57.3 Federal Highway at NE 39th Street Signalized C 26.0 Biscayne Boulevard at NE 38th Street Signalized D 47.1 Biscayne Boulevard at NE 36th Street Signalized E 77.8 NW 1st Avenue at NW 39th Street Four -Way Stop A 8.0 Biscayne Boulevard at NE 37th Street(2) Free -Flow N/A N/A Federal Highway at NE 37th Street(1) One -Way Stop B 11.1 Note: (1) Overall intersection LOS not provided for one-way and two-way stop -controlled intersections. The worst minor street movement is indicated. (2) Intersection operates under free -flow conditions. Therefore, level of service is not calculated. FTL_TPTO\043505000-Miami Design District\Reports Page - 26 May 2013 ► �, Kimley-Horn I _ M and Associates. Inc. Traffic Impact Analysis Future Total Traffic Conditions Table 11 presents the results of the transportation corridor capacity analysis for 2017 P.M. peak hour total traffic conditions. As indicated in Table 11, all corridors are expected to have sufficient capacity and are expected to operate at adopted levels of service (LOS E or better). Table 12 presents the results of the intersection capacity analysis for the 2017 P.M. peak hour total traffic conditions. As seen in Table 12, all intersections are expected to operate at their adopted level of service or better with the exception of the intersection of Biscayne Boulevard & NE 36th Street. It is shown that, with signal timing optimization, the intersection of Biscayne Boulevard & NE 36th Street will operate at acceptable (level of service E) conditions. Project driveways were also analyzed for 2017 P.M. peak hour total traffic conditions. The results of the driveway analyses are presented in Table 13. As seen in Table 13, all project driveways are projected to operate acceptably under stop -controlled conditions. Detailed analysis calculations are included in Appendix K. FTL_TPTO\043505000-Miami Design District\Reports Page - 27 May 2013 Kirnley-Horn and Associates. Inc. Traffic Impact Analysis Table 11: Future Total P.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways 2017 Peak Hour Background Volume Project Peak Hour Distribution (Maximum) Project Peak Hour Assignment 2017 Peak Hour Total Volume (V) (1) 2017 Peak Hour Total Capacity (C) 2017 Peak Hour Excess Capacity 2017 Peak Hour Total Level of Service Person -Trips Person -Trips Person -Trips Person -Trips Person -Trips VAC Ratio LOS N Miami Avenue 28% In 32 NB 1,494 1,558 2,486 928 0.627 D 10% Out 32 10%In 12 SB 1,238 1,304 2,072 768 0.629 D 17% Out 54 NE 2nd Avenue 14%In 16 NB 962 1,000 1,405 405 0.712 D 7% Out 22 8%In 9 SB 878 922 1,957 1,035 0.471 C 11% Out 35 NE 41st Street 17% In 20 EB 215 273 626 353 0.436 C 12% Out 38 12%In 14 WB 196 264 626 362 0.422 C 17% Out 54 NE 39th Street 10%In 12 EB 194 222 664 442 0.334 C 5% Out 16 9% In 10 WB 349 369 626 257 0.589 C 3% Out 10 (1) 2017 peak hour total volume (V) is defined as the sum of the 2017 background volume and the project person -trips FTL_TPTO\043505000-Miami Design District\Reports Page - 28 May 2013 MrKimley-Horn and Associates. Inc, Traffic Impact Analysis Table 12: 2017 Future Total P.M. Peak Hour Intersection Conditions — Study Intersections Intersection Traffic Control 2017 Peak Hour Overall Level of Service LOS Delay (secs) N. Miami Avenue at NE 42nd Street111 Two -Way Stop C 18.1 N. Miami Avenue at NE 41st Street(1) Two -Way Stop C 22.7 N. Miami Avenue at NE 40th Street111 Two -Way Stop C 18.1 N. Miami Avenue at NE 39th Street Signalized A 9.3 N. Miami Avenue at NE 38th Street/ 1-195 WB Ramp Signalized C 22.5 N. Miami Avenue at 1-195 EB Ramp Signalized C 25.2 N. Miami Avenue at NE 36th Street Signalized D 43.2 NE 1st Avenue at NE 42nd Street(1) Two -Way Stop B 10.1 NE 1st Avenue at NE 41st Street111 Two -Way Stop B 12.4 NE 1st Avenue at NE 40th Street(1) Two -Way Stop C 15.7 NE 1st Avenue at NE 39th Street Four -Way Stop A 9.3 NE 1st Avenue at NE 38th Street(1) Two -Way Stop B 12.3 NE 1st Avenue at NE 36th Street(1) Two -Way Stop C 22.8 NE 2nd Avenue at NE 42nd Street(1) Two -Way Stop B 13.8 NE 2nd Avenue at NE 41st Street(1) One -Way Stop B 14.3 NE 2nd Avenue at NE 40th Street(1) One -Way Stop B 14.0 NE 2nd Avenue at NE 39th Street Signalized C 26.7 NE 2nd Avenue at NE 38th Street(1) One -Way Stop B 14.4 NE 2nd Avenue at NE 36th Street/Federal Highway Signalized E 57.5 Federal Highway at NE 39th Street Signalized C 27.5 Biscayne Boulevard at NE 38th Street Signalized D 51.4 Biscayne Boulevard at NE 36th Street Signalized F(E)121 80.1(78.4)121 NW 1st Avenue at NW 39th Street Four -Way Stop A 8.0 Biscayne Boulevard at NE 37th Street(3) Free -Flow N/A N/A Federal Highway at NE 37th Street(1) One -Way Stop B 12.6 Note: (1) Overall intersection LOS not provided for one-way and two-way stop -controlled intersections. The worst minor street movement is indicated. IZi Includes optimized signal timing. (3) Intersection operates under free -flow conditions. Therefore, level of service is not calculated. FTL_TPTO\043505000-Miami Design District\Reports Page - 29 May 2013 fffff■,I Kimley-Horn �and Associates. Inc, Traffic Impact Analysis Table 13: 2017 Future Total P.M. Peak Hour Intersection Conditions — Study Driveways Intersection Traffic Control 2017 Peak Hour Overall Level of Service LOS Delay (secs) NE 41st Street and Driveway 1 (Garage B2/B3) (1) One -Way Stop B 10.0 NE 41st Street and Driveway 2 (Garage Al) (1) One -Way Stop B 10.8 NE 2nd Avenue and Driveway 3 (Garage A3) (1) One -Way Stop C 15.6 NE 38th Street and Driveway 4 (Garage A2) (1) One -Way Stop B 10.2 NE 38th Street and Driveway 5 (Garage B1) (1) One -Way Stop A 9.9 NE 39th Street and Driveway 6 (1) One -Way Stop A 8.2 NW 39th Street and Driveway 7/Driveway 8 (1) Two -Way Stop A 9.9 N Miami Avenue and Driveway 9 Ill One -Way Stop C 24.1 NE 37th Street and Driveway 10 (1) One -Way Stop A 8.6 NE 39th Street and Driveway 11 Ill One -Way Stop B 10.5 Note: (1) Overall intersection LOS not provided for one-way and two-way stop -controlled intersections. LOS on the worst minor street stop -controlled movement is indicated. FTL_TPTO\043505000-Miami Design District\Reports Page - 30 May 2013 =fIIimley-Horn and Associates. Inc, Traffic Impact Analysis TRANSPORTATION CONTROL MEASURES PLAN A Transportation Control Measures Plan is proposed to reduce the impacts of the SAP project traffic on the surrounding roadway network. Miami -Dade County provides public transit in close proximity to the project site. In addition, other measures to encourage people to use public transportation, promote bicycling and walking, encourage car/vanpooling and offer alternatives to the typical workday hours are strategies under consideration. Examples of these incentives include, but are not limited to: ■ Providing transit information within the site including route schedules and maps ■ Providing convenient and secure areas for bicycles ■ Providing other transit -oriented amenities The applicant intends to make the site bicycle/pedestrian- and transit -friendly and will consider these features for incorporation into the site. Parking Garage Interconnectivity In an effort to reduce the amount of external vehicular traffic generated within various blocks of the proposed development, a vehicle interconnection tunnel is proposed to connect parking garage facilities along NE 41st Street. Pedestrian Interconnectivity In addition to the parking garage interconnectivity, pedestrian interconnectivity is provided in the development. A north -south pedestrian mall is proposed mid -block between NE 1st Avenue and NE 2nd Avenue from NE 41st Street to the north and 39th Street to the south. The pedestrian mall will provide interconnectivity between project blocks and minimizes the walking distances within the SAP area. FTL_TPTO\043505000-Miami Design District\Reports Page - 31 May 2013 I•fIIimley-Horn and Associates. Inc. Traffic Impact Analysis CONCLUSION This traffic impact study assesses the impacts of the Special Area Plan (SAP) amendment that is being proposed by Miami Design District Associates, Inc. The SAP is generally bounded by NE 42nd Street to the north, NE 38th Street to the south, NE 1st Avenue to the west, and the Florida East Coast Railroad to the east. The previously approved Miami Design District SAP development plan consisted of 899,978 square feet of retail development, 26,025 square feet of restaurant development, 53 hotel rooms, 96 multi -family residential dwelling units, and ancillary public assembly/meeting area. Currently, the SAP is being amended to include a total of 1,089,833 square feet of retail development, 32,267 square feet of restaurant development, 52 hotel rooms, 561 multi -family residential dwelling units, and 181,146 square feet of office space. Therefore, the net increase associated with the proposed SAP amendment is 189,855 square feet of retail development, 6,242 square feet of retail development, 465 multi -family residential dwelling units, and 181,146 square feet of office space. The analysis was conducted in accordance with the City of Miami requirements, analyzing transportation corridor segments and intersections. Trip generation calculations indicate that the amendment is expected to generate 309 net new vehicular trips (83 inbound / 226 outbound) and 433 net new person trips (116 inbound / 317 outbound) during the P.M. peak hour. These project trips were assigned to the roadway network based on a cardinal trip distribution obtained from the 2035 Cost Feasible Plan. Transportation corridor segments capacity analyses and intersection capacity analyses were performed for existing conditions and for future conditions with and without amendment project traffic. Results of the analyses demonstrate that the transportation corridors and intersections in the vicinity of the project site operate at acceptable levels of service during the P.M. peak hour. FTL_TPTO\043505000-Miami Design District\Reports Page - 32 May 2013 =,IIimley-Horn and Associates. Inc, Traffic Impact Analysis Project driveways were also analyzed for 2017 P.M. peak hour total traffic conditions. All project driveways are projected to operate acceptably under stop -controlled conditions. The approved SAP project proposes a series of improvements including parking garage interconnectivity and pedestrian interconnectivity. These improvements will encourage people traveling to and from the project to use public transportation as well as promote bicycling and walking. FTL_TPTO\043505000-Miami Design District\Reports Page - 33 May 2013