brickell citicentre miami, florida
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Traffic Impact Analysisfor Submittal to theCity of Miami
Brickell CitiCentreMiami, Florida
â2011 Kimley-Horn and Associates, Inc.May 2011Revised June 10, 2011043400000
Traffic Impact Analysisfor Submittal to theCity of Miami
Brickell CitiCentreMiami, Florida
Prepared for:
Swire Properties, Inc.Miami, Florida
Prepared by:
Kimley-Horn and Associates, Inc.Fort Lauderdale, Florida
â2011 Kimley-Horn and Associates, Inc.May 2011Revised June 10, 2011043400000
Traffic Impact Analysis
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TABLE OF CONTENTS
INTRODUCTION .......................................................................................................................... 1
DATA COLLECTION...................................................................................................................... 3
CAPACITY ANALYSIS METHODOLOGY ......................................................................................... 8Level of Service Standard ................................................................................................ 8Transportation Corridor Level of Service Methodology ................................................... 8Intersection Level of Service Methodology ..................................................................... 9
EXISTING CONDITIONS (2011) CAPACITY ANALYSIS .................................................................. 10Transportation Corridors .............................................................................................. 10
FUTURE BACKGROUND TRAFFIC CONDITIONS .......................................................................... 17Background Area Growth .............................................................................................. 17Committed Developments ............................................................................................ 18
PROJECT TRAFFIC ..................................................................................................................... 22Existing and Proposed Land Uses .................................................................................. 22Project Access ............................................................................................................... 22Trip Generation ............................................................................................................ 23Trip Distribution and Assignment .................................................................................. 26
FUTURE TOTAL TRAFFIC............................................................................................................ 31
FUTURE CONDITIONS CAPACITY ANALYSIS ............................................................................... 34Future Background Traffic Conditions ........................................................................... 34Future Total Traffic Conditions ...................................................................................... 38
PROJECT DRIVEWAY ANALYSIS ................................................................................................. 45
TRANSPORTATION CONTROL MEASURES PLAN AND PROPOSED IMPROVEMENTS ................... 47Bicycle Facility Considerations ...................................................................................... 47Parking Garage Interconnectivity .................................................................................. 47Pedestrian Interconnectivity ......................................................................................... 48City of Miami Biscayne/Brickell Trolley ......................................................................... 48Eighth Street Metromover Station ................................................................................ 48Greenways .................................................................................................................... 49
SIGNAL WARRANT ANALYSIS .................................................................................................... 50
CONCLUSION .......................................................................................................................... 52
Traffic Impact Analysis
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LIST OF FIGURES
Figure 1: Project Location Map ................................................................................................... 2Figure 2: Intersection Laneage Configuration ............................................................................. 4Figure 3: 2011 A.M. Peak Hour Traffic Volumes .......................................................................... 6Figure 4: 2011 P.M. Peak Hour Traffic Volumes .......................................................................... 7Figure 5: A.M. Peak Hour Future Background Traffic ................................................................ 20Figure 6: P.M. Peak Hour Future Background Traffic ................................................................. 21Figure 7: A.M. Peak Hour Project Trip Distribution ................................................................... 27Figure 8: P.M. Peak Hour Project Trip Distribution .................................................................... 28Figure 9: A.M. Peak Hour Project Assignment ........................................................................... 29Figure 10: P.M. Peak Hour Project Assignment ......................................................................... 30Figure 11: A.M. Peak Hour Future Total Traffic ......................................................................... 32Figure 12: P.M. Peak Hour Future Total Traffic ......................................................................... 33
LIST OF TABLES
Table 1: Data Collection Summary .............................................................................................. 5Table 2: Transportation Corridor Level of Service Thresholds ..................................................... 9Table 3: 2011 A.M. and P.M. Peak Hour Roadway Volumes ...................................................... 10Table 4: 2011 A.M. and P.M. Peak Hour Miami-Dade Transit Conditions – S Miami and SW 1st
Avenues ............................................................................................................................. 12Table 5: 2011 A.M. and P.M. Peak Hour Miami-Dade Transit Conditions on S 7th and 8th Streets13Table 6: 2011 A.M. Peak Hour Transportation Corridor Segment Conditions ............................ 14Table 7: 2011 P.M. Peak Hour Transportation Corridor Segment Conditions ............................ 15Table 8: 2011 Peak Hour Intersection Conditions ..................................................................... 16Table 9: Growth Analysis Summary .......................................................................................... 18Table 10: Proposed Trip Generation ......................................................................................... 25Table 11: Cardinal Trip Distribution .......................................................................................... 26Table 12: Future Background A.M. Peak Hour Transportation Corridor Segment Conditions .... 35Table 13: Future Background P.M. Peak Hour Transportation Corridor Segment Conditions .... 36Table 14: Future Background A.M. and P.M. Peak Hour Intersection Conditions ...................... 37Table 15: Future Total A.M. Peak Hour Transportation Corridor Segment Conditions ............... 39Table 16: Future Total P.M. Peak Hour Transportation Corridor Segment Conditions ............... 40Table 17: Future Total A.M. and P.M. Peak Hour ...................................................................... 41Table 18: Future Total A.M. and P.M. Peak Hour ...................................................................... 42Table 19: Future Total A.M. and P.M. Peak Hour ...................................................................... 43Table 20: Future Total A.M. and P.M. Peak Hour ...................................................................... 44Table 21: Future Total A.M. and P.M. Peak Hour Scenario B 95th Percentile Queue Lengths .... 44Table 22: Peak Hour Entry Gate Analysis .................................................................................. 46
Traffic Impact Analysis
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LIST OF APPENDICES
Appendix A: Methodology CorrespondenceAppendix B: Traffic Count DataAppendix C: Miami-Dade Transit DataAppendix D: Existing Conditions AnalysisAppendix E: Growth Trend AnalysesAppendix F: Vested Development Trip InformationAppendix G: Proposed Improvements along Brickell AvenueAppendix H: Trip GenerationAppendix I: Cardinal Trip DistributionAppendix J: Volume Development WorksheetsAppendix K: Future Background Conditions AnalysisAppendix L: Future Total Conditions AnalysisAppendix M: Special Area PlanAppendix N: Gate Entry AnalysisAppendix O: Signal Warrant Analysis
Traffic Impact Analysis
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INTRODUCTION
Swire Properties, Inc. is proposing a mixed-use development that is bounded by SE 6th Street to
the north, SE 8th Street/SR 90 to the south, SW 1st Avenue to the west, and the Northern Trust
Bank parcel to the east (immediately west of Brickell Avenue). Figure 1 depicts the location of
the project. As noted in Figure 1, the development is divided into Brickell CitiCentre West (BCC
West), Brickell CitiCentre East (BCC East), Brickell CitiCentre North (BCC North), and Eastern
National Bank (ENB) parcel. The proposed development includes 830 residential units, a 290-
room hotel, and 906,463 square feet of office of which 95,117 square-feet will serve as medical
office. The development will also include 535,300 square-feet of retail of which 142,000 square
feet will serve as entertainment uses such as a nightclub, cinema, and a bowling alley.
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 project’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) 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. An initial methodology meeting was conducted with the
City of Miami’s traffic consultant on April 18, 2011. All methodology correspondence is
included in Appendix A.
NNOT TO SCALE
SW 4th Street
Figure 1Project Location Mapj p
Brickell CitiCentre© 2011
Traffic Impact Analysis
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DATA COLLECTION
Traffic data were collected in the study area for this project. The study area roadway corridors
for this project include:
¶ South Miami Avenue
¶ SW 1st Avenue
¶ SW/SE 7th Street
¶ SW/SE 8th Street
The following intersections were examined:
¶ SW 7th Street at SW 3rd Avenue
¶ SW 7th Street at SW 2nd Avenue
¶ SW 7th Street at SW 1st Avenue
¶ S 7th Street at Miami Avenue
¶ SE 7th Street at Brickell Avenue
¶ SW 8th Street at SW 3rd Avenue
¶ SW 8th Street at SW 2nd Avenue
¶ SW 8th Street at SW 1st Avenue
¶ S 8th Street at Miami Avenue
¶ SE 8th Street at Brickell Plaza
¶ SE 8th Street at Brickell Avenue
¶ S Miami Avenue at S 4th Street
¶ S Miami Avenue at S 6th Street
¶ S Miami Avenue at S 9th Street
¶ Brickell Avenue at SE 5th Street
¶ Brickell Avenue at SE 6th Street
Lane configurations for roadways adjacent to the proposed development are provided in Figure
2. A.M. peak period (7:00 A.M. to 9:00 A.M.) and 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. The data collection date and corresponding
peak season conversion factors are shown in Table 1. Turning movement counts, 24-hour
volume counts, and peak season conversion factors are provided in Appendix B.
NNOT TO SCALE
Figure 2Laneage Configuration
Brickell CitiCentre© 2011
Traffic Impact Analysis
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Table 1: Data Collection Summary
Intersection Date Peak Season Factor
SW 7th Street and SW 3rd Avenue 4/26/2011 1.01SW 7th Street and SW 2nd Avenue 4/26/2011 1.01SW 7th Street and SW 1st Avenue 3/24/2011 1.00S 7th Street and Miami Avenue 3/24/2011 1.00
SE 7th Street and Brickell Avenue 5/11/2010* 1.02SW 8th Street and SW 3rd Avenue 4/26/2011 1.01SW 8th Street and SW 2nd Avenue 4/26/2011 1.01SW 8th Street and SW 1st Avenue 3/24/2011 1.00S 8th Street and Miami Avenue 3/24/2011 1.00SE 8th Street and Brickell Plaza 4/26/2011 1.01
SE 8th Street and Brickell Avenue 5/11/2010* 1.02S Miami Avenue and S 4th Street 4/27/2011 1.01S Miami Avenue and S 6th Street 3/24/2011 1.00S Miami Avenue and S 9th Street 4/26/2011 1.01Brickell Avenue and SE 5th Street 5/11/2010* 1.02Brickell Avenue and SE 6th Street 5/11/2010* 1.02
Note: * Counts obtained from a previous FDOT study. A growth factor was applied to determine 2011volumes.
Figures 3 and 4 present the A.M. and P.M. peak hour 2011 peak season transportation corridor
volumes (person-trips including transit riders) and peak season turning movement volumes at
the study intersections.
12 'Int12'!
15 'Int15'!
13 'Int13'!
16 'Int16'!
1 'Int1'! 2 'Int2'! 3 'Int3'! 4 'Int4'!
5 'Int5'!
6 'Int6'! 7 'Int7'! 8 'Int8'! 9 'Int9'! 10 'Int10'! 11 'Int11'!
14 'Int14'!
40 529
4
1
86100 24 59 49
7
93 1,38
8
71
57849
936 99 98
7 61
64
2128
1
23 1,49
6
1
465
132
26
121
1,17
3
64
70 184
147
294
591
993 961 759 72269 133 122
164
1,13
5
203
4440
113 87 243
519
274
515 4
365
1,29
1
253
245
17 159
131
449
201
4 4 807
341
540
697
837
223 526
185 321 264
578 672,275
52 276 1,747
139
343 2,030
941
691,411
460 86 477 1,586
782
997
87 577 27
2915
231
217
231
639
NNOT TO SCALE
Figure 32011 Existing Traffic
A.M. Peak HourBrickell CitiCentre
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 6th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
SE 4th Street (EB)
to EB Biscayne Blvd Way
Right-out onlyDriveway
Hotel
SW 7th Street
SW 8th StreetSW
1st
Ave
nue
SW 2
nd A
venu
e
SW 3
rd A
venu
e
1,99
7
2,813
1,823
LegendStudy Roadway
Study Intersection
Person-Trips
453 Traffic Volume
1,694
(to E
BSE
4th
Str
eet )
## 'Int12'!
## 'Int15'!
## 'Int13'!
## 'Int16'!
## 'Int1'! ## 'Int2'! ## 'Int3'! ## 'Int4'!
## 'Int5'!
## 'Int6'! ## 'Int7'! ## 'Int8'! ## 'Int9'! ## 'Int10'! ## 'Int11'!
## 'Int14'!
115
623 25
13631
247
191 1,184
189
66 305 187
664 49 738 96368 71 330 9211,470
195
116 179 1,011443
909
274
277 258
501
28 392
173
690
134
36 1 1,05
2
309
512
512
1,18
0 11
228
185
198
268
278
408
493 66
362
1,26
2
22
99
979515 167 1971,312 1,566 1,048 109224
179
368
111
277
626
33
110
1,13
4
8
3
42 1,48
3
1
555
102
2139
782 53
1,09
4 57
56
145
1,40
8
74
481566
534
6365 63 53
7
9
96 671
1
NNOT TO SCALE
Figure 42011 Existing Traffic
P.M. Peak HourBrickell CitiCentre
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 6th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
to EB Biscayne Blvd Way
(to E
BSE
4th
Str
eet )
Right-out onlyDriveway
Hotel
SW 7th Street
SW 8th StreetSW
1st
Ave
nue
SW 2
nd A
venu
e
SW 3
rd A
venu
e
2,23
5
1,813
2,432
LegendStudy Roadway
Study Intersection
Person-Trips
453 Traffic Volume
1,694
SE 4th Street (EB)
Traffic Impact Analysis
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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 2 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.
Traffic Impact Analysis
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Table 2: Transportation Corridor Level of Service Thresholds
LOSS Miami Avenue/SW 1st Avenue(2) S 7th Street/ S 8th Street
Peak Hour DirectionalVolume Thresholds
V/CRatio
Peak Hour DirectionalVolume Thresholds
V/CRatio
A (1) (1) (1) (1)
B (1) (1) (1) (1)
C 1,134 0.41 1,260 0.41
D 2,516 0.91 2,796 0.91
E 2,776 1.00 3,084 1.00
F - >1.00 - >1.00
Note:(1) Cannot be achieved per Table 7 from FDOT’s 2009 Quality/Level of Service Handbook.(2) Based on Class III/IV roadway Major City/County Roadway (10 percent reduction) at 1.2 one-way factor.(3) Based on Class III/IV roadway at 1.2 one-way factor.
Intersection Level of Service Methodology
Level of service analyses were performed for study intersections using Trafficware’s SYNCHRO
7.0 Software, which applies methodologies outlined in the Highway Capacity Manual, 2000
Edition.
Traffic Impact Analysis
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EXISTING CONDITIONS (2011) 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 3 presents the
unadjusted 2011 A.M. and P.M. peak hour directional traffic volumes, peak season conversion
factors, and the 2011 peak season A.M. and P.M. peak hour directional traffic volumes for the
study corridors. Corridor count data is included in Appendix B.
Table 3: 2011 A.M. and P.M. Peak Hour Roadway Volumes
Roadway Segments Direction2011 A.M.Peak HourVolumes
2011 P.M.Peak HourVolumes
FDOT PeakSeason
AdjustmentFactor
2011 PeakSeason A.M.
Peak HourVolumes
2011 PeakSeason P.M.Peak HourVolumes
S Miami Avenue NB 722 981 1.01 729 991
SW 1st Avenue SB 716 922 1.02 730 940
SW/SE 8th Street EB 1,852 1,172 1.01 1,871 1,184
SW/SE 7th Street WB 1,198 1,559 1.01 1,210 1,575
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 A.M. at P.M. peak hour ridership and capacities for the transit service.
Nine (9) Miami-Dade transit routes presently serve the study area during both the A.M. and the
P.M. peak hours. In addition, the study area is served by the Metromover downtown
automated people mover and Metrorail heavy rail system.
¶ Route 6 operates with 60 minute headways in both directions.
¶ Route 8 operates with 10 minute headways in both directions.
¶ Route 24 operates with 20 minute headways in both directions.
¶ Route 48 operates with 60 minute headways in both directions.
¶ Route 95 operates with 15 minute headway northbound and 30 minute headway
southbound.
Traffic Impact Analysis
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¶ Route 102/Route B operates with 10 minute headways in both directions during A.M.
peak period and 15 minute headways in both directions during the P.M. peak period.
¶ Route 207 operates with 15 minute headways with a clockwise circulation.
¶ Route 208 operates with 15 minute headways with a counterclockwise circulation.
¶ Route 248 operates with 20 minute headways in both directions.
¶ Metromover operates with 1.5 minute headways in both directions.
¶ Metrorail operates with 8 minute headways in both directions.
MDT staff indicated that Metrobus routes on the study corridors utilize various bus types with
different capacities. For purposes of this analysis, an average capacity for each route was
determined using data obtained from Miami-Dade Transit. The ridership capacities for the bus
routes were calculated for the A.M. and 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. Tables 4 and 5 present the
existing A.M. and P.M. peak hour ridership on the routes studied; the ridership data obtained
from Miami-Dade Transit is included in Appendix C.
Traffic Impact Analysis
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Table 4: 2011 A.M. and P.M. Peak Hour Miami-Dade Transit Conditions – S Miami and SW 1st
Avenues
Transit RouteInformation
Directionof Travel
Peak HourHeadways
A.M. (P.M.)in minutes
Buses perHour
A.M.(P.M)
AverageCapacity(riders)
Peak HourDirectionalPerson-Trip
CapacityA.M.(P.M.)
Peak HourAverage Directional
Route RidershipA.M.(P.M.)
S M
iam
i Ave
nue
(nor
thbo
und)
and
SW
1st
Ave
nue
(sou
thbo
und)
Route 6Northbound
60(60)
1(1)
3636
(36)6 riders per bus
(5 riders per bus)
Southbound60
(60)1
(1)36
36(36)
4 riders per bus(16 riders per bus)
Route 8Northbound
10(10)
6(6)
53318
(318)16 riders per bus
(18 riders per bus)
Southbound10
(10)6
(6)53
318(318)
9 riders per bus(15 riders per bus)
Route 24Northbound
20(20)
3(3)
53159
(159) 14 riders per bus(11 riders per bus)
Southbound20
(20)3
(3)53
159(159)
13 riders per bus(12 riders per bus)
Route 48 Northbound60
(60)1
(1)36
36(36)
10 riders per bus(4 riders per bus)
Route 95Northbound
-(15)
0(4)
530
(212)(4 riders per bus)
Southbound30( - )
2(0)
53212(0)
16 riders per bus
Route102/Route B
Northbound12
(15)5
(4)53
265(212)
16 riders per bus(17 riders per bus)
Southbound12
(15)5
(4)53
265(212)
6 riders per bus(24 riders per bus)
Route 208Northbound
15(15)
4(4)
53212
(212)11 riders per bus
(10 riders per bus)
Southbound15
(15)4
(4)53
212(212)
15 riders per bus(19 riders per bus)
MetromoverNorthbound 1.5 minutes
40(40)
75 3,000 (3,000) 293 [7 riders per vehicle](375 [9 riders per vehicle])
Southbound 1.5 minutes40
(40)75 3,000 (3,000)
207 [5 riders per vehicle](515 [13 riders per vehicle])
MetrorailNorthbound 8 minutes
7(7)
504 3,528 (3,528) 405 [58 riders per train]
(196 [28 riders per train ])
Southbound 8 minutes7
(7)504 3,528 (3,528)
326 [47 riders per train](567 [81 riders per train ])
TotalNorthbound -
67(70)
- 7,554 (7,713)976 (17 riders per vehicle)
(848 [19 riders per vehicle])
Southbound -68
(65)- 7,624 (7,465)
752 (14 riders per vehicle)(1,381 [25 riders per vehicle])
Traffic Impact Analysis
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Table 5: 2011 A.M. and P.M. Peak Hour Miami-Dade Transit Conditions on S 7th and 8th Streets
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. Tables 6 and 7 present the existing
transportation corridor level of service. As indicated in these tables, the transportation
corridors have excess person-trip capacity during the A.M. and P.M. peak hours and operate at
acceptable levels of service.
Transit RouteInformation
Direction ofTravel
Peak HourHeadways
A.M. (P.M.)in minutes
Buses perHour
A.M.(P.M)
AverageBus
Capacity(riders)
PeakHour
DirectionalPerson-Trip
CapacityA.M.(P.M.)
Peak HourAverage Directional
Route RidershipA.M.(P.M.)
SW/S
E 8
th (E
astb
ound
) and
SW
/SE
7th
Str
eet (
Wes
tbou
nd)
Route 8
Eastbound10
(10)6
(6)53
318(318)
16 riders per bus(12 riders per bus)
Westbound10
(10)6
(6)53
318(318)
13 riders per bus(24 riders per bus)
Route 48
Eastbound60
(60)1
(1)36
36(36)
9 riders per bus(3 riders per bus)
Westbound60
(60)1
(1)36
36(36)
3 riders per bus(10 riders per bus)
Route 102/Route B
Eastbound10
(15)6
(4)53
318(212)
8 riders per bus(12 riders per bus)
Route 207 Westbound15
(15)4
(4)53
212(212)
12 riders per bus(19 riders per bus)
Route 208 Eastbound15
(15)4
(4)53
212(212)
10 riders per bus(8 riders per bus)
Total
Eastbound -17
(15)-
884(778)
194 (11 riders per bus)(155 [19 riders per vehicle])
Westbound -11
(11)-
566(566)
129 (9 riders per vehicle)(227 [18 riders per vehicle])
Traffic Impact Analysis
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Table 6: 2011 A.M. Peak Hour Transportation Corridor Segment Conditions
(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.
Principal Roadways
Peak SeasonA.M. Peak Hour
Roadway Volumes
A.M. PeakHour Transit
Ridership
A.M. PeakHour TotalVolume (V)
Directional PeakHour Vehicular
Capacity (2)
A.M. PeakHour Transit
Capacity
A.M. PeakHour Total
Capacity (C)
A.M. PeakHour
ExcessCapacity
A.M. PeakHour Level of
Service
VehiclesPerson-Trips (1)
Person-Trips
Person-Trips
VehiclesPerson-Trips (1)
Person-Trips
Person-Trips
Person-Trips
V/CRatio
LOS
S M
iam
i Ave
nue
and
SW 1
st A
venu
e NB 729 1,021 976 1,997 2,776 3,886 7,554 11,440 9,443 0.175 C
SB 730 1,022 752 1,774 1,836 2,570 7,624 10,194 8,420 0.174 C
SW/S
E 7
th S
tree
t and
SW/S
E 8
th S
tree
t
EB 1,871 2,619 194 2,813 3,084 4,318 884 5,202 2,389 0.541 D
WB 1,210 1,694 129 1,823 3,084 4,318 566 4,884 3,061 0.373 C
Traffic Impact Analysis
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Table 7: 2011 P.M. Peak Hour Transportation Corridor Segment Conditions
(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 at the Miami-Downtown DRI.
Principal Roadways
Peak SeasonP.M. Peak Hour
Roadway Volumes
P.M. PeakHour Transit
Ridership
P.M. PeakHour TotalVolume (V)
Directional PeakHour Vehicular
Capacity (2)
P.M. PeakHour Transit
Capacity
P.M. PeakHour Total
Capacity (C)
P.M. PeakHour
ExcessCapacity
P.M. PeakHour Level of
Service
VehiclesPerson-Trips (1)
Person-Trips
Person-Trips
VehiclesPerson-Trips (1)
Person-Trips
Person-Trips
Person-Trips
V/CRatio
LOS
S M
iam
i Ave
nue
and
SW 1
st A
venu
e NB 991 1,387 848 2,235 2,776 3,886 7,713 11,599 9,364 0.193 C
SB 940 1,316 1,381 2,697 1,836 2,570 7,465 10,035 7,338 0.269 C
SW/S
E 7
th S
tree
t and
SW/S
E 8
th S
tree
t
EB 1,184 1658 155 1,813 3,084 4,318 778 5,096 3,283 0.356 C
WB 1,575 2,205 227 2,432 3,084 4,318 566 4,884 2,452 0.498 D
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 16 June 2011
A.M. and P.M. peak hour capacity analyses were also performed for the study intersections.
Table 8 presents the results of the analyses. All study intersections operate at adopted level of
service standards. Detailed information from the intersection capacity analysis is included in
Appendix D.
Note: (1) Overall intersection LOS not provided for two-way stop-controlled intersections.The worst minor street movement is indicated.
Table 8: 2011 Peak Hour Intersection Conditions
Intersection
2011 Peak Hour OverallLevel of Service
A.M.(P.M.)
LOS Delay (secs)
SW 7th Street and SW 3rd Avenue(Signalized)
A(B) 6.8(15.0)
SW 7th Street and SW 2nd Avenue(Signalized)
C(C) 23.0(31.8)
SW 7th Street and SW 1st Avenue(Signalized)
C(C) 23.5(21.1)
S 7th Street and S Miami Avenue(Signalized)
C(C) 24.0(26.8)
SE 7th Street and Brickell Avenue(Signalized)
B(C) 18.7(30.0)
SW 8th Street and SW 3rd Avenue(Signalized)
B(C) 18.6(24.3)
SW 8th Street and SW 2nd Avenue(Signalized)
C(C) 20.2(22.4)
SW 8th Street and SW 1st Avenue(Signalized)
B(B) 18.1(19.3)
S 8th Street and S Miami Avenue(Signalized)
C(C) 24.5(22.5)
SE 8th Street and Brickell Plaza(Unsignalized)(1) C(B) 18.4(12.6)
SE 8th Street and Brickell Avenue(Signalized)
D(D) 53.8(46.1)
SE 6th Street and S Miami Avenue(Unsignalized)(1) B(B) 13.3(13.2)
SE 9th Street and S Miami Avenue(Unsignalized)(1) B(C) 13.7(16.3)
SE 5th Street and Brickell Avenue(Signalized)
B(B) 12.0(12.0)
SE 6th Street and Brickell Avenue(Unsignalized)(1) B(D) 16.1(27.6)
SE 4th Street and S Miami Avenue(Signalized)
B(B) 10.3(10.4)
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 17 June 2011
FUTURE BACKGROUND TRAFFIC CONDITIONS
Future background traffic conditions are defined as the expected traffic conditions on the study
roadway network in the Year 2018 (corresponding to total buildout 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 9
provides a summary of the analysis. The following FDOT count stations were referenced for
this analysis:
¶ Count station no. 550 located on Brickell Avenue south of the Miami River Bridge
¶ Count station no. 5042 located on Brickell Avenue south of SE 8th Street
¶ Count station no. 5090 located on SE 8th Street west of Brickell Avenue
¶ Count station no. 5091 located on SE 7th Street west of Brickell Avenue
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 18 June 2011
Table 9: Growth Analysis Summary
5-yearHistorical
Trend Analysis
10-yearHistorical
Trend Analysis
SERPM ForecastArea wide
FinalGrowth
Rate2005 2035
Brickell Avenue southof the Miami RiverBridge
-0.49% -2.08%
587,000 872,700 1.62% 1.62%
Brickell Avenue southof SE 8th Street
-1.22% -0.31%
SE 8th Street west ofBrickell Avenue
3.37% -1.79%
SE 7th Street west ofBrickell Avenue
2.52% 2.52%
Average 1.05% -0.42%
As indicated in Table 9, the 5-year historical trend analysis determined the growth rate to be
1.05 percent (1.05%). The 10-year historical trend growth rate was determined to be -0.42
percent (-0.42%). 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 Brickell District. The calculations for the SERPM volumes determined a
linear growth rate of 1.62 percent (1.62%). In order to provide a conservative analysis, a
compound growth rate of 1.62 percent was used in the analysis. Historical traffic 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. The following developments were reviewed and included in the background
traffic.
¶ 600 Brickell
¶ 1101 Brickell
¶ The Beacon
¶ 888 Brickell
¶ Premiere Towers
¶ Brickell Station
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 19 June 2011
Available information for these developments is included in Appendix F.
In addition, future roadway improvements were reviewed within the study area. An Arterial
Safety Study along Brickell Avenue from SE 5th Street to SE 8th Street proposed a median closure
at SE 6th Street and turn lane modifications at adjacent intersections (see Appendix G). For
purposes of this analysis, traffic affected by these improvements was rerouted through SE 5th
Street for both future background and future total traffic conditions. Figures 5 and 6 present
the A.M. and P.M. peak hour background conditions intersection volumes.
12 'Int12'!
15 'Int15'!
13 'Int13'!
16 'Int16'!
1 'Int1'! 2 'Int2'! 3 'Int3'! 4 'Int4'!
5 'Int5'!
6 'Int6'! 7 'Int7'! 8 'Int8'! 9 'Int9'! 10 'Int10'! 11 'Int11'!
14 'Int14'!
45 650
4
1
96112 27 66 61
2
104
1,56
2
79
64955
1047
246*
1,11
3 68
72
2143
1
26 1,68
3
1
576
148 1,12
2
29
0*
1,45
6*
72
78 206
165
329
719
1,136 1,100 874 81301 149 146
193
1,27
0
227
4945
126 97 272
581
332
632 4
408
1,45
3
283
274
19 178
147
569
225
4 4 903
382
604
780
937
250 597
207 359 295
728 832,572
58 309 1,955
156
384 2,298 771,587
515 96 560 1,775
971
148
646 30
3217
1058
259
243
259
724
LegendStudy Roadway
Study Intersection
Person-Trips
453 Traffic VolumeNNOT TO SCALE
Figure 5Future Background Traffic
A.M. Peak HourBrickell CitiCentre
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 6th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
to EB Biscayne Blvd Way
Right-out onlyDriveway
Hotel
SW 7th Street
SW 8th StreetSW
1st
Ave
nue
SW 2
nd A
venu
e
SW 3
rd A
venu
e
Median closure. Northbound andeastbound left-turn traffic re-routed
to SE 5th Street
221
988
403
1,694
SE 4th Street (EB)
(to E
BSE
4th
Str
eet )
## 'Int12'!
## 'Int15'!
## 'Int13'!
## 'Int16'!
## 'Int1'! ## 'Int2'! ## 'Int3'! ## 'Int4'!
## 'Int5'!
## 'Int6'! ## 'Int7'! ## 'Int8'! ## 'Int9'! ## 'Int10'! ## 'Int11'!
## 'Int14'!
172
744 28
15247
276
214 1,532
218
74 341 222
874 66 923
107
412 79 390 1,1441,852
251
130 200 1,317513
1,13
4
309
383 336
590
31 439
194
857
150
40 1 1,34
1
381
589
621
1,41
5 12
255
207
222
300
311
483
730 74
429
1,61
1
25
111
1,402605 187 2561,741 2,054 1,469 122251
200
412
124
316
750
154
0*
1,48
7*
3
95 1,76
6
1
716
197
2185
972
207*
1,44
0 64
73
177
1,72
0
83
541774
722
7173 71 59
8
10
107
800
1
LegendStudy Roadway
Study Intersection
Person-Trips
453 Traffic VolumeNNOT TO SCALE
Figure 6Future Background Traffic
P.M. Peak HourBrickell CitiCentre
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 6th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
to EB Biscayne Blvd Way
Right-out onlyDriveway
Hotel
SW 7th Street
SW 8th StreetSW
1st
Ave
nue
SW 2
nd A
venu
e
SW 3
rd A
venu
e
Median closure. Northbound andeastbound left-turn traffic re-routed
to SE 5th Street
2,50
1
2,029
2,722
1,694
SE 4th Street (EB)
(to E
BSE
4th
Str
eet )
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 22 June 2011
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
As previously indicated, the project proposes to develop four blocks within the study area. The
development will include 830 residential units, a 290-room hotel, and 906,463 square feet of
office of which 95,117 square-feet will serve as medical office. The development will also
include 535,300 square-feet of retail of which 142,000 will serve as entertainment. Currently,
the ENB parcel is occupied by a 197,611 square-foot office building while the BCC North parcel
is occupied by seven tennis (7) courts. Construction is expected to be completed and the
project occupied by the year 2018.
Project Access
Access to the site is proposed via eight (8) driveways. The following provides a summary of
each driveway including the land use that is accessed and type of driveway connection. Please
note that drop-off driveways are also provided throughout the development.
Access from SW 7th Street
1. Driveway #1 (BCC West): residential units, left-in/left-out driveway with proposed
signalization at SW 1st Avenue
2. Driveway #2 (BCC East/BCC North): retail space, left-in/left-out driveway (BCC East),
retail space, right-out only driveway (BCC North) with proposed signalization
3. Driveway #3 (ENB): office space, left-out only driveway
Access from SW 8th Street
4. Driveway #4(BCC West): retail space, left-in/left-out driveway
5. Driveway #5(BCC East): retail space, left-in/left-out driveway
6. Driveway #6(ENB): office space, full access driveway with proposed signalization
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 23 June 2011
Access from S Miami Avenue
7. Driveway #7(BCC North): retail space, right-in only driveway
Access from SE 6th Street
8. Driveway #8(BCC North): residential units, full access driveway
Trip Generation
Proposed vehicular trip generation for the project was calculated using rates and equations
contained in the Institute of Transportation Engineer’s (ITE) Trip Generation, 8th Edition. The
trip generation for the proposed land uses was determined using ITE Land Use Codes 820
(Shopping Center), 437 (Bowling Alley), 445 (Multiplex Movie Theater), 925 (Drinking Place),
710 (General Office Building), 720 (Medical-Dental Office Building), 310 (Hotel), 232 (High-Rise
Residential Condominium), 233 (Luxury Condominium), 850 (Supermarket), 931 (Quality
Restaurant), and 932 (High-Turnover Restaurant). For the existing land uses, ITE Land Use
Codes 710 (General Office Building) and 491 (Racquet/Tennis Club) were used. Project trips
were estimated for the A.M. and P.M. peak hours.
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 internal capture
rate for the project is 20.6 percent during A.M. peak hour and 31.2 percent 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 and the site’s residents will walk to the site as well as to nearby
retail establishments and local places of interest.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 24 June 2011
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. Trip generation credit was taken for trips being generated by the
existing 197,611 square-foot office building on the ENB parcel. Project trips were estimated for
the A.M. and P.M. peak hours. The vehicular trip generation calculations for the project are
presented in Table 10. Detailed trip generation calculations are included in Appendix H.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 25 June 2011
Table 10: Proposed Trip Generation
A.M.(P.M.) Peak Hour Driveway Volume
Entering Exiting
Future Land Use(ITE Code)
ScaleNet External
Trips% Trips % Trips
Proposed Development
High-Rise Residential (232) 755 du178
(110)19%
(62%)12
(88)81%
(38%)166(22)
Serviced Residential (233) 75 du32
(11)23%
(63%)4
(10)77%
(37%)28(1)
Hotel (310) 290 room111(59)
61%(53%)
72(35)
39%(47%)
39(24)
Bowling Alley (437) 15 ksf43
(25)60%
(35%)26(5)
40% (65%)
17(20)
Multiplex Movie Theater (445) 14 screens-
(85)-
(45%)-
(33)-
(55%)-
(52)
General Office Building (710) 811.346 ksf811
(844)88%
(17%)786(96)
12%(83%)
25(748)
Medical-Dental Office Building(720)
95.117 ksf189
(218)79%
(27%)158(47)
21%(73%)
31(171)
Shopping Center (820) 393.177 ksf187
(1,146)61%
(49%)131
(557)39%
(51%)56
(589)
Supermarket (850) 16 ksf27
(50)61%
(51%)20
(28)39%
(49%)7
(22)
Quality Restaurant (931) 10 ksf4
(27)50%
(67%)2
(26)50%
(33%)2
(1)High-Turnover (Sit-Down)Restaurant (932)
20.128 ksf104(40)
52%(59%)
57(40)
48%(41%)
47(0)
Drinking Place (925) 15 ksf-
(62)-
(66%)-
(58)-
(34%)-
(4)
Sub-Total1,686
(2,677)1,268
(1,023)418
(1,654)Existing Development Credit
General Office Building 197.611 ksf(1) 291(270)
268(36)
23(234)
Racquet/Tennis Club 7 courts6
(22)3
(11)3
(11)
Sub-Total297
(292)271(47)
26(245)
Net New Development
Total1,389
(2,385)997
(976)392
(1,409)ITE/Miami vehicular occupancyadjustment (16% reduction) (vehicles per hour)
1,166(2,003)
837(820)
329(1,184)
Person-Trip Conversion (1.4 persons per vehicle)(person-trips)
1,632(2,804)
1,172(1,148)
461(1,656)
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 26 June 2011
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 569). The cardinal trip
distribution for TAZ 569 is provided in Table 11. The detailed cardinal distribution is included in
Appendix I.
Table 11: Cardinal Trip Distribution
Cardinal Direction Percentage of Trips
North-Northeast 14.85%
East-Northeast 5.63%
East-Southeast 1.02%
South-Southeast 1.84%
South-Southwest 7.34%
West-Southwest 21.43%
West-Northwest 24.34%
North-Northwest 23.55%
Total 100.00%
Figures 7 through 10 show the project trip distribution and assignment at the project driveways
and adjacent intersections for the A.M. and P.M. peak hours. The project trips (vehicular and
person-trips) were then distributed and assigned to the roadway network.
12 'Int12'!
15 'Int15'!
13 'Int13'!
16 'Int16'!
1 'Int1'! 2 'Int2'! 3 'Int3'! 4 'Int4'!
5 'Int5'!
6 'Int6'! 7 'Int7'! 8 'Int8'! 9 'Int9'! 10 'Int10'! 11 'Int11'!
14 'Int14'!
(21%
)(8%)
(1%
)
(6%
)
(29%
)8%
45% 45% 45%
5%
(24%
)
35%
6%
(1%
)
(2%
)
(8%
)
56%(10%)
(5%
)
(5%
)
1% 2%
7%
6% (22%)
(20%)
(5%)
(24%)
(3%
)
12%
1%(3%)
(6%)
67% 3% 5%(1%)
(6%)
(45%) 1%
(5%
)
(21%) 6%
1% 8%
(4%
)
(14%
)
(15%
)
29%
(19%)(8%)
1%
29%
(4%)
(25%
)
12%
(6%
)
12%
(3%)
(6%
)
1%
(11%
)
13%
67%
13%
5%
18%
(5%
)(22%
)
16%
(1%) 56%
(7%
)
(25%
)
NNOT TO SCALE
Figure 7Project Trip Distribution
A.M. Peak HourBrickell CitiCentre
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
Right-out onlyDriveway
Hotel
SW 7th Street
SW 1
st A
venu
e
SW 2
nd A
venu
e
SW 3
rd A
venu
e
Driv
eway
# 4
Driv
eway
# 1
Driv
eway
# 2
Driv
eway
# 3
Driv
eway
# 6
Driv
eway
# 5
Driv
eway
# 8
Driveway # 7
LegendStudy Roadway
Study Intersection
Project Driveways
00% Entering Project Distribution
(00%) Exiting Project Distribution
SW 5
th S
tree
tco
nnec
tion
SE 4th Street (EB)
(to E
BSE
4th
Str
eet )
### 'Int12'!
### 'Int15'!
### 'Int13'!
### 'Int16'!
### 'Int1'! ### 'Int2'! ## 'Int3'! ### 'Int4'!
### 'Int5'!
### 'Int6'! ### 'Int7'! ### 'Int8'! ### 'Int9'! ## 'Int10'! ### 'Int11'!
### 'Int14'!
(8%)20%
(16%
)
(6%
)
35%
44%
3%(2
9%)
21%
(31%)
(0%
)
(1%
)
(11%
)
11%
6%
17%
(31%
)(16%
)
20%
(3%) 9%
(5%
)
1%
3%
(0%)
(1%
)
(43%)
29%
(8%)
3%
29%
(0%)
(29%
)
12%
(12%
)
1% 11%
(0%)
(12%
)
(21%) 5%(23%)(45%) 5%(24%)
(35%) (0%
)
11%
1%
(1%)
(5%)
(12%)
24% 3% 5%(3%)
(22%)
5% 18%
6%
5%
(1%
)45% 45% 45%
8%
5%
(29%
)
(24%
)
(0%
)
(0%
)
(8%
)
(12%
)
(10%
)
(25%
)
34%
6%
9%
LegendStudy Roadway
Study Intersection
Project Driveways
00% Entering Project Distribution
(00%) Exiting Project DistributionN
NOT TO SCALE
Figure 8Project Trip Distribution
P.M. Peak HourBrickell CitiCentre
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
Right-out onlyDriveway
Hotel
SW 7th Street
SW 1
st A
venu
e
SW 2
nd A
venu
e
SW 3
rd A
venu
e
Driv
eway
# 4
Driv
eway
# 1
Driv
eway
# 2
Driv
eway
# 3
Driv
eway
# 6
Driv
eway
# 5
Driv
eway
# 8
Driveway # 7
SW 5
th S
tree
tco
nnec
tion
SE 4th Street (EB)
(to E
BSE
4th
Str
eet )
12 'Int12'!
15 'Int15'!
13 'Int13'!
16 'Int16'!
1 'Int1'! 2 'Int2'! 3 'Int3'! 4 'Int4'!
5 'Int5'!
6 'Int6'! 7 'Int7'! 8 'Int8'! 9 'Int9'! 10 'Int10'! 11 'Int11'!
14 'Int14'!
243
95
100
20
20
13
100
82 8
8
13 46
10
20
90 68
69 7612579 148 8 50
122 125
150 100
10
25 33
41
16
72
50 20
79 26 293
36 23 3 74
42
377 377 377 109 20469561 564
33 134
10 825 42 472
67
26
16 243
63
69
LegendStudy Roadway
Study Intersection
Project Driveways
Project Person-Trips
453 Project TripsN
NOT TO SCALE
Figure 9Project Trip Assignment
A.M. Peak HourBrickell CitiCentre
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
Right-out onlyDriveway
Hotel
SW 7th Street
SW 1
st A
venu
e
SW 2
nd A
venu
e
SW 3
rd A
venu
e
Driv
eway
# 4D
rivew
ay #
1
Driv
eway
# 2
Driv
eway
# 3
Driv
eway
# 6
Driv
eway
# 5
Driv
eway
# 8
Driveway # 7
SW 5
th S
tree
tco
nnec
tion
221
988
403
1,694
SE 4th Street (EB)
(to E
BSE
4th
Str
eet )
### 'Int12'!
### 'Int15'!
### 'Int13'!
### 'Int16'!
### 'Int1'! ### 'Int2'! ## 'Int3'! ### 'Int4'!
### 'Int5'!
### 'Int6'! ### 'Int7'! ### 'Int8'! ### 'Int9'! ## 'Int10'! ### 'Int11'!
### 'Int14'!
12
12 238
509
95
238
343
98
0
142
0
8 90343 25
8
25
0 12
0
142
368
172
249 136321284 533 41 13
1
456 457
139 90 0
230
219
49
367
189
49 142
284
95 279
296
59 0 0118
41
369 369 369 287 14274361 233
424 164
59 8
12
25 41 110
#VALUE!In
Out #VALUE!
12
66
LegendStudy Roadway
Study Intersection
Project Driveways
Project Person-Trips
453 Project TripsN
NOT TO SCALE
Figure 10Project Trip Assignment
P.M. Peak HourBrickell CitiCentre
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
Right-out onlyDriveway
Hotel
SW 7th Street
SW 1
st A
venu
e
SW 2
nd A
venu
e
SW 3
rd A
venu
e
Driv
eway
# 4D
rivew
ay #
1
Driv
eway
# 2
Driv
eway
# 3
Driv
eway
# 6
Driv
eway
# 5
Driv
eway
# 8
Driveway # 7
SW 5
th S
tree
tco
nnec
tion
756
1,322
1,156
1,694
SE 4th Street (EB)
(to E
BSE
4th
Str
eet )
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 31 June 2011
FUTURE TOTAL TRAFFIC
Total traffic volumes (vehicular and person-trips) considered in the future year (2018) analysis
for this project are the sum of 2018 background traffic volumes and the expected project traffic
volumes. Figures 11 and 12 present the total traffic for the study area. Total turning movement
volume development worksheets for the study intersections are included in Appendix J.
12 'Int12'!
15 'Int15'!
13 'Int13'!
16 'Int16'!
1 'Int1'! 2 'Int2'! 3 'Int3'! 4 'Int4'!
5 'Int5'!
6 'Int6'! 7 'Int7'! 8 'Int8'! 9 'Int9'! 10 'Int10'! 11 'Int11'!
14 'Int14'!
345
962
937
69
1075
148
713 30
17
32
243
945
259790
207 359 295
1,613 772,339 753
125 2,354515 96 560 2,7412,949 156
384 2,675
1827 1569
469 617109 283 13458 309 2,332
259
6468 906
389
353
19 178
147
595
518
36 23 4
458
1,47
3
283
16
72
665 4126 97 272
581
357
955 45
4941
293
1,28
0
227
380 149 81,205 1,248 222
846 930
72
78 206
165
50206
1,47
6
919 68
39
8
13 46
156 148
1
26 1,78
3
1 658
161
1,18
9
2
156
104
7 246
1,13
3 68
92
104
1,66
2
79
64
9
55
707
96
4
112 27 66
1
45 893
984
######
637
Figure 11Future Total Traffic
A.M. Peak HourBrickell CitiCentre
Median closure. Northboundand eastbound left-turn traffic
re-routed to SE 5th Street
NNOT TO SCALE
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
to EB Biscayne Blvd Way
Right-out onlyDriveway
Hotel
SW 7th Street
SW 1
st A
venu
e
SW 2
nd A
venu
e
SW 3
rd A
venu
e
Driv
eway
# 4
Driv
eway
# 1 Driv
eway
# 2
Driv
eway
# 3
Driv
eway
# 6
Driv
eway
# 5
Driv
eway
# 8
Driveway # 7
2,45
6
4,136
2,443
LegendStudy Roadway
Study Intersection
Project Driveways
Person-Trips
453 Traffic Volume
1,694
SE 4th Street (EB)
(to E
BSE
4th
Str
eet )
### 'Int12'!
### 'Int15'!
### 'Int13'!
### 'Int16'!
### 'Int1'! ### 'Int2'! ## 'Int3'! ### 'Int4'!
### 'Int5'!
### 'Int6'! ### 'Int7'! ### 'Int8'! ### 'Int9'! ### 'Int10'! ### 'Int11'!
### 'Int14'!
328
988
1,978
12
107
1,03
8
1
8
1,06
5
71
10
73 71 59
177
1,81
8
83
54
17
74
73
97
2 207
1,58
2 64
2
185
257
3
103
1,85
6
1
1,05
9
8
25
12
222 384
1,62
9
1,40
2
172
154
200
412
124
131
443889 187 411,990 2,587 392
1,858 1,996
251
519
1,61
1
25
######
949 74207
222
300
311
713
1,678 255
11149
367
189
670
1,55
7 12
119
1,34
1
381
874
31 439
194
952
429
296
59 40
309
630
572
74 478287 807 164130 200 1,686
218
74 341 222
1,018 1071,377 899
107 1,319412 79 390 1,8882,221 276
214 1,901
263###### ###### ###### 1,14
2
47
152
172
810 28
Figure 12Future Total Traffic
P.M. Peak HourBrickell CitiCentre
Median closure. Northboundand eastbound left-turn traffic
re-routed to SE 5th Street
NNOT TO SCALE
© 2011
SW 4th Street
SW 3
rd A
venu
e
SW 2
nd A
venu
e
SW 1
st A
venu
e
S M
iam
i Ave
nue
Bric
kell
Aven
ue
SW 7th Street
SW 8th Street
SW 5th Street
SW 9th Street
SE 1
st A
venu
e/B
ricke
llPl
aza
to EB Biscayne Blvd Way
Right-out onlyDriveway
Hotel
SW 7th Street
SW 1
st A
venu
e
SW 2
nd A
venu
e
SW 3
rd A
venu
e
Driv
eway
# 4
Driv
eway
# 1
Driv
eway
# 2
Driv
eway
# 3
Driv
eway
# 6
Driv
eway
# 5
Driv
eway
# 8
Driveway # 7
3,25
7
3,351
3,878
LegendStudy Roadway
Study Intersection
Project Driveways
Person-Trips
453 Traffic Volume
1,694
SE 4th Street (EB)
(to E
BSE
4th
Str
eet )
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 34 June 2011
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
Tables 12 and 13 present the results of the transportation corridor capacity analysis for the
2018 A.M. and P.M. peak hour background traffic conditions. As indicated in Tables 12 and 13,
the corridors have sufficient capacity and are expected to operate at adopted levels of service
(LOS E).
Table 14 presents the results of the intersection capacity analysis. The intersection timings
were optimized to reflect the change in traffic patterns in the year 2018. All intersections are
expected to operate at their adopted level of service or better. Detailed SYNCHRO 7.0 outputs
are included in Appendix K.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 35 June 2011
Table 12: Future Background A.M. Peak Hour Transportation Corridor Segment Conditions
Principal Roadways
2011 A.M.Peak Hour
Volume
BackgroundGrowth PeakHour Volume
(1)
2018 A.M.Peak Hour
BackgroundVolume (2)
2018 A.M.Peak Hour
BackgroundCapacity (C) (3)
2018 A.M.Peak Hour
ExcessCapacity
2018 A.M. PeakHour Background
Levelof Service
Person-Trips
Person-Trips
Person-Trips
Person-Trips
Person-Trips
V/CRatio
LOS
S M
iam
i Ave
nue
and
SW 1
st A
venu
e NB 1,997 238 2,235 11,440 9,205 0.195 C
SB 1,774 211 1,985 10,035 8,050 0.198 C
SW/S
E 7th
Str
eet a
ndSW
/SE
8th
Str
eet
EB 2,813 335 3,148 5,202 2,054 0.605 D
WB 1,823 217 2,040 4,884 2,844 0.418 D
(1) An annual growth rate (1.62 percent) was applied to the 2011 A.M. peak hour total volume to determine the 2018 background volume.(2) The summation of 2011 peak hour background volumes and committed trips.(3) Total capacity determined in Table 6.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 36 June 2011
Table 13: Future Background P.M. Peak Hour Transportation Corridor Segment Conditions
Principal Roadways
2011 P.M.Peak Hour
Volume
BackgroundGrowth PeakHour Volume
(1)
2018 P.M.Peak Hour
BackgroundVolume (2)
2018 P.M.Peak Hour
BackgroundCapacity (C) (3)
2018 P.M.Peak Hour
ExcessCapacity
2018 P.M. Peak HourBackground Level of
Service
Person-Trips
Person-Trips
Person-Trips
Person-Trips
Person-Trips
V/CRatio
LOS
S M
iam
i Ave
nue
and
SW 1
st A
venu
e NB 2,235 266 2,501 11,599 9,098 0.216 C
SB 2,697 321 3,018 10,035 7,017 0.301 C
SW/S
E 7th
Str
eet a
ndSW
/SE
8th S
tree
t
EB 1,813 216 2,029 5,096 3,067 0.398 C
WB 2,432 290 2,722 4,884 2,162 0.557 D
(1) An annual growth rate (1.62 percent) was applied to the 2011 A.M. peak hour total volume to determine the 2018 background volume.(2) The summation of 2011 peak hour background volumes and committed trips.(3) Total capacity determined in Table 7.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 37 June 2011
Note: (1) Overall intersection LOS not provided for two-way stop-controlled intersections. The worst minor streetmovement is indicated.
Table 14: Future Background A.M. and P.M. Peak HourIntersection Conditions
Intersection
2018 Peak Hour OverallLevel of Service
A.M.(P.M.)
LOS Delay (secs)
SW 7th Street and SW 3rd Avenue(Signalized)
A(B) 9.8(11.9)
SW 7th Street and SW 2nd Avenue(Signalized)
C(D) 25.7(49.4)
SW 7th Street and SW 1st Avenue(Signalized)
C(C) 23.0(21.2)
S 7th Street and S Miami Avenue(Signalized)
C(C) 22.3(24.4)
SE 7th Street and Brickell Avenue(Signalized)
C(C) 23.2(34.4)
SW 8th Street and SW 3rd Avenue(Signalized)
C(C) 22.4(24.9)
SW 8th Street and SW 2nd Avenue(Signalized)
C(C) 33.4(25.7)
SW 8th Street and SW 1st Avenue(Signalized)
C(B) 23.4(19.3)
S 8th Street and S Miami Avenue(Signalized)
C(C) 30.8(22.5)
SE 8th Street and Brickell Plaza(Unsignalized)(1) C(B) 21.7(14.3)
SE 8th Street and Brickell Avenue(Signalized)
E(E) 65.7(59.4)
SE 6th Street and S Miami Avenue(Unsignalized)(1) B(B) 14.3(13.0)
SE 9th Street and S Miami Avenue(Unsignalized)(1) C(D) 16.3(27.6)
SE 5th Street and Brickell Avenue(Signalized)
B(B) 19.0(18.8)
SE 6th Street and Brickell Avenue(Unsignalized)(1) A(B) 9.4(10.7)
SE 4th Street and S Miami Avenue(Signalized)
B(B) 10.8(10.6)
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 38 June 2011
Future Total Traffic Conditions
Tables 15 and 16 present the results of the transportation corridor capacity analysis for the 2018
A.M. and P.M. peak hour total traffic conditions. As indicated in these tables, all corridors are
expected to have sufficient capacity and are expected to operate at adopted levels of service
(LOS E or better).
Table 17 presents the results of the intersection capacity analysis for the 2018 A.M. and P.M.
peak hour total traffic conditions. The intersection timings were optimized to reflect the change
in traffic patterns in the year 2018. All of the intersections are expected to operate at adopted
level of service standard or better, with the exception of the stop-controlled approach of the
intersection of SE 7th Street and Driveway #3, which is expected to operate at LOS F only during
the P.M. peak hour. This is common during peak periods where a high-volume free flowing
major street intersects with a stop controlled driveway. However, please note that the delay is
not excessive for stop-controlled (northbound approach) to the intersection of SE 7th Street and
Driveway #3. In addition, northbound traffic at the intersection of SE 7th Street and Driveway #3
will queue on the project site and will not negatively impact flow on the roadway network
adjacent to the project. Detailed analysis calculations are included in Appendix L.
Please note that the development proposes to connect Driveway #1 as the new northbound
signalized approach to the intersection of SW 1st Avenue and SW 7th Street. Additionally, the
project proposes traffic signals at the intersections of (1) SE 8th Street and Brickell
Plaza/Driveway #6 and (2) SE 7th Street and Driveway #2. Traffic signal warrant analyses have
been prepared for these two proposed traffic signals and are included in a subsequent section of
this report. Coordination with the Miami-Dade County Public Works Department and the Florida
Department of Transportation will be required as part of the implementation of the proposed
traffic signals.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 39 June 2011
Table 15: Future Total A.M. Peak Hour Transportation Corridor Segment Conditions
PrincipalRoadways
2018 A.M. PeakHour Total
Volume
Project A.M.Peak Hour
Distribution(Maximum)
Project A.M.Peak Hour
Assignment
2018 A.M. PeakHour Total
Volume (V) (1)
2018 A.M. PeakHour Total
Capacity (C) (2)
2018 A.M. PeakHour Excess
Capacity
2018 A.M. PeakHour Total Level
of Service
Person-Trips Person-Trips Person-Trips Person-Trips Person-TripsV/C
RatioLOS
S M
iam
i A
venu
e an
dSW
1st
Ave
nue NB 2,235
9% In 106
2,456 11,440 8,984 0.215 C
25% Out 115
SB 1,98535% In 293
2,304 10,035 7,731 0.229 C8% Out 26
SE/S
W 7
th S
tree
t and
SE/S
W 8
th S
tree
t
EB 3,14880% In 938
4,136 5,202 1,066 0.795 D11% Out 50
WB 2,04018% In 210
2,443 4,884 4,884 0.500 D42% Out 193
(1) 2018 A.M. peak hour total volume (V) is defined as the sum of the project P.M. peak hour assignment and the background volume.(2) Total capacity determined in Table 12.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 40 June 2011
Table 16: Future Total P.M. Peak Hour Transportation Corridor Segment Conditions
PrincipalRoadways
2018 A.M. PeakHour Total
Volume
Project A.M.Peak Hour
Distribution(Maximum)
Project A.M.Peak Hour
Assignment
2018 A.M. PeakHour Total
Volume (V) (1)
2018 A.M. PeakHour Total
Capacity (C) (2)
2018 A.M. PeakHour Excess
Capacity
2018 A.M. PeakHour Total Level
of Service
Person-Trips Person-Trips Person-Trips Person-Trips Person-TripsV/C
RatioLOS
S M
iam
i A
venu
e an
dSW
1st
Ave
nue NB 2,501
24% In 276
3,257 11,599 8,342 0.281 C
29% Out 480
SB 3,01834% In 279
3,392 10,035 6,643 0.338 C8% Out 95
SE/S
W 7
th S
tree
t and
SE/S
W 8
th S
tree
t
EB 2,02979% In 907
3,351 5,096 1,745 0.658 D25% Out 415
WB 2,72217% In 195
3,878 4,884 1,006 0.794 D58% Out 961
(1) 2018 A.M. peak hour total volume (V) is defined as the sum of the project P.M. peak hour assignment and the background volume.(2) Total capacity determined in Table 13.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 41 June 2011
Note: (1) Overall intersection LOS not provided for two-way stop-controlled intersections.The worst minor street movement is indicated.(2) Overall intersection LOS is not defined, as intersection operates under free-flow or stop-controlconditions.
Table 17: Future Total A.M. and P.M. Peak HourIntersection Conditions
Intersection
2018 Peak Hour OverallLevel of Service
A.M.(P.M.)
LOS Delay (secs)
SW 7th Street and SW 3rd Avenue (Signalized) A(B) 6.4(12.3)
SW 7th Street and SW 2nd Avenue (Signalized) C(E) 29.8(76.9)
SW 7th Street and SW 1st Avenue/Driveway #1 (Signalized) C(D) 32.1(49.7)
SW 7th Street and S Miami Avenue (Signalized) C(D) 25.3(43.3)
SW 7th Street and Brickell Avenue (Signalized) C(D) 24.1(36.2)
SW 8th Street and SW 3rd Avenue (Signalized) E(D) 68.2(52.5)
SW 8th Street and SW 2nd Avenue (Signalized) E(D) 58.8(40.5)
SW 8th Street and SW 1st Avenue (Signalized) E(C) 77.0(29.2)
SW 8th Street and S Miami Avenue (Signalized) C(B) 23.2(17.7)
SW 8th Street and Brickell Plaza/Driveway #6 (Proposed Signal) A(C) 5.0(21.9)
SW 8th Street and Brickell Avenue (Signalized) E(E) 77.2(64.9)
SE 6th Street and S Miami Avenue (Unsignalized)(1) C(B) 15.6(11.7)
SE 9th Street and S Miami Avenue (Unsignalized)(1) C(D) 17.4(32.0)
SE 5th Street and Brickell Avenue (Signalized) C(B) 21.1(18.4)
SE 6th Street and Brickell Avenue (Unsignalized)(1) A(B) 9.9(11.0)
SE 4th Street and S Miami Avenue (Signalized) B(A) 13.5(10.0)
SW 7th Street and Driveway #2 (Proposed Signal) A(B) 7.1(19.3)
SW 7th Street and Driveway #3 (Unsignalized)(1) B(F) 10.9(59.8)
SW 8th Street and Driveway #4 (Unsignalized)(1) B(C) 14.0(24.7)
SW 8th Street and Driveway #5 (Unsignalized)(1) B(B) 11.3(11.1)
S Miami Avenue and Driveway #7 (Unsignalized)(1) (2) (2)
SE 6th Street and Driveway #8 (Unsignalized)(1) A(B) 9.8(10.9)
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 42 June 2011
Proposed laneage scenarios were analyzed for the intersection of S Miami Avenue and SW 7th
Street. Currently, the northbound approach consists of an exclusive left-turn lane, shared
left/through lane, and through lane. Scenario A proposes to reduce the length of the exclusive
left-turn lane to 50 feet. The purpose for this reduction is to facilitate a wider sidewalk to
better accommodate pedestrians. Future total conditions were analyzed and the results are
presented in Table 18. A 95th percentile queuing analysis was also prepared for the proposed
northbound approach in order to examine the impact of the proposed reduced storage length
and is presented in Table 19.
Although the adopted level of service standard is met for the intersection of SW 7th Street and S
Miami Avenue under the proposed roadway laneage in Scenario A, the 95th percentile queue
length well exceeds the proposed storage length during both the A.M. and P.M. peak hours.
Table 18: Future Total A.M. and P.M. Peak HourScenario A Intersection Conditions
Intersection
2018 Peak Hour OverallLevel of Service
A.M.(P.M.)
LOS Delay (secs)
S 7th Street and S Miami Avenue(Signalized)
C(D) 25.3(42.3)
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 43 June 2011
Table 19: Future Total A.M. and P.M. Peak HourScenario A 95th Percentile Queue Lengths
Location
ProposedStorageLength(feet)
95th PercentileQueue(feet)
A.M. Peak Hour(P.M. Peak Hour)
Northbound Left-Turn Lane 50m26
(#348)
Northbound Through-Lane 34755
(312)Note: # – 95th percentile volume exceeds capacity, queue may be longer
m – Volume for 95th percentile queue is metered by upstream signal
A second scenario (Scenario B) was analyzed for the intersection SW 7th Street and S Miami
Avenue. Scenario B proposes to reduce the northbound approach from three (3) lanes to two
(2) lanes, consisting of a shared left/through lane and through lane. As with Scenario A, the
purpose for this laneage reduction is to facilitate a wider sidewalk to better accommodate
pedestrians. Future total traffic conditions were analyzed and the results are presented in
Table 20. A 95th percentile queuing analysis was prepared for the proposed northbound
approach in order to examine the impact of the proposed reduced storage length and is
presented in Table 21. Although the adopted level of service standard is met for the
intersection of SW 7th Street and S Miami Avenue under the proposed roadway laneage in
Scenario B, the 95th percentile queue lengths extends the entire length of the block and south
beyond the intersection of SW 8th Street and S Miami Avenue. Based on the results of this
analysis, it is not recommended to modify the existing geometry at the intersection of SW 7th
Street and S Miami Avenue.
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 44 June 2011
Table 21: Future Total A.M. and P.M. Peak Hour Scenario B95th Percentile Queue Lengths
Location
ProposedStorageLength(feet)
95th PercentileQueue(feet)
A.M. Peak Hour(P.M. Peak Hour)
Northbound Through-Lane 347424
(#891)Note: # – 95th percentile volume exceeds capacity, queue may be longer.
Table 20: Future Total A.M. and P.M. Peak HourScenario B Intersection Conditions
Intersection
2018 Peak Hour OverallLevel of Service
A.M.(P.M.)
LOS Delay (secs)
SW 7th Street and S Miami Avenue(Signalized)
C(E) 28.2(76.4)
Traffic Impact Analysis
K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 45 June 2011
PROJECT DRIVEWAY ANALYSIS
As previously indicated, access to the site is provided via eight (8) driveways.
Access from SW 7th Street
1. Driveway #1 (BCC West): residential units, left-in/left-out driveway with proposed
signalization with SW 1st Street
2. Driveway #2 (BCC East/BCC North): retail space, left-in/left-out driveway (BCC East),
retail space, right-out only driveway (BCC North) with proposed signalized control
3. Driveway #3(ENB): office space, left-out only driveway
Access from SW 8th Street
4. Driveway #4(BCC West): retail space, left-in/left-out driveway
5. Driveway #5(BCC East): retail space, left-in/left-out driveway
6. Driveway #6(ENB): office space, full access driveway with proposed signalization
Access from S Miami Avenue
7. Driveway #7(BCC North): retail space, right-in only driveway
Access from SE 6th Street
8. Driveway #8(BCC North): residential units, full access driveway
The driveways serving the office and residential components of the project are proposed to
operate with a proximity card reader for tenants. The other driveways are proposed to operate
with a push button ticket spitter for patrons. A queuing assessment consistent with the
methodology outlined in Van Nostrand Reinhold’s Parking Structures: Planning, Design,
Construction, Maintenance, and Repair, 1989, was performed for the seven access locations
serving traffic entering the project. Results of the analysis are summarized in Table 22 and
detailed analyses are included in Appendix N.
Traffic Impact Analysis
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Table 22: Peak Hour Entry Gate Analysis
Access PointParkingControl
Service Rate(vph)
A.M. (P.M.)
Queue(1)
A.M. (P.M.)Available
Queue Storage
SW 7th Street at Driveway #1 Proximity Card Reader 300 (300) 1 veh (1 veh) 12 vehicles
SE 7th Street at Driveway #2 Ticket Spitter – Push Button 257 (257) 1 veh (1 veh) 12 vehicles
SE 8th Street at Driveway #4 Ticket Spitter – Push Button 257 (514) 1 veh (1 veh)12 vehicles/
24 vehicles (2)
SE 8th Street at Driveway #5 Ticket Spitter – Push Button 257 (257) 3 vehs (4 vehs) 10 vehicles
SE 8th Street at Driveway #6 Proximity Card Reader 600 (300) 4 vehs (1 veh) 9 vehicles
S Miami Avenue at Driveway #7 Ticket Spitter – Push Button 480 (480) 1 veh (1 veh) 7 vehicles
SE 6th Street at Driveway #8 Proximity Card Reader 511 (511) 1 veh (1 veh) 11 vehicles(1) Number of vehicles queued behind the service position.(2) Available queue storage increases to 24 vehicles when using two channels.
As indicated in Table 22, all of the parking control stations have sufficient queue storage
provided. In addition, access at driveways #4 and #6 are proposed to have reversible service
lanes/channels. Access at Driveway 4 has two lanes/channels in the P.M. peak. However, the
analysis was performed with a single channel methodology since the entry lanes are physically
separated. All parking control stations in the vicinity of a turn or curve were assumed as sharp-
turn which reduces the service rate.
Traffic Impact Analysis
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TRANSPORTATION CONTROL MEASURES PLAN AND PROPOSED IMPROVEMENTS
A Transportation Control Measures Plan is proposed to reduce the impacts of the 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.
Bicycle Facility Considerations
The development proposes improvements and amenities for bicyclists. These improvements
include a 14 foot wide curb lane on SW 7th Street and S Miami Avenue within the study area.
Bicycle parking, both covered and on-street will be provided throughout the proposed
development. Please refer to the Bicycle Diagram A0.14 contained in the SAP submittal, also
contained in Appendix M.
Parking Garage Interconnectivity
In an effort to reduce the amount of external vehicular traffic generated within various blocks
of the proposed development, vehicle interconnection tunnels are proposed within Basement
Level 2 between the retail and office parking garages. Tunnels will connect the proposed
development on the east and west sides of S Miami Avenue and the proposed development on
the north and south sides of SW 7th Street. These tunnels are depicted on Conceptual
Traffic Impact Analysis
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Commercial Tenant Area Level 02 Floorplan A1.02 of the SAP submittal, also contained in
Appendix M.
Pedestrian Interconnectivity
In addition to the parking garage interconnectivity, pedestrian interconnectivity is provided in
the development. Above grade (Level 2) pedestrian bridges will be provided over S Miami
Avenue and SW 7th Street. The S Miami Avenue pedestrian bridge will link the development on
the east and west sides of S Miami Avenue, with the SW 7th Street pedestrian bridge linking the
development on the north and south sides of SW 7th Street. These pedestrian links will help
minimize at-grade pedestrian crossing between the various blocks of development.
City of Miami Biscayne/Brickell Trolley
The proposed City of Miami Biscayne/Brickell Trolley northbound route within the study area
runs northbound on S Miami Avenue and eastbound on SW 8th Street. The current southbound
route is proposed to travel southbound on Brickell Avenue and westbound on SW 10th Street.
The Brickell CitiCentre is proposing a transit stop within the development east of S Miami
Avenue to accommodate the northbound trolley. Additionally, the development supports
rerouting the southbound Trolley onto SW 7th Street and providing a transit stop east of S
Miami Avenue to make accessibility to the trolley more convenient to the site.
Eighth Street Metromover Station
The proposed development will have a direct access to the Metromover. Access to the Eighth
Street Metromover Station will be provided via a connection to the 3rd floor level of BCC East.
Access from the office building (ENB) located to the east of the Metromover will be provided
via escalators from the 2nd floor of the proposed building on the ENB parcel. Conceptual
Commercial Tenant Area Level 3 Floorplan A1.03 of the SAP submittal provides an illustration of
the connection to the Metromover station from BCC East and the plan is also included in
Appendix M.
Traffic Impact Analysis
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Greenways
The project will provide a path connecting towards the Miami River Greenway under the
Metromover as depicted in the Civic Space Diagram Ground Level A0.31 in Appendix M.
Furthermore, a sidewalk canopy is proposed along S Miami Avenue at SE 6th Street north
towards the Miami River. The Overall Site Plan A0.10 contained in the SAP submittal depicts
the sidewalk canopy, included in Appendix M. Additional landscape and pedestrian amenities
are proposed throughout the ground, 2, and 3 levels of the project. Detail areas are provided in
Civic Space Diagram Ground Level A0.31, Civic Space Diagram Level 2 A0.32, and Civic Space
Diagram Level 2 A0.33, which included in Appendix M.
Traffic Impact Analysis
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SIGNAL WARRANT ANALYSIS
Signal warrant analyses were performed for the two proposed traffic signals at the intersections
of (1) SE 7th Street at Driveway #2 and (2) SE 8th Street at Brickell Plaza/Driveway #6. The signal
warrant analyses were performed based upon the criteria contained in the 2009 Edition of the
Manual on Uniform Traffic Control Devices (MUTCD). The signal warrant analyses evaluated the
expected traffic conditions in the Year 2018 (corresponding to total buildout of the project).
The minor street approach movements considered in the signal warrant analyses were the
northbound left-turn movement exiting the project at SE 7th Street and Driveway #2 and the
southbound left-turn movement exiting the project at SE 8th Street and Brickell Plaza/Driveway
#6. Traffic volumes for the minor street approach movements were obtained from the peak
hour project traffic assignment, and the remainder of the project trips expected to be
generated throughout the day were allocated to the minor street approaches based on the
existing hourly distribution of traffic volumes on the adjacent major streets.
The projected volumes at project buildout at the two proposed signals were compared to
criteria contained in the MUTCD for the following volume warrants:
¶ Warrant Number 1: Eight-Hour Vehicular Volume Warrant
o Condition A: Minimum Vehicular Volume
o Condition B: Interruption of Continuous Traffic
o Combination: Combination of Conditions A & B
¶ Warrant Number 2: Four-Hour Vehicular Volume Warrant
¶ Warrant Number 3: Peak Hour Warrant
Detailed signal warrant analyses are included in Appendix O.
At the intersection of SE 7th Street and Driveway #2, the project will have a “reverse” flow
entering and exiting the site. Therefore, the westbound left-turning traffic entering the site
Traffic Impact Analysis
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from the major street will not conflict with the traffic exiting the site from Driveway #2.
Therefore, only the westbound through movement volumes on SE 7th Street (major street)
were considered in the signal warrant analyses. As presented in Appendix O, traffic signal
volume warrants 1, 2, and 3 are satisfied at this intersection.
The intersection of SE 8th Street and Driveway #6/Brickell Plaza will have typical traffic flow.
Therefore, the signal warrant analysis considered all volumes on the SE 8th Street (major street)
approach. As presented in Appendix O, traffic signal volume warrants 2 and 3 are satisfied at
this intersection.
Traffic Impact Analysis
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CONCLUSION
This traffic impact study assessed the impacts of the Brickell CitiCentre project on the
surrounding transportation network. The analysis was conducted in accordance with the City of
Miami requirements, analyzing transportation corridor segments and intersections.
Trip generation calculations indicate that the project is expected to generate 1,167 new
vehicular trips and 1,632 person-trips during the A.M. peak hour and 2,003 new vehicular trips
and 2,804 person-trips during the PM. 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 project traffic.
Results of the analyses demonstrate that the transportation corridors and intersections in the
vicinity of the project site operate at adopted levels of service during both the A.M. and P.M.
peak hours, with the exception of the stop-controlled approach of the intersection of SE 7th
Street and Driveway #3, which is expected to operate at LOS F only during the P.M. peak hour.
This is common during peak periods where a high-volume free flowing major street intersects
with a stop controlled driveway. However, the delay is not excessive even during the P.M. peak
hour at intersection of SE 7th Street and Driveway #3 and traffic will queue on the project site
and will not negatively impact flow on the roadway network adjacent to the project.
Please note that the project proposes to connect Driveway #1 as the northbound signalized
approach to the intersection of SW 1st Avenue and SW 7th Street. Additionally, the project
proposes traffic signals at the intersections of (1) SE 8th Street and Brickell Plaza/Driveway #6
and (2) SE 7th Street and Driveway #2. Both locations satisfy criteria contained in the MUTCD
for traffic signals. Coordination with the Miami-Dade County Public Works Department and the
Traffic Impact Analysis
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Florida Department of Transportation will be required as part of the implementation of these
proposed traffic signals.
The project proposes a series of improvements including bicycle facilities, parking garage
interconnectivity, pedestrian interconnectivity, City of Miami Biscayne/Brickell Trolley stops,
elevated connections to the Eighth Street Metromover Station, and connections to the Miami
River Greenway. These improvements will encourage people travel to and from the project to
use public transportation as well as promoting bicycling and walking.