Brickell CitiCentre Miami, Florida

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


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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


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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


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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



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



¶ 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



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 E

BSE

4th

Str

eet )


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)



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.



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.



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 95 operates with 15 minute headway northbound and 30 minute headway

southbound.



¶ 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.


¶ 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.



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


(18 riders per bus)

Southbound10

(10)6

(6)53

318(318)


Route 24Northbound

20(20)

3(3)

53159

(159) 14 riders per bus(11 riders per bus)

Southbound20

(20)3

(3)53

159(159)


Route 48 Northbound60

(60)1

(1)36

36(36)


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)


Southbound12

(15)5

(4)53

265(212)


Route 208Northbound

15(15)

4(4)

53212


(10 riders per bus)

Southbound15

(15)4

(4)53

212(212)


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])



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)


Westbound10

(10)6

(6)53

318(318)


Route 48

Eastbound60

(60)1

(1)36

36(36)


Westbound60

(60)1

(1)36

36(36)


Route 102/Route B

Eastbound10

(15)6

(4)53

318(212)


Route 207 Westbound15

(15)4

(4)53

212(212)


Route 208 Eastbound15

(15)4

(4)53

212(212)


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])



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


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



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


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 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



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)


B(C) 18.6(24.3)


C(C) 20.2(22.4)


B(B) 18.1(19.3)


C(C) 24.5(22.5)

SE 8th Street and Brickell Plaza(Unsignalized)(1) C(B) 18.4(12.6)


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)


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)



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



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



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'!


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


© 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



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


© 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



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 )



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


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

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.



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.



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)



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'!


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


© 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


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


© 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


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'!


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


© 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


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


© 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


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 )



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'!


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


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



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'!

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328

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1,58

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9

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222 384

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107 1,319412 79 390 1,8882,221 276

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263###### ###### ###### 1,14

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810 28

Figure 12Future Total Traffic


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



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 )



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.



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.



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.



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


A.M.(P.M.)

LOS Delay (secs)


A(B) 9.8(11.9)


C(D) 25.7(49.4)


C(C) 23.0(21.2)


C(C) 22.3(24.4)


C(C) 23.2(34.4)


C(C) 22.4(24.9)


C(C) 33.4(25.7)


C(B) 23.4(19.3)


C(C) 30.8(22.5)

SE 8th Street and Brickell Plaza(Unsignalized)(1) C(B) 21.7(14.3)


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)


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)



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.



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)


Assignment


Volume (V) (1)


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.



Table 16: Future Total P.M. Peak Hour Transportation Corridor Segment Conditions

PrincipalRoadways


Volume


Distribution(Maximum)


Assignment


Volume (V) (1)


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.



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


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)



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


A.M.(P.M.)

LOS Delay (secs)


C(D) 25.3(42.3)



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.



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


A.M.(P.M.)

LOS Delay (secs)

SW 7th Street and S Miami Avenue(Signalized)

C(E) 28.2(76.4)



PROJECT DRIVEWAY ANALYSIS

As previously indicated, access to the site is provided via eight (8) driveways.


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


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.



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.



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



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.



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.



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



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.



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



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.

Documents

Brickell CitiCentre Miami, Florida