Florida International University Parking Garage No. 6 Traffic Study

Transcription

1 Florida International University Parking Garage No. 6 raffic Study Prepared By: December 12,

2 Florida International University Parking Garage No. 6 ABE OF CONENS Introduction 2 Executive Summary. 3 Study Area.. 8 Data Collection..11 rip Generation & Distribution.. 12 raffic Analysis. 14 esults. 15 ecommendations 15 IS OF ABES able 1 rip Generation by Facility able 2 rip Distribution by Facility able 3 PM Peak Hour Intersection evel of Service (OS) APPENDIX A. Conceptual Site Plan and ecommended Improvements B. Year 215-Campus Master Plan Modesto A. Maidique Campus C. 212 PM peak hour urning Movement Counts (MC s) September & October 212 D. 212 (Existing) PM Peak Hour Volumes (MC s) with Intersection Sketches E. 211 FDO Historical AAD eport, Peak Season Correction Factor & Annual Growth Correction Factor (213 Projection) F. 213 (Projected) PM Peak Hour Volumes (MC s) with Intersection Sketches G. Existing ane Configuration Diagram at Intersections H. Intersection Volume Worksheets at Intersections Existing & 213 PM Peak Hour (MC s) I. 213 PM Peak hour- Projected rip Distributions J. Capacity Analysis (HCS 21 Signal) Existing Conditions- 212 (PM Peak Hour) K. Capacity Analysis (HCS 21 Signal) Scenario (PM Peak Hour). Capacity Analysis (HCS 21 Signal ) Scenario (PM Peak Hour) M. Capacity Analysis (Existing wo Way Stop Control & proposed All Way Stop Control ) -SW 112 Avenue/University Drive- 212, 213 (PM Peak Hour) N. Capacity Analysis (proposed Single-lane & two-lane roundabout) -SW 112 Avenue/University Drive- 212, 213 (PM Peak Hour) 1

3 Florida International University Parking Garage No. 6 Introduction Miller egg was retained by Florida International University (FIU) to perform a traffic analysis related to the proposed construction of the new Parking Garage no. 6 (PG6) located at the Modesto A. Maidique Campus (MMC). PGA is the architect responsible for the design of PG6. Under Section 113.3(11)(d)(e) of the 212 Florida Statutes, a traffic study done for a University campus master plan and campus development agreement, Must, for each of the facilities and services listed.. identify the level-of-service standard established by the applicable local government. Furthermore it Must, for each of the facilities and services listed.., determine the impact of existing and proposed campus development reasonably expected over the term of the campus development agreement on each service or facility and any deficiencies in such service or facility which the proposed campus development will create or to which it will contribute. Section 113.3(13)(a)(b) of the Florida Statutes requires that All improvements to facilities or services which are necessary to eliminate the deficiencies identified in paragraph (11)(e) must be specifically listed in the campus development agreement and he university board of trustees fair share of the cost of the measures identified in paragraph (13) (a) his analysis focuses on the on-site and off-site traffic circulation related to the proposed facility (PG6) and existing parking garage (aka red parking garage/parking Garage 4, PG4). Growth in traffic volumes from the FIU 5 year master plan was included as it relates to access management decisions for PG6. A comprehensive traffic concurrency study, per the requirements of the above Florida Statutes can be provided at the request of the University. 2

4 Florida International University Parking Garage No. 6 Executive Summary he proposed PG6 will include 2,1 parking spaces, with potential 35, square feet of Classroom/Office/etail space. he garage will be located on the southeast corner of the signalized intersection located at SW 8th Street and SW 112th Avenue (just west of PG4), as shown in Figure 1 and on the Site Plan in Appendix A. PG6 will replace the existing surface parking lot #1 which currently has a capacity of 225 parking spaces. It is anticipated that PG6 will alleviate parking demands imposed on the existing parking garages and surface parking lots, adjacent to it. he utilization of the PG6 spaces will most likely be a re-distribution of the existing on campus parking traffic and will create a minimal number of new campus parking trips. his is taken into account for both the rip Generation and rip Distribution computations. raffic data during the PM peak (turning movement counts (MC)) were collected for the traffic impact areas on the Campus and the street network, immediately adjacent to PG6. MC data were collected at the following intersections: SW 8th Street and SW 112th Avenue.; SW 8th Street and SW 19th Avenue; SW 112th Avenue and University Drive; University Drive and Engineering & Computer Science (ECS) building / SW 11 Avenue; SW 19th Avenue and University Drive; SW 19th Avenue and PG4 North access; SW 19th Avenue and PG4/PG5 Central access/exit; and SW 19th Avenue and PG4 South exit. Only PM peak MC s were collected to match the peak demand traffic of the adjacent street network. raffic data collected for each of the intersections are included in Appendix C. he Peak Season Correction Factor for data collected is 1.4 (refer to Appendix E for 211 Peak Season Factor Category eport). rip generation and trip distribution for the proposed PG6 were calculated based on the IE rip Generation Manual (8th Edition). he trips generated by the PG6 facility are summarized in able 1 below: Facility Name able 1 - rip Generation by Facility and Use (IE No.) Square Feet Parking Garage No. 6 (PG6) Specialty etail Center (814)* **17,5 PM Peak rips 64 * PG6 trips include etail space contributing to external trips only. **Square footage revised to account for new trips. he entering/exiting trip distribution for PG6 is based on the IE rip Generation Manual (8th Edition) and is shown in able 2 below. he proposed PG6 will also include the 3

5 Florida International University Parking Garage No. 6 redistribution of internal trips from existing Parking ot 9. Hence, the total shown in able 2 constitutes PM peak hour trips generated by PG6 and redistribution from Parking ot 9. able 2 - rip Distribution by Facility Facility PM Peak rips Percent Entering/Exiting Entering Exiting PG6 Parking ot 9 GAND OA *44/56 **3/ * PG6 percent distribution from land use Specialty etail Center (814) (page 1388) ** Parking lot 9 percent distribution from land use University/College (55) (page 133) he intersections adjacent to PG6 were analyzed for the existing 212 PM peak-hour conditions using the MC data that was collected. Capacity analysis was conducted using the Highway Capacity Software (HCS 21) which is based on the 21 ransportation esearch Board Highway Capacity Manual. he capacity analysis also includes two Scenarios (S-1 and S-2) showing alternative traffic circulation patterns to access PG6. Projected trip distributions for each of the scenarios are shown in Appendix I. he results of the capacity analysis are illustrated in able 3. evels of service (OS) thresholds indicate the operation of an intersection. OS A through D is acceptable. OS E indicates constrained or at capacity conditions. OS F indicates failure. wo of the intersections exhibit failure and the other two intersections are operating at an acceptable OS. HCS 21 capacity analysis results are attached in Appendix J through Appendix M. able 3 - *PM Peak Hour Intersection evel of Service (OS) Intersection 212 ****S-1 th th **C(31.2) **D(37.5) SW 8 St & SW 112 Ave (Signalized) SW 8th St & SW 19th Ave (Signalized) ***SW 112th Ave & University Dr (Unsignalized-2 way stop controlled) (on campus) University Dr & SW 19th Ave (Signalized) (on campus) **E(76.1) *****S-2 - **F(99.2) - **F(EB **F(EB approach=421.8) approach=228.1) D(WB approach = 31.1) **A(6.1) **A(6.2) **A(6.3) * OS obtained from HCS 21 software. **Values within parentheses are intersection delay in secs/veh obtained from HCS 21 software. ***Stop control on SW 112th Ave. ****Scenario 1 (S-1): 213 PM peak hour (see page 14 for discussion) *****Scenario 2 (S-2): 213 PM peak hour (see page 14 for discussion) 4

6 Florida International University Parking Garage No. 6 Based on the OS results, no improvements are required at the intersections of SW 8th Street & SW 112th Avenue (operates at OS D ), and at University Drive & SW 19th Avenue (operates at OS A ). However, we anticipate that the OS for SW 8th Street & SW 112th Avenue would most likely fail with growing traffic volumes from the campus and would require capacity improvements to improve its performance. At SW 8th Street & SW 19th Avenue, the existing OS is at capacity for the existing 212 PM peak MC s (operates at OS E ) prior to the addition of PG6 traffic. he intersection OS will be deficient (operating at OS F ) with the addition of PG6 traffic. he critical movements are the eastbound (through + right), westbound (left + through + right), and northbound (left) approaches. We do not propose any capacity improvements, unless requested. At SW 112 Avenue & University Drive (two way stop controlled intersection), for the 212 PM peak hour analysis, the critical traffic movements causing failure are the free flowing eastbound lefts (EB) with a heavy movement at 341 veh/hr and the free flowing westbound right (WB) at 277 veh/hr. hey are inducing the eastbound approach to fail (OS F =228 secs/veh delay). Both the eastbound and westbound approaches have one outbound lane servicing the outbound movements. For the 213 PM peak hour MC s (includes PG6 traffic), the eastbound approach worsens with a OS F (421.8 secs/veh delay). o mitigate the impacts to this intersection, the five (5) possible alternatives are as follows: Do nothing. etain as an unsignalized intersection (with two way stop control) should budgetary constraints be imposed. he 212 Peak hour capacity analysis (see Appendix M) shows that the three approaches (WB, NB & SB) are operating at acceptable OS. he critical movement (EB) is operating at OS F (228 secs/veh delay). For the 213 peak hour capacity analysis (see Appendix M), the three approaches (EB, NB & SB) are operating at acceptable OS. he critical movement (EB) is operating at OS F (421.8 secs/veh delay). he EB would definitely benefit from a new dedicated left turn lane. In addition, this location needs to be field monitored for queue backups resulting from left turn movements during the PM peak hour All Way Stop Control with existing geometry. Propose two additional stop signs at the eastbound and westbound approaches. he 212 Peak hour 5

7 Florida International University Parking Garage No. 6 capacity analysis (see Appendix M) shows that the three approaches (WB, NB & SB) are operating at acceptable OS. he critical movement (EB) is operating at OS E (44.27 secs/veh delay). he overall OS D (28.91 secs/veh delay) is acceptable. For the 213 peak hour capacity analysis (see Appendix M), two approaches (NB & SB) are operating at acceptable OS. he critical movement (EB) is operating at OS E (41.58 secs/veh delay) and WB approach is operating at OS F (74.78 secs/veh delay). he overall intersection OS E (48.95 secs/veh delay) is at capacity and would benefit from dedicated EB and WB lanes All Way Stop Control with future geometry. Propose two additional stop signs at the eastbound and westbound approaches and add a dedicated EB and WB lanes. he 213 peak hour capacity analysis (see Appendix M) shows that all approaches are operating at acceptable OS. he overall intersection improves to OS C (16.14 secs/veh delay) and is acceptable Single-lane roundabout. Capacity analysis (see Appendix N) indicates that an overall OS B (14.28 secs/veh delay) is obtained with 212 PM peak MCs with existing lane geometry. Capacity analysis indicates that an overall OS C (24.67 secs/veh delay) is obtained with 213 PM peak hour MCs with existing lane geometry. he critical approach is westbound operating at OS E (46.3 secs/veh delay). No lane capacity improvements are necessary based on the overall OS result. his roundabout scenario reduces the intersection delay and improves the overall OS, when compared to the unsignalized intersection analysis. For capacity analysis results, refer to Appendix N wo-lane roundabout. Capacity analysis (see Appendix N) indicates that an overall OS A (8.7 secs/veh delay) is obtained with 212 PM peak MCs with the addition of dedicated eastbound left turn lane (EB) and dedicated westbound right turn lane (WB). For the 213 PM peak MCs (including PG6 traffic), we obtain an overall OS A (9.98 secs/veh delay). Capacity improvements are necessary and will require widening of University Drive to accommodate a dedicated EB and WB turn lanes to improve the OS. he EB approach will operate at OS A and WB approach will operate at OS B. he 6

8 Florida International University Parking Garage No. 6 estimated cost of these improvements will be $1.25 million. An additional $3, will be required for the widening of SW 1 Street from SW 112 Avenue to the entrance of existing PG6 surface lot. For capacity analysis results, refer to Appendix N In conclusion, the two viable alternatives at this location based on acceptable OS operation are All Way Stop Control with future geometry and wo-lane roundabout. Per direction from FIU we will implement wo-lane roundabout alternative at this location 7

9 Florida International University Parking Garage No. 6 Study Area Parking Garage No. 6 will include 2,1 parking spaces, with 35, square feet of Classroom/Office/etail space. he garage will be located on the southeast corner of the signalized intersection located at SW 8th Street and SW 112th Avenue (just west of PG4). he project location is shown in Figure 1. A site plan is included under Appendix A. University Dr. SW 18th Ave. SW 112th Ave. PG6 SW 19th Ave. SW 8th St. N Figure 1 ocation of PG6 PG6 will replace the existing surface parking lot #1 which currently has a capacity of 225 parking spaces. It is anticipated that PG6 will alleviate parking demands imposed on the existing parking garages and surface parking lots, adjacent to it. he utilization of the PG6 spaces will most likely be a re-distribution of the existing on campus parking traffic and will create a minimal number of new campus parking trips added to the surrounding street network on the campus. Our study area (or impact area) includes the following segments: SW 8th Street from SW 112th Avenue to SW 19th Avenue SW 19th Avenue from SW 8th Street to University Drive (aka Campus oop oad) University Drive from SW 112th Avenue to SW 19th Avenue 8

10 Florida International University Parking Garage No. 6 SW 112th Avenue from SW 8th Street to University Drive (aka Campus oop oad) he segment of SW 8th Street (U.S.41) is currently a seven-lane east-west arterial roadway. he segment along SW 8th Street (from SW 112th Avenue to SW 19th Avenue) is adjacent to the FIU campus to the south, and has a canal along the north side. Our study area includes the following intersections: SW 8th Street at SW 112th Avenue (Signalized) SW 8th Street at SW 19th Avenue (Signalized) SW 19th Avenue at the main entrance to Parking Garage No. 5 (PG5) and PG4 (Unsignalized) (on campus) SW 19th Avenue and University Drive (Signalized) (on campus) University Drive and entrance to existing surface parking lot #1 (across from the Engineering & Computer Science (ECS) building) (Unsignalized) (on campus) University Drive and SW 112th Avenue (Unsignalized) (on campus) Within the study area, sidewalks exist along the south side of SW 8th Street, and along the east side of SW 19th Avenue. Sidewalks also exist along the north side of University Drive. (east of the parking lot #1 entry driveway). Pedestrian crosswalks exist at all intersections except at University Drive and SW 112th Avenue. he study area does not contain any bicycle lanes. Vehicles travelling eastbound along SW 8th Street, enter the campus at SW 112th Avenue (signalized intersection) using a single right turn lane. Vehicles entering this intersection from westbound SW 8th Street use a single left turn lane. SW 112th Avenue is a four lane divided roadway providing access to the campus. Vehicles also enter the campus at the SW 8th Street and SW 19th Avenue signalized intersection. SW 19th Avenue is a four lane divided roadway between SW 8th Street and University Drive. From westbound SW 8th Street, vehicles use a single left turn lane to access the campus from SW 19th Avenue. Vehicles enter from eastbound SW 8th Street turn from the rightmost through lane. SW 19th Avenue provides access to the 9

11 Florida International University Parking Garage No. 6 PG4 (located on the west side of the road) and PG5 (located on the east side of the road). he existing PG4 has three (3) access driveways along SW 19th Avenue. Driveway 1 is restricted to SB only (entry). he center Driveway 2 is a right in-right out with direct access within the garage to the scissor ramps. Driveway 2 is restricted to EB only (exit). Driveway 3 is a restricted eastbound right exit from PG4. he existing PG5 has three (3) Driveways along SW 19th Avenue as well. Only the center Driveway 2 can be accessed by vehicles travelling southbound along 19th Avenue. Vehicles can only utilize driveways 1 and 3 to enter/exit PG5 while travelling northbound along SW 19th Avenue. University Drive (between SW 112th Avenue and SW 19th Avenue) is a two lane roadway providing access to various campus buildings and provides entry/exit to existing surface parking lot #1 and the PG4. 1

12 Florida International University Parking Garage No. 6 Data Collection Data was collected on uesday, September 18, 212 and Wednesday, October 31, 212. PM peak period turning movement counts (MC) data was collected at the following locations: SW 8th Street and SW 112th Avenue (signalized) SW 8th Street and SW 19th Avenue (signalized) SW 112th Avenue and University Drive (unsignalized) University Drive and Engineering & Computer Science (ECS) building/ SW 11th Avenue (unsignalized) SW 19th Avenue and University Drive (signalized) SW 19th Avenue and PG4 North access (Driveway 1) (unsignalized) SW 19th Avenue and PG4/PG5 Central right in/right out (Driveway 2) (unsignalized) SW 19th Avenue and PG4 South exit (Driveway 3) (unsignalized) he system peak hour for the data collected was calculated to be from 4:15 to 5:15 PM. raffic data collected for each of the intersections are included in Appendix C. he Peak Season Correction Factor for data collected is 1.4, based on the 211 Peak Season Factor Category eport (refer to Appendix E) and the dates of collection. 11

13 Florida International University Parking Garage No. 6 rip Generation & Distribution rip generation for the proposed Parking Garage No. 6 (PG6) was calculated based on the IE rip Generation Manual (8th Edition). he trips generated by PG6 facility are summarized in able 1 below: Facility Name able 1 - rip Generation by Facility and Use (IE No.) Square Feet Parking Garage No. 6 (PG6) Specialty etail Center (814)* PM Peak rips **17,5 64 *PG6 trips include etail space only. **Square footage revised to account for new trips. Parking Garage No. 6 (PG6) Although PG6 will have 2,1 spaces, trips must be calculated based on the land uses associated with the parking structure. According to the project program, the proposed classroom and office space is completely internal to the campus and will not generate new external trips. herefore the only trips generated by the garage will be from potential future retail component (estimated at 5% of the 35, square ft total space allocated for PG 6 classrooms/offices/retail), which will generate new external trips. and Use: Specialty etail Center (land use 814, page 1388, IE rip Generation Manual (8th Edition)) Square Footage: 17,5 PM Average Vehicle rip Ends: = 2.4(X) (Weekday, PM Peak Hour) Where X = 1 sq. ft Gross easable Area PM Directional Distribution: 44% Entering (28), 56% Exiting (36) PM Peak Hour rips: 64 (total) edistribution of rips from Existing ot 9 he existing Parking ot 9 (located west of SW 112 Avenue & University Drive) has 556 spaces which currently serves students, faculty and visitors accessing the northwest quadrant of the Campus, PG6 will be located less than a quarter mile away from Parking ot 9, making it a convenient alternative for students and faculty who currently 12

14 Florida International University Parking Garage No. 6 use this surface parking lot. In addition, based on the draft Master Plan, Parking ot 9 will be replaced with additional educational facilities adjacent to the College of Business Complex and Ziff education building. his will result in the redistribution of internal trips from the existing Parking ot 9 to PG6 and will also affect the traffic flow at the intersection of University Drive and SW 112th Avenue. Despite the closure of Parking ot 9, the Panther Parking Garage (aka PG3, with 1,448 spaces) and Parking ot 1 (218 spaces) will continue to function as planned. Percentage of otal Parking Spaces within the MMC, NW Quadrant in ot 9: 25% edistribution of rips: 25% of vehicles travelling west to Parking ot 9 through the intersection of University Drive and SW 112th Avenue, (southbound right turn) during PM Peak Hour, will be reversed and will be applied to the internal trips travelling east (southbound left turn) to enter PG6 (otal= 54 trips) PM Directional Distribution: he University/College (land use 55) (page 133, IE rip Generation Manual (8th Edition)) is used to calculate the total trips to PG6 due to internal rerouting, which specifies that during the PM Peak Hour there are: 3% Entering (54 from above), 7% Exiting (126) PM Peak Hour rips: 18 (total) he arrival/departure distribution for the PG6 facility was based on the IE rip Generation Manual (8th Edition) and is shown in able 2 below. he directional distribution was based on the planned access routes for PG6 and the redistribution of internal trips from Parking ot 9. he projected distributions of trips for 213 PM peak hour is shown in Appendix I. 13

15 Florida International University Parking Garage No. 6 able 2 - rip Distribution by Facility Facility PM Peak rips Percent Entering/Exiting Entering Exiting PG6 Parking ot 9 GAND OA *44/56 **3/ * PG6 percent distribution from land use Specialty etail Center (814) (page 1388) ** Parking lot 9 percent distribution from land use University/College (55) (page 133) raffic Analysis he intersections adjacent to PG6 were analyzed for the existing 212 PM peak-hour conditions using the MC data that was collected. Capacity analysis was conducted using the Highway Capacity Software (HCS 21) which is based on the 21 ransportation esearch Board Highway Capacity Manual. he existing 212 PM peak MC was adjusted to obtain the 213 PM projected MC. he 213 PM projected MC includes: a) annual growth based on the FDO 211 Historical AAD eport (Appendix E); b) the Peak Season Correction Factor for data collected is 1.4 (refer to Appendix E for 211 Peak Season Factor Category eport); c) addition of project trips for PG6. he data is included in Appendix F. HCS 21 evaluates the intersection capacity and also has the ability to optimize both the signal phasing and timings. he analysis includes PM Peak Hour analysis for the following scenarios (refer to Appendix I for projected trip distributions for each Scenario): 212 PM peak hour capacity analysis (with existing traffic + existing geometry) Scenario 1 (S-1): 213 PM peak hour capacity analysis (with existing geometry) for all intersections. raffic circulation includes right in access to PG6 through the existing ed Parking Garage (PG4) (Driveway 1), and restricted access along University Drive (right-out (exit) & left-in (entry) only) to access PG6 from University Drive No capacity analysis conducted for this circulation since MC s are low. Scenario 2 (S-2): Same as Scenario 1, except that an additional second restricted access (right-in only) is proposed along University Drive to access both PG6 and PG4 (located just west of SW 19th Avenue & University Drive 14

16 Florida International University Parking Garage No. 6 intersection). No capacity analysis conducted for this circulation since MC s are low. However, capacity analysis was conducted for the SW 19th Avenue & University Drive intersection since the projected MC is impacted by this circulation. esults he results of the capacity analysis are illustrated in able 3. evels of service (OS) thresholds indicate the operation of an intersection. OS A through D are acceptable. OS E indicates constrained or at capacity conditions. OS F indicates failure. wo of the intersections exhibit failure and the other two intersections are operating at an acceptable OS. HCS 21 outputs are attached in Appendix J through Appendix M. able 3 - *PM Peak Hour Intersection evel of Service (OS) Intersection 212 ****S-1 th th **C(31.2) **D(37.5) SW 8 St & SW 112 Ave (Signalized) SW 8th St & SW 19th Ave (Signalized) *** SW 112th Ave & University Dr (Unsignalized-2 way stop controlled) (on campus) University Dr & SW 19th Ave (Signalized) (on campus) *****S-2 - **E(76.1) **F(99.2) - **F(EB approach=228.1) **F(EB approach=421.8) D(WB approach=31.1) - **A(6.1) **A(6.2) **A(6.3) * OS obtained from HCS 21 software. **Values within parentheses are intersection delay in secs/veh obtained from HCS 21 software. ***Stop control on SW 112th Ave. ****Scenario 1 (S-1): 213 PM peak hour (see page 14 for discussion) *****Scenario 2 (S-2): 213 PM peak hour (see page 14 for discussion) ecommendations Based on the OS results, no improvements are required at the intersections of SW 8th Street & SW 112th Avenue (operates at OS D ), and at University Drive & SW 19th Avenue (operates at OS A ). However, we anticipate that the OS for SW 8th Street & SW 112th Avenue would most likely fail with growing traffic volumes from the campus and would require capacity improvements to improve its performance. At SW 8th Street & SW 19th Avenue, the existing OS is at capacity for the existing 212 PM peak MC s (operates at OS E ) prior to the addition of PG6 traffic. he intersection OS will be deficient (operating at OS F ) with the addition of PG6 traffic. he critical 15

17 Florida International University Parking Garage No. 6 movements are the eastbound (through + right), westbound (left + through + right), and northbound (left) approaches. We do not propose any capacity improvements, unless requested. At SW 112 Avenue & University Drive (two way stop controlled intersection), for the 212 PM peak hour analysis, the critical traffic movements causing failure are the free flowing eastbound lefts (EB) with a heavy movement at 341 veh/hr and the free flowing westbound right (WB) at 277 veh/hr. hey are inducing the eastbound approach to fail (OS F =228 secs/veh delay). Both the eastbound and westbound approaches have one outbound lane servicing the outbound movements. For the 213 PM peak hour MC s (includes PG6 traffic), the eastbound approach worsens with a OS F (421.8 secs/veh delay). o mitigate the impacts to this intersection, the five (5) possible alternatives are as follows: Do nothing. etain as an unsignalized intersection (with two way stop control) should budgetary constraints be imposed. he 212 Peak hour capacity analysis (see Appendix M) shows that the three approaches (WB, NB & SB) are operating at acceptable OS. he critical movement (EB) is operating at OS F (228 secs/veh delay). For the 213 peak hour capacity analysis (see Appendix M), the three approaches (EB, NB & SB) are operating at acceptable OS. he critical movement (EB) is operating at OS F (421.8 secs/veh delay). he EB would definitely benefit from a new dedicated left turn lane. In addition, this location needs to be field monitored for queue backups resulting from left turn movements during the PM peak hour All Way Stop Control with existing geometry. Propose two additional stop signs at the eastbound and westbound approaches. he 212 Peak hour capacity analysis (see Appendix M) shows that the three approaches (WB, NB & SB) are operating at acceptable OS. he critical movement (EB) is operating at OS E (44.27 secs/veh delay). he overall OS D (28.91 secs/veh delay) is acceptable. For the 213 peak hour capacity analysis (see Appendix M), two approaches (NB & SB) are operating at acceptable OS. he critical movement (EB) is operating at OS E (41.58 secs/veh delay) and WB approach is operating at OS F (74.78 secs/veh delay). 16 he overall OS E (48.95

18 Florida International University Parking Garage No. 6 secs/veh delay) is at capacity and would benefit from dedicated EB and WB movements All Way Stop Control with future geometry. Propose two additional stop signs at the eastbound and westbound approaches and add dedicated EB and WB lanes. he 213 peak hour capacity analysis (see Appendix M) shows that all approaches are operating at acceptable OS. he overall intersection improves to OS C (16.14 secs/veh delay) and is acceptable Single-lane roundabout. Capacity analysis (see Appendix N) indicates that an overall OS B (14.28 secs/veh delay) is obtained with 212 PM peak MCs with existing lane geometry. Capacity analysis indicates that an overall OS C (24.67 secs/veh delay) is obtained with 213 PM peak hour MCs with existing lane geometry. he critical approach is westbound operating at OS E (46.3 secs/veh delay). No lane capacity improvements are necessary based on the overall OS result. his roundabout scenario reduces the intersection delay and improves the overall OS, when compared to the unsignalized intersection analysis. For capacity analysis results, refer to Appendix N wo-lane roundabout. Capacity analysis (see Appendix N) indicates that an overall OS A (8.7 secs/veh delay) is obtained with 212 PM peak MCs with the addition of dedicated eastbound left turn lane (EB) and dedicated westbound right turn lane (WB). For the 213 PM peak MCs (including PG6 traffic), we obtain an overall OS A (9.98 secs/veh delay). Capacity improvements are necessary and will require widening of University Drive to accommodate a dedicated EB and WB turn lanes to improve the OS. he EB approach will operate at OS A and WB approach will operate at OS B. he estimated cost of these improvements will be $1.25 million. An additional $3, will be required for the widening of SW 1 Street from SW 112 Avenue to the entrance of existing PG6 surface lot. For capacity analysis results, refer to Appendix N In conclusion, the two viable alternatives at this location based on acceptable OS operation are All Way Stop Control with future geometry and wo-lane 17

19 Florida International University Parking Garage No. 6 roundabout. Per direction from FIU we will implement wo-lane roundabout alternative at this location 18

20 Appendix A Conceptual Site Plan and ecommended Improvements

21 SIGNA MAS AM 2 EXPESS / MD ANSI WES BOUND EXPESS / MD ANSI SW 8H SEE SIGNA MAS AM GENEA SIE FO FUUE EAI FIE ACCESS E/W EXPESS / MD BUS EAS EXPESS ANSI SIGNA MAS AM MD BUS WES EXPESS / MD ANSI 8 BUS SOP AMP 4 SW 112H AVE OPEN AI PEDESIAN MA POPOSED PG6 ED PAKING GAAGE (PG4) EXISING PG 5 MAKE SAION OPIONA BIDGE SHE SPACE ANE OUNDABOU AENAE SW 18H AVE UIIIES GENEA SIE FO FUUE HOE SW 19H AVE AMP PG6 WES ENY/EXI AISED AEA FO PEDESIAN COSSING 7 H SW 1 SE E CAMPUS ANSI CAMPUS ANSI AISED AEA FO PEDESIAN COSSING VE CICUAION FO BIDGE OPION SCHOO OF ACHIECUE ENGINEEING & COMPUE SCIENCE ACADEMIC HEAH CENE

22 Appendix B Year 215-Campus Master Plan Modesto A. Maidique Campus

23 Modesto A. Maidique Campus 215

24 Appendix C 212 PM peak hour urning Movement Counts (MC s) September & October 212

25 SW 11 AVENUE & UNIVESIY D File Name : NW 11 AVE & UNIVESIY D. Site Code : Start Date : 1/31/212 Page No : 1 SW 11 AVENUE Northbound Groups Printed- Cars - rucks - urns SW 11 AVENUE Southbound UNIVESIY D Eastbound UNIVESIY D Westbound Start ime eft hru ght Peds eft hru ght Peds eft hru ght Peds eft hru ght Peds Int. otal *** BEAK *** 16: : : : otal : : : : otal Grand otal Apprch % otal % Cars % Cars rucks % rucks U-urns % U-urns

26 SW 11 AVENUE & UNIVESIY D File Name : NW 11 AVE & UNIVESIY D. Site Code : Start Date : 1/31/212 Page No : 2 SW 11 AVENUE Out In otal ght 7 7 hru eft Peds UNIVESIY D Out In otal eft hru ght Peds North 1/31/212 7: 1/31/212 17:45 Cars rucks U-urns ght hru eft Peds Out In otal UNIVESIY D eft hru 5 5 ght 2 2 Peds Out In otal SW 11 AVENUE

27 SW 11 AVENUE & UNIVESIY D File Name : NW 11 AVE & UNIVESIY D. Site Code : Start Date : 1/31/212 Page No : 3 SW 11 AVENUE Northbound SW 11 AVENUE Southbound UNIVESIY D Eastbound UNIVESIY D Westbound Start ime eft hru ght Peds App. otal eft hru ght Peds App. otal eft hru ght Peds App. otal eft hru ght Peds App. otal Int. otal Peak Hour Analysis From 7: to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:15 16: : : : otal Volume % App. otal PHF SW 11 AVENUE Out In otal ght 5 hru 73 eft 1 Peds Peak Hour Data UNIVESIY D Out In otal eft 126 hru 8 ght 29 Peds Peak Hour Begins at 16:15 Cars rucks U-urns North ght hru eft Peds Out In otal UNIVESIY D eft 13 hru 2 ght 13 Peds Out In otal SW 11 AVENUE

28 SW 19 AVENUE & UNIVESIY D File Name : Not Named 1 Site Code : Start Date : 1/31/212 Page No : 1 Northbound Groups Printed- Cars - rucks - urns SW 19 AVENUE Southbound UNIVESIY D Eastbound UNIVESIY D Westbound Start ime eft hru ght Peds eft hru ght Peds eft hru ght Peds eft hru ght Peds Int. otal *** BEAK *** 16: : : : otal : : : : otal Grand otal Apprch % otal % Cars % Cars rucks % rucks U-urns 9 9 % U-urns 4.2.7

29 SW 19 AVENUE & UNIVESIY D File Name : Not Named 1 Site Code : Start Date : 1/31/212 Page No : 2 SW 19 AVENUE Out In otal ght hru eft Peds UNIVESIY D Out In otal eft hru ght Peds North 1/31/212 7: 1/31/212 17:45 Cars rucks U-urns ght hru eft Peds Out In otal UNIVESIY D eft 4 4 hru ght Peds Out In otal

30 SW 19 AVENUE & UNIVESIY D File Name : Not Named 1 Site Code : Start Date : 1/31/212 Page No : 3 Northbound SW 19 AVENUE Southbound UNIVESIY D Eastbound UNIVESIY D Westbound Start ime eft hru ght Peds App. otal eft hru ght Peds App. otal eft hru ght Peds App. otal eft hru ght Peds App. otal Int. otal Peak Hour Analysis From 7: to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:3 16: : : : otal Volume % App. otal PHF SW 19 AVENUE Out In otal ght hru 13 eft Peds Peak Hour Data UNIVESIY D Out In otal eft 113 hru ght Peds Peak Hour Begins at 16:3 Cars rucks U-urns North ght hru eft Peds Out In otal UNIVESIY D eft 3 hru ght Peds 3 3 Out In otal

31 SW 112 AVENUE & UNIVESIY D File Name : Not Named 1 Site Code : Start Date : 9/18/212 Page No : 1 SW 112 AVENUE Northbound Groups Printed- Class 1 - Class 2 - Class 3 SW 112 AVENUE Southbound UNIVESIY D Eastbound UNIVESIY D Westbound Start ime eft hru ght Pedestrians eft hru ght Pedestrians eft hru Pedestrians Other eft hru ght Pedestrians Int. otal *** BEAK *** 16: : : : otal : : : : otal Grand otal Apprch % otal % Class % Class % Class 3 % Class 3

32 SW 112 AVENUE & UNIVESIY D File Name : Not Named 1 Site Code : Start Date : 9/18/212 Page No : 2 SW 112 AVENUE Out In otal ght hru eftpedestrians UNIVESIY D Out In otal eft hru Other Pedestrians North 9/18/212 7: 9/18/212 17:45 Class 1 Class 2 Class 3 ght hru eft Pedestrians Out In otal UNIVESIY D eft hru ght Pedestrians Out In otal SW 112 AVENUE

33 SW 112 AVENUE & UNIVESIY D File Name : Not Named 1 Site Code : Start Date : 9/18/212 Page No : 3 SW 112 AVENUE Northbound Start ime eft hru ght Pedestria ns SW 112 AVENUE Southbound App. otal eft hru ght Pedestria ns App. otal eft hru UNIVESIY D Eastbound Pedestria ns UNIVESIY D Westbound Other App. otal eft hru ght Peak Hour Analysis From 7: to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:15 16: : : : otal Volume % App. otal PHF Pedestria ns App. otal Int. otal SW 112 AVENUE Out In otal ght 62 hru 23 eftpedestrians Peak Hour Data UNIVESIY D Out In otal eft 233 Pedestrians hru Other Peak Hour Begins at 16:15 Class 1 Class 2 Class 3 North ght hru eft Pedestrians Out In otal UNIVESIY D eft 9 hru 94 ght Pedestrians Out In otal SW 112 AVENUE

34 SW 8 SEE AND SW 19 AVENUE File Name : SW 8 Street and SW 19 Avenue Site Code : Start Date : 9/18/212 Page No : 1 SW 19 AVENUE Northbound Groups Printed- Cars - rucks - urns SW 19 AVENUE Southbound SW 8 SEE Eastbound SW 8 SEE Westbound Start ime eft hru ght Peds eft hru ght Peds eft hru ght Peds eft hru ght Peds Int. otal 4: PM :15 PM :3 PM :45 PM otal : PM :15 PM :3 PM :45 PM otal Grand otal Apprch % otal % Cars % Cars rucks % rucks U-urns 4 4 % U-urns.7

35 SW 8 SEE AND SW 19 AVENUE File Name : SW 8 Street and SW 19 Avenue Site Code : Start Date : 9/18/212 Page No : 2 SW 19 AVENUE Out In otal ght hru eft Peds SW 8 SEE Out In otal eft hru ght Peds 1 1 North 9/18/212 4: PM 9/18/212 5:45 PM Cars rucks U-urns ght hru eft Peds Out In otal SW 8 SEE eft hru ght Peds Out In otal SW 19 AVENUE

36 SW 8 SEE AND SW 19 AVENUE File Name : SW 8 Street and SW 19 Avenue Site Code : Start Date : 9/18/212 Page No : 3 SW 19 AVENUE Northbound SW 19 AVENUE Southbound SW 8 SEE Eastbound SW 8 SEE Westbound Start ime eft hru ght Peds App. otal eft hru ght Peds App. otal eft hru ght Peds App. otal eft hru ght Peds App. otal Int. otal Peak Hour Analysis From 4: PM to 5:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 4:45 PM 4:45 PM : PM :15 PM :3 PM otal Volume % App. otal PHF SW 19 AVENUE Out In otal ght 77 hru 22 eft Peds Peak Hour Data SW 8 SEE Out In otal eft 1798 hru 152 ght 1 Peds Peak Hour Begins at 4:45 PM Cars rucks U-urns North ght hru eft Peds Out In otal SW 8 SEE eft 352 hru 152 ght 222 Peds Out In otal SW 19 AVENUE

37 SW 8 SEE AND SW 112 AVENUE File Name : SW 8 Street and SW 112 Avenue Site Code : Start Date : 9/18/212 Page No : 1 SW 112 AVENUE Northbound Groups Printed- Cars - rucks - urns SW 8 SEE Eastbound SW 8 SEE Westbound SW 112 AVENUE Southbound Start ime eft hru ght Peds eft hru ght Peds eft hru ght Peds eft hru ght Peds Int. otal 4: PM :15 PM :3 PM :45 PM otal : PM :15 PM :3 PM :45 PM otal Grand otal Apprch % otal % Cars % Cars rucks % rucks U-urns 1 1 % U-urns.3

38 SW 8 SEE AND SW 112 AVENUE File Name : SW 8 Street and SW 112 Avenue Site Code : Start Date : 9/18/212 Page No : 2 SW 112 AVENUE Out In otal ght hru eft Peds SW 8 SEE Out In otal eft hru ght Peds 7 7 North 9/18/212 4: PM 9/18/212 5:45 PM Cars rucks U-urns ght hru eft Peds Out In otal SW 8 SEE eft hru ght Peds Out In otal SW 112 AVENUE

39 SW 8 SEE AND SW 112 AVENUE File Name : SW 8 Street and SW 112 Avenue Site Code : Start Date : 9/18/212 Page No : 3 SW 112 AVENUE Northbound SW 8 SEE Eastbound SW 8 SEE Westbound SW 112 AVENUE Southbound Start ime eft hru ght Peds App. otal eft hru ght Peds App. otal eft hru ght Peds App. otal eft hru ght Peds App. otal Int. otal Peak Hour Analysis From 4: PM to 5:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 4: PM 4: PM :15 PM :3 PM :45 PM otal Volume % App. otal PHF SW 112 AVENUE Out In otal ght hru eft Peds Peak Hour Data SW 8 SEE Out In otal eft 246 hru 474 ght 6 Peds Peak Hour Begins at 4: PM Cars rucks U-urns North ght hru eft Peds Out In otal SW 8 SEE eft 371 hru ght 37 Peds Out In otal SW 112 AVENUE

40 NOH MOV-7 MOV-1 MOV-6 MOV-2 MOV-9 WES PAKING O MOV-8 MOV-5 MOV-4 EAS PAKING O MOV-3 MOV-3 MOV-2 MOV-4 MOV-1

41 EAS & WES PAKING OS File Name : Not Named 2 Site Code : Start Date : 1/31/212 Page No : 1 Groups Printed- CAS - UCKS - UNS EAS PAKING O EAS PAKING O WES PAKING O Start ime MOV-1 MOV-2 MOV-3 MOV-4 MOV-5 MOV-6 MOV-7 MOV-8 MOV-9 hru ght Other MOV-1 MOV-2 MOV-3 MOV4 Int. otal *** BEAK *** 16: : : : otal : : : : otal Grand otal Apprch % otal % CAS % CAS UCKS % UCKS U-UNS % U-UNS

42 EAS & WES PAKING OS File Name : Not Named 2 Site Code : Start Date : 1/31/212 Page No : 2 EAS PAKING O Out In otal MOV-7 MOV-6 MOV-5 MOV-8 Out In otal MOV-9 hru ght Other North 1/31/212 6: 1/31/212 17:45 CAS UCKS U-UNS MOV-3 MOV-2 MOV-1 MOV Out In otal WES PAKING O MOV-1 MOV MOV MOV Out In otal EAS PAKING O

43 EAS & WES PAKING OS File Name : Not Named 2 Site Code : Start Date : 1/31/212 Page No : 3 EAS PAKING O EAS PAKING O WES PAKING O Start ime MOV-1 MOV-2 MOV-3 MOV-4 App. otal MOV-5 MOV-6 MOV-7 MOV-8 App. otal MOV-9 hru ght Other App. otal MOV-1 MOV-2 MOV-3 MOV4 App. otal Int. otal Peak Hour Analysis From 6: to 16:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16: 16: : : : otal Volume % App. otal PHF EAS PAKING O Out In otal MOV MOV MOV-5 MOV-8 Peak Hour Data Out In otal MOV-9 hru ght Other Peak Hour Begins at 16: CAS UCKS U-UNS North MOV-3 MOV-2 MOV-1 MOV4 Out In otal WES PAKING O MOV-1 12 MOV-2 28 MOV-3 MOV Out In otal EAS PAKING O

44 Appendix D 212 (Existing) PM Peak Hour Volumes (MC s) with Intersection Sketches

45

46

47

48

49 Appendix E 211 FDO Historical AAD eport, Peak Season Correction Factor & Annual Growth Correction Factor (213 Projection)

50 FOIDA DEPAMEN OF ANSPOAION ANSPOAION SAISICS OFFICE 211 HISOICA AAD EPO COUNY: 87 - MIAMI-DADE SIE: 9 - S 9/US-41/SW 8 S, 5' E SW 19 AV YEA AAD DIECION 1 DIECION 2 *K FACO D FACO FACO C E 31 W C E 325 W C E 335 W C E 315 W C E 315 W C E 28 W C E 28 W C E 37 W C E 27 W C E 23 W C E 29 W C E 27 W C E 25 W C E 27 W C E 25 W C E 27 W AAD FAGS: C = COMPUED; E = MANUA ESIMAE; F = FIS YEA ESIMAE S = SECOND YEA ESIMAE; = HID YEA ESIMAE; X = UNKNOWN *K FACO: SAING WIH YEA 211 IS SANDADK, PIO YEAS AE K3 VAUES

51 211 PEAK SEASON FACO CAEGOY EPO - EPO YPE: A CAEGOY: 871 MIAMI-DADE SOUH MOCF:.97 WEEK DAES SF PSCF ================================================================================ 1 1/1/211-1/1/ /2/211-1/8/ /9/211-1/15/ /16/211-1/22/ /23/211-1/29/ * 6 1/3/211-2/5/ * 7 2/6/211-2/12/ * 8 2/13/211-2/19/ * 9 2/2/211-2/26/ *1 2/27/211-3/5/ *11 3/6/211-3/12/ *12 3/13/211-3/19/ *13 3/2/211-3/26/ *14 3/27/211-4/2/ *15 4/3/211-4/9/ *16 4/1/211-4/16/ *17 4/17/211-4/23/ *18 4/24/211-4/3/ /1/211-5/7/ /8/211-5/14/ /15/211-5/21/ /22/211-5/28/ /29/211-6/4/ /5/211-6/11/ /12/211-6/18/ /19/211-6/25/ /26/211-7/2/ /3/211-7/9/ /1/211-7/16/ /17/211-7/23/ /24/211-7/3/ /31/211-8/6/ /7/211-8/13/ /14/211-8/2/ /21/211-8/27/ /28/211-9/3/ /4/211-9/1/ /11/211-9/17/ /18/211-9/24/ /25/211-1/1/ /2/211-1/8/ /9/211-1/15/ /16/211-1/22/ /23/211-1/29/ /3/211-11/5/ /6/211-11/12/ /13/211-11/19/ /2/211-11/26/211 11/27/211-12/3/ /4/211-12/1/ /11/211-12/17/ /18/211-12/24/ /25/211-12/31/ * PEAK SEASON 14-FEB :42:32 83UPD [1,,,1] 6_871_PKSEASON.X

52

53 Appendix F 213 (Projected) PM Peak Hour Volumes (MC s) with Intersection Sketches

54

55

56

57

58 Appendix G Existing ane Configuration Diagram at Intersections

59 EXISING ANE CONFIGUAION DIAGAM

60 EXISING ANE CONFIGUAION DIAGAM

61 EXISING ANE CONFIGUAION DIAGAM

62 EXISING ANE CONFIGUAION DIAGAM UNIVESIY DIVE & SW 19H AVENUE

63 Appendix H Intersection Volume Worksheets at Intersections Existing & 213 PM Peak Hour (MC s)

64 Intersection Volume Worksheet SW 112th Avenue & SW 8th Street (PM) Peak Season Correction Factor: Annual Growth Correction Factor: Existing Conditions (PM Peak Hour) NB NB NB EB EB EB EBU WB WB WB 4: : : : OA ADJ PEAK PHF PM Conditions (Scenario 1 & 2) NB NB NB EB EB EB EBU WB WB WB EXIS ADJ PEAK ADD IP OA

65 Intersection Volume Worksheet SW 19th Avenue & SW 8th Street (PM) Peak Season Correction Factor: Annual Growth Correction Factor: Existing Conditions (PM Peak Hour) NB NB NB SB SB SB EB EB EB WB WB WB 4: : : : OA ADJ PEAK PHF PM Conditions (Scenario 1 & 2) NB NB NB SB SB SB EB EB EB WB WB WB EXIS ADJ PEAK ADD IP OA

66 Intersection Volume Worksheet SW 112th Avenue & University Drive (PM) Peak Season Correction Factor: Annual Growth Correction Factor: Existing Conditions (PM Peak Hour) NB NB NB SB SB SB EB EB EB WB WB WB 4: : : : OA ADJ PEAK PHF PM Conditions (Scenario 1 & 2) NB NB NB SB SB SB EB EB EB WB WB WB EXIS ADJ PEAK ADD IP OA

67 Intersection Volume Worksheet SW 19th Avenue & University Drive (PM) Peak Season Correction Factor: Annual Growth Correction Factor: Existing Conditions (PM Peak Hour) SB SB SB EB EB EB WB WB WB 4: : : : OA ADJ PEAK PHF PM Conditions (Scenario 1) SB SB SB EB EB EB WB WB WB EXIS ADJ PEAK ADD IP OA PM Conditions (Scenario 2) SB SB SB EB EB EB WB WB WB EXIS ADJ PEAK ADD IP 7 OA

68 Appendix I 213 PM Peak hour- Projected rip Distributions

69

70 Appendix J Capacity Analysis (HCS 21 Signal) Existing Conditions212 (PM Peak Hour)

71 HCS 21 Signalized Intersection esults Summary General Information Intersection Information Agency Miami Dade Duration, h.25 Analyst Mo Analysis Date 11/7/212 Area ype Other Jurisdiction ime Period PM Peak PHF.92 Intersection SW 8 Street & SW 112 Ave Analysis Year 212 Analysis Period 1> 16: File Name SW_8_S_and_SW_112_Ave_PM_peak_existing_rev xus Project Description 212 PM Peak Hour (Existing) Demand Information EB WB NB SB Approach Movement Demand (v), veh/h Signal Information Cycle, s 11.5 eference Phase 2 Offset, s eference Point End Uncoordinated Yes Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow ed imer esults EB EB WB WB NB NB SB SB Assigned Phase Case Number Phase Duration, s Change Period, (Y+c), s Max Allow Headway (MAH), s Queue Clearance ime (gs), s Green Extension ime (ge), s Phase Call Probability Max Out Probability Movement Group esults EB WB NB SB Approach Movement Assigned Movement Adjusted Flow ate (v), veh/h Adjusted Saturation Flow ate (s), veh/h/ln Queue Service ime (gs), s Cycle Queue Clearance ime (gc), s Capacity (c), veh/h Volume-to-Capacity atio (X) Available Capacity (ca), veh/h Back of Queue (Q), veh/ln (5th percentile) Overflow Queue (Q3), veh/ln Queue Storage atio (Q) (5th percentile) Uniform Delay (d1), s/veh Incremental Delay (d2), s/veh Initial Queue Delay (d3), s/veh Control Delay (d), s/veh evel of Service (OS) D C E B E C Approach Delay, s/veh / OS 39.6 D 21.3 C 41.5 D. Intersection Delay, s/veh / OS 31.2 C Multimodal esults EB WB NB SB Pedestrian OS Score / OS 2.3 B.7 A 3.3 C 3.3 C Bicycle OS Score / OS 2. A 2.2 B F Copyright 212 University of Florida, All ights eserved. HCS 21 Streets Version 6.41 Generated: 12/11/212 1:23:59 AM