Florida International University Parking Garage No. 6 raffic Study Prepared By: December 12, 212 12-163
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 1-213 (PM Peak Hour). Capacity Analysis (HCS 21 Signal ) Scenario 2-213 (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
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
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
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 64 18 244 *44/56 **3/7 --- 28 54 82 36 126 162 * 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
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
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
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
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
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
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
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
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) + 21.48 (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
Florida International University Parking Garage No. 6 use this surface parking lot. In addition, based on the 21-22 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
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 64 18 244 *44/56 **3/7 --- 28 54 82 36 126 162 * 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
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
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
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
Florida International University Parking Garage No. 6 roundabout. Per direction from FIU we will implement wo-lane roundabout alternative at this location 18
Appendix A Conceptual Site Plan and ecommended Improvements
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 6 3 1 2 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 9 5 7 AISED AEA FO PEDESIAN COSSING VE CICUAION FO BIDGE OPION SCHOO OF ACHIECUE ENGINEEING & COMPUE SCIENCE ACADEMIC HEAH CENE
Appendix B Year 215-Campus Master Plan Modesto A. Maidique Campus
Modesto A. Maidique Campus 215
Appendix C 212 PM peak hour urning Movement Counts (MC s) September & October 212
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: 2 1 4 17 56 6 27 31 2 2 5 26 7 2 188 16:15 4 2 12 15 2 46 16 28 1 14 4 45 5 2 196 16:3 4 1 3 18 12 1 61 1 32 4 3 3 5 39 2 4 247 16:45 3 1 5 11 13 1 95 27 33 2 9 5 45 13 1 264 otal 13 3 1 45 57 4 258 7 12 132 8 28 19 155 45 9 895 17: 2 3 8 33 1 74 12 25 2 3 2 56 14 2 237 17:15 2 1 2 6 12 41 2 17 32 2 3 2 37 12 5 176 17:3 4 1 3 2 9 1 29 15 16 4 4 1 32 9 4 134 17:45 2 2 7 17 1 37 1 2 29 5 3 46 11 5 186 otal 1 2 1 23 71 3 181 3 64 12 13 13 5 171 46 16 733 Grand otal 23 5 2 68 128 7 439 1 166 234 21 41 24 326 91 25 1628 Apprch % 19.8 4.3 17.2 58.6 21.9 1.2 75.2 1.7 35.9 5.6 4.5 8.9 5.2 7 19.5 5.4 otal % 1.4.3 1.2 4.2 7.9.4 27.6 1.2 14.4 1.3 2.5 1.5 2 5.6 1.5 Cars 23 5 2 68 128 7 439 1 166 234 21 41 24 326 91 25 1628 % Cars 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 rucks % rucks U-urns % U-urns
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 262 584 846 262 584 846 439 439 ght 7 7 hru 128 1 128 1 eft Peds UNIVESIY D Out In otal 788 462 125 788 462 125 166 234 21 41 166 234 21 41 eft hru ght Peds North 1/31/212 7: 1/31/212 17:45 Cars rucks U-urns ght hru eft Peds 91 91 326 326 24 24 25 25 Out In otal 382 466 848 382 466 848 UNIVESIY D eft 23 23 hru 5 5 ght 2 2 Peds 68 68 52 116 168 52 116 168 Out In otal SW 11 AVENUE
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 16:15 4 2 12 18 15 2 46 63 16 28 1 14 59 4 45 5 2 56 196 16:3 4 1 3 18 26 12 1 61 1 75 32 4 3 3 78 5 39 2 4 68 247 16:45 3 1 5 11 2 13 1 95 19 27 33 2 9 71 5 45 13 1 64 264 17: 2 3 8 13 33 1 74 18 12 25 2 3 42 2 56 14 2 74 237 otal Volume 13 2 13 49 77 73 5 276 1 355 87 126 8 29 25 16 185 52 9 262 944 % App. otal 16.9 2.6 16.9 63.6 2.6 1.4 77.7.3 34.8 5.4 3.2 11.6 6.1 7.6 19.8 3.4 PHF.813.5.65.681.74.553.625.726.25.814.68.788.667.518.81.8.826.65.563.885.894 SW 11 AVENUE Out In otal 141 355 496 276 ght 5 hru 73 eft 1 Peds Peak Hour Data UNIVESIY D Out In otal 474 25 724 87 eft 126 hru 8 ght 29 Peds Peak Hour Begins at 16:15 Cars rucks U-urns North 52 185 16 9 ght hru eft Peds Out In otal 212 262 474 UNIVESIY D eft 13 hru 2 ght 13 Peds 49 29 77 16 Out In otal SW 11 AVENUE
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: 1 34 14 21 2 15 16 1 122 16:15 36 18 17 24 3 26 151 16:3 27 14 18 33 36 4 168 16:45 1 23 11 2 26 29 33 1 144 otal 2 12 57 76 13 11 115 2 585 17: 2 27 2 37 28 34 42 2 192 17:15 26 17 28 26 29 45 171 17:3 24 17 15 16 25 34 1 132 17:45 18 2 21 28 41 23 151 otal 2 95 74 11 98 129 144 3 646 Grand otal 4 215 131 177 21 239 259 5 1231 Apprch % 1 62.1 37.9 46.8 53.2 47.5 51.5 1 otal %.3 17.5 1.6 14.4 16.3 19.4 21.4 Cars 26 131 176 21 239 259 1212 % Cars 95.8 1 99.4 1 1 1 98.5 rucks 4 1 5 1 % rucks 1.6 1.8 U-urns 9 9 % U-urns 4.2.7
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 435 337 772 1 1 9 9 436 346 782 131 131 ght hru 26 9 215 eft Peds UNIVESIY D Out In otal 37 377 747 4 1 5 374 378 752 176 21 1 177 21 eft hru ght Peds North 1/31/212 7: 1/31/212 17:45 Cars rucks U-urns ght hru eft Peds 259 259 239 239 5 5 Out In otal 47 498 95 5 5 9 9 416 53 919 UNIVESIY D eft 4 4 hru ght Peds 4 4 4 4 Out In otal
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 16:3 27 14 41 18 33 51 36 4 76 168 16:45 1 1 23 11 34 2 26 46 29 33 1 63 144 17: 2 2 27 2 47 37 28 65 34 42 2 78 192 17:15 26 17 43 28 26 54 29 45 74 171 otal Volume 3 3 13 62 165 13 113 216 128 16 3 291 675 % App. otal 1 62.4 37.6 47.7 52.3 44 55 1 PHF.375....375.954..775..878.696.856...831..889.889.375.933.879 SW 19 AVENUE Out In otal 263 165 428 62 ght hru 13 eft Peds Peak Hour Data UNIVESIY D Out In otal 193 216 49 13 eft 113 hru ght Peds Peak Hour Begins at 16:3 Cars rucks U-urns North 16 128 3 ght hru eft Peds Out In otal 216 291 57 UNIVESIY D eft 3 hru ght Peds 3 3 Out In otal
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: 2 21 4 35 21 111 61 36 64 355 16:15 2 17 5 25 46 98 53 43 49 338 16:3 2 15 2 16 8 3 73 59 36 65 36 16:45 3 27 6 4 21 37 71 7 44 56 1 34 otal 9 8 17 2 89 134 353 243 159 234 1 1339 17: 2 35 5 3 8 15 99 51 5 17 1 376 17:15 6 1 1 18 18 45 41 96 325 17:3 2 7 9 14 83 21 28 27 191 17:45 3 8 5 2 11 18 65 2 23 3 185 otal 7 56 11 5 38 65 355 137 142 26 1 177 Grand otal 16 136 28 25 127 199 78 38 31 494 2 2416 Apprch % 8.9 75.6 15.6 7.1 36.2 56.7 65.1 34.9 37.8 62.3 otal %.7 5.6 1.2 1 5.3 8.2 29.3 15.7 12.5 2.4.1 Class 1 16 136 28 25 127 199 78 38 31 494 2 2416 % Class 1 1 1 1 1 1 1 1 1 1 1 1 1 % Class 3 % Class 3
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 1338 351 1689 1338 351 1689 199 199 ght 127 127 hru 25 25 eftpedestrians UNIVESIY D Out In otal 516 188 164 516 188 164 78 38 78 38 eft hru Other Pedestrians North 9/18/212 7: 9/18/212 17:45 Class 1 Class 2 Class 3 ght hru eft Pedestrians 494 494 31 31 2 2 Out In otal 433 797 123 433 797 123 UNIVESIY D eft 16 16 hru 136 136 ght Pedestrians 28 28 127 18 37 127 18 37 Out In otal SW 112 AVENUE
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 16:15 2 17 5 24 25 46 71 98 53 151 43 49 92 338 16:3 2 15 2 19 16 8 3 54 73 59 132 36 65 11 36 16:45 3 27 6 36 4 21 37 62 71 7 141 44 56 1 11 34 17: 2 35 5 42 3 8 15 26 99 51 15 5 17 1 158 376 otal Volume 9 94 18 121 23 62 128 213 341 233 574 173 277 2 452 136 % App. otal 7.4 77.7 14.9 1.8 29.1 6.1 59.4 4.6 38.3 61.3.4 PHF.75.671.75..72.359.62.696..75.861.832...95..865.647.5.715.94 Pedestria ns App. otal Int. otal SW 112 AVENUE Out In otal 712 213 925 128 ght 62 hru 23 eftpedestrians Peak Hour Data UNIVESIY D Out In otal 31 574 884 341 eft 233 Pedestrians hru Other Peak Hour Begins at 16:15 Class 1 Class 2 Class 3 North 277 173 2 ght hru eft Pedestrians Out In otal 274 452 726 UNIVESIY D eft 9 hru 94 ght Pedestrians 18 62 121 183 Out In otal SW 112 AVENUE
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 68 16 41 3 52 22 39 1 82 362 29 3 295 14 4:15 PM 84 12 45 4 56 18 36 43 442 39 56 295 113 4:3 PM 63 23 47 36 18 61 43 4 81 71 373 9 1225 4:45 PM 8 22 41 3 6 26 93 24 466 74 122 41 16 1437 otal 295 73 174 1 24 84 229 1 192 167 223 279 1373 25 4832 5: PM 89 3 72 53 33 61 56 477 22 1 84 285 19 1282 5:15 PM 97 58 66 6 45 3 8 59 448 27 59 436 21 1 146 5:3 PM 86 42 43 2 62 15 92 74 47 29 41 524 21 3 1441 5:45 PM 95 33 53 2 59 1 97 1 393 51 1 418 13 1424 otal 367 163 234 1 219 61 33 289 1725 129 1 284 1663 74 4 5553 Grand otal 662 236 48 2 423 145 559 1 481 3395 352 1 563 336 99 4 1385 Apprch % 49.9 17.8 3.8 1.5 37.5 12.9 49.6.1 11.4 8.3 8.3 15.2 82 2.7.1 otal % 6.4 2.3 3.9.2 4.1 1.4 5.4 4.6 32.7 3.4 5.4 29.2 1 Cars 658 234 41 2 419 14 554 1 475 3363 351 1 553 312 99 4 1285 % Cars 99.4 99.2 98.3 1 99.1 96.6 99.1 1 98.8 99.1 99.7 1 98.2 99.2 1 1 99 rucks 4 2 7 4 5 5 6 32 1 6 24 96 % rucks.6.8 1.7.9 3.4.9 1.2.9.3 1.1.8.9 U-urns 4 4 % U-urns.7
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 88 1114 1922 8 14 22 816 1128 1944 554 5 559 ght 14 5 145 hru 419 1 4 423 1 eft Peds SW 8 SEE Out In otal 4224 419 8414 33 39 72 4257 4229 8486 475 6 3363 32 351 1 481 3395 352 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 99 312 24 99 336 553 6 4 563 4 4 Out In otal 4183 3668 7851 43 3 73 4 4 4226 372 7928 SW 8 SEE eft 658 4 662 hru 234 2 236 ght 41 7 48 Peds 2 2 144 1313 2357 12 13 25 4 4 16 1326 2386 Out In otal SW 19 AVENUE
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 8 22 41 3 146 6 26 93 179 24 466 74 564 122 41 16 548 1437 5: PM 89 3 72 191 53 33 61 147 56 477 22 1 556 84 285 19 388 1282 5:15 PM 97 58 66 6 227 45 3 8 128 59 448 27 534 59 436 21 1 517 146 5:3 PM 86 42 43 2 173 62 15 92 169 74 47 29 51 41 524 21 3 589 1441 otal Volume 352 152 222 11 737 22 77 326 623 213 1798 152 1 2164 36 1655 77 4 242 5566 % App. otal 47.8 2.6 3.1 1.5 35.3 12.4 52.3 9.8 83.1 7 15 81 3.8.2 PHF.97.655.771.458.812.887.583.876..87.72.942.514.25.959.627.79.917.333.867.966 SW 19 AVENUE Out In otal 442 623 165 326 ght 77 hru 22 eft Peds Peak Hour Data SW 8 SEE Out In otal 2333 2164 4497 213 eft 1798 hru 152 ght 1 Peds Peak Hour Begins at 4:45 PM Cars rucks U-urns North 77 1655 36 4 ght hru eft Peds Out In otal 224 242 4282 SW 8 SEE eft 352 hru 152 ght 222 Peds 11 535 737 1272 Out In otal SW 19 AVENUE
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 81 74 2 564 35 4 69 1486 4:15 PM 12 91 576 113 33 664 1579 4:3 PM 79 82 487 169 1 79 617 1 1515 4:45 PM 19 6 419 157 5 91 625 1466 otal 371 37 2 246 474 6 243 2596 1 646 5: PM 122 55 433 42 54 573 1 128 5:15 PM 71 49 527 49 1 23 564 1284 5:3 PM 62 56 497 69 27 672 1383 5:45 PM 56 45 446 58 36 712 1353 otal 311 25 193 218 1 14 2521 1 53 Grand otal 682 512 2 3949 692 7 383 5117 2 11346 Apprch % 57 42.8.2 85 14.9.2 7 93 otal % 6 4.5 34.8 6.1.1 3.4 45.1 Cars 677 51 2 3925 69 7 381 557 2 11251 % Cars 99.3 99.6 1 99.4 99.7 1 99.5 98.8 1 99.2 rucks 5 2 24 2 1 6 94 % rucks.7.4.6.3.3 1.2.8 U-urns 1 1 % U-urns.3
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 5734 4622 1356 65 26 91 5799 4648 1447 3925 24 69 2 3949 692 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 557 6 5117 381 1 1 383 2 2 Out In otal 4435 544 9875 26 61 87 1 1 4461 552 9963 SW 8 SEE eft 677 5 682 hru ght 51 2 512 Peds 2 2 171 1189 226 3 7 1 1 1 175 1196 2271 Out In otal SW 112 AVENUE
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 81 74 2 157 564 35 599 4 69 73 1486 4:15 PM 12 91 193 576 113 689 33 664 697 1579 4:3 PM 79 82 161 487 169 1 657 79 617 1 697 1515 4:45 PM 19 6 169 419 157 5 581 91 625 716 1466 otal Volume 371 37 2 68 246 474 6 2526 243 2596 1 284 646 % App. otal 54.6 45.1.3 81 18.8.2 8.6 91.4 PHF.851..843.25.881..888.71.3.917.668.941..25.973......957 SW 112 AVENUE Out In otal ght hru eft Peds Peak Hour Data SW 8 SEE Out In otal 2967 2526 5493 eft 246 hru 474 ght 6 Peds Peak Hour Begins at 4: PM Cars rucks U-urns North 2596 243 1 ght hru eft Peds Out In otal 2353 284 5193 SW 8 SEE eft 371 hru ght 37 Peds 2 717 68 1397 Out In otal SW 112 AVENUE
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
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: 1 6 1 4 44 28 21 4 2 18 16 1 146 16:15 4 3 2 6 63 41 29 3 3 29 15 2 2 16:3 3 13 1 2 57 3 5 1 8 39 17 1 222 16:45 4 6 2 1 4 65 42 44 2 9 36 26 2 243 otal 12 28 5 2 16 229 141 144 1 22 122 74 6 811 17: 1 5 6 8 5 14 9 27 23 215 17:15 1 2 5 62 33 12 1 5 17 11 149 17:3 2 4 1 1 7 39 28 11 4 17 13 127 17:45 2 2 4 3 27 12 1 3 18 12 111 otal 4 13 3 1 22 211 138 49 2 21 79 59 62 Grand otal 16 41 8 3 38 44 279 193 12 43 21 133 6 1413 Apprch % 23.5 6.3 11.8 4.4 4 46.3 29.4 2.3 1 11.2 52.5 34.7 1.6 otal % 1.1 2.9.6.2 2.7 31.1 19.7 13.7.8 3 14.2 9.4.4 CAS 16 41 8 3 38 44 279 193 12 43 21 133 6 1413 % CAS 1 1 1 1 1 1 1 1 1 1 1 1 1 1 UCKS % UCKS U-UNS % U-UNS
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 186 95 1136 186 95 1136 279 279 44 44 38 38 193 193 MOV-7 MOV-6 MOV-5 MOV-8 Out In otal 496 12 58 496 12 58 12 12 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 MOV4 133 133 21 21 43 43 6 6 Out In otal 46 383 429 46 383 429 WES PAKING O MOV-1 MOV-2 16 41 16 41 MOV-3 8 8 MOV-4 3 3 483 68 551 483 68 551 Out In otal EAS PAKING O
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: 1 6 1 8 4 44 28 21 97 4 4 2 18 16 1 37 146 16:15 4 3 2 9 6 63 41 29 139 3 3 3 29 15 2 49 2 16:3 3 13 1 17 2 57 3 5 139 1 1 8 39 17 1 65 222 16:45 4 6 2 1 13 4 65 42 44 155 2 2 9 36 26 2 73 243 otal Volume 12 28 5 2 47 16 229 141 144 53 1 1 22 122 74 6 224 811 % App. otal 25.5 59.6 1.6 4.3 3 43.2 26.6 27.2 1 9.8 54.5 33 2.7 PHF.75.538.625.5.691.667.881.839.72.855.625....625.611.782.712.75.767.834 EAS PAKING O Out In otal 112 53 642 141 MOV-7 229 MOV-6 16 144 MOV-5 MOV-8 Peak Hour Data Out In otal 275 1 285 1 MOV-9 hru ght Other Peak Hour Begins at 16: CAS UCKS U-UNS North 74 122 22 6 MOV-3 MOV-2 MOV-1 MOV4 Out In otal 21 224 245 WES PAKING O MOV-1 12 MOV-2 28 MOV-3 MOV-4 5 2 251 47 298 Out In otal EAS PAKING O
Appendix D 212 (Existing) PM Peak Hour Volumes (MC s) with Intersection Sketches
Appendix E 211 FDO Historical AAD eport, Peak Season Correction Factor & Annual Growth Correction Factor (213 Projection)
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 ---- ---------- ------------ ------------ --------- -------- -------- 211 585 C E 31 W 275 9. 58.2 6.6 21 62 C E 325 W 295 7.87 58.27 6.6 29 685 C E 335 W 35 7.98 59.96 4.6 28 66 C E 315 W 345 8.7 66.31 5. 27 645 C E 315 W 33 7.9 63.12 5. 26 56 C E 28 W 28 7.39 58.66 4.1 25 565 C E 28 W 285 7.7 65.7 6.1 24 69 C E 37 W 32 8.2 67.1 6.1 23 54 C E 27 W 27 8.1 72.3 4.7 22 48 C E 23 W 25 9.2 68. 4.5 21 56 C E 29 W 27 8.2 53.5 4.5 2 495 C E 27 W 225 8.2 53.1 5.7 1999 465 C E 25 W 215 9.1 52.7 4.8 1998 51 C E 27 W 24 9.3 52.7 5.2 1997 46 C E 25 W 21 9.1 64.5 7.6 1996 48 C E 27 W 21 8.5 53.1 8.4 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
211 PEAK SEASON FACO CAEGOY EPO - EPO YPE: A CAEGOY: 871 MIAMI-DADE SOUH MOCF:.97 WEEK DAES SF PSCF ================================================================================ 1 1/1/211-1/1/211 1.1 1.4 2 1/2/211-1/8/211 1.1 1.4 3 1/9/211-1/15/211 1.1 1.4 4 1/16/211-1/22/211 1. 1.3 5 1/23/211-1/29/211.99 1.2 * 6 1/3/211-2/5/211.98 1.1 * 7 2/6/211-2/12/211.98 1.1 * 8 2/13/211-2/19/211.97 1. * 9 2/2/211-2/26/211.97 1. *1 2/27/211-3/5/211.97 1. *11 3/6/211-3/12/211.97 1. *12 3/13/211-3/19/211.97 1. *13 3/2/211-3/26/211.97 1. *14 3/27/211-4/2/211.97 1. *15 4/3/211-4/9/211.97 1. *16 4/1/211-4/16/211.98 1.1 *17 4/17/211-4/23/211.98 1.1 *18 4/24/211-4/3/211.98 1.1 19 5/1/211-5/7/211.99 1.2 2 5/8/211-5/14/211.99 1.2 21 5/15/211-5/21/211 1. 1.3 22 5/22/211-5/28/211 1. 1.3 23 5/29/211-6/4/211 1. 1.3 24 6/5/211-6/11/211.99 1.2 25 6/12/211-6/18/211.99 1.2 26 6/19/211-6/25/211 1. 1.3 27 6/26/211-7/2/211 1.1 1.4 28 7/3/211-7/9/211 1.1 1.4 29 7/1/211-7/16/211 1.2 1.5 3 7/17/211-7/23/211 1.2 1.5 31 7/24/211-7/3/211 1.2 1.5 32 7/31/211-8/6/211 1.2 1.5 33 8/7/211-8/13/211 1.2 1.5 34 8/14/211-8/2/211 1.2 1.5 35 8/21/211-8/27/211 1.2 1.5 36 8/28/211-9/3/211 1.1 1.4 37 9/4/211-9/1/211 1.1 1.4 38 9/11/211-9/17/211 1.1 1.4 39 9/18/211-9/24/211 1.1 1.4 4 9/25/211-1/1/211 1.2 1.5 41 1/2/211-1/8/211 1.2 1.5 42 1/9/211-1/15/211 1.2 1.5 43 1/16/211-1/22/211 1.2 1.5 44 1/23/211-1/29/211 1.2 1.5 45 1/3/211-11/5/211 1.1 1.4 46 11/6/211-11/12/211 1.1 1.4 47 11/13/211-11/19/211 1.1 1.4 48 49 11/2/211-11/26/211 11/27/211-12/3/211 1.1 1.1 1.4 1.4 5 12/4/211-12/1/211 1.1 1.4 51 12/11/211-12/17/211 1.1 1.4 52 12/18/211-12/24/211 1.1 1.4 53 12/25/211-12/31/211 1.1 1.4 * PEAK SEASON 14-FEB-212 14:42:32 83UPD [1,,,1] 6_871_PKSEASON.X
Appendix F 213 (Projected) PM Peak Hour Volumes (MC s) with Intersection Sketches
Appendix G Existing ane Configuration Diagram at Intersections
EXISING ANE CONFIGUAION DIAGAM
EXISING ANE CONFIGUAION DIAGAM
EXISING ANE CONFIGUAION DIAGAM
EXISING ANE CONFIGUAION DIAGAM UNIVESIY DIVE & SW 19H AVENUE
Appendix H Intersection Volume Worksheets at Intersections Existing & 213 PM Peak Hour (MC s)
Intersection Volume Worksheet SW 112th Avenue & SW 8th Street (PM) Peak Season Correction Factor: Annual Growth Correction Factor: 1.4 1.27 Existing Conditions (PM Peak Hour) NB NB NB EB EB EB EBU WB WB WB 4: 81 74 564 35 4 69 4:15 12 91 576 113 33 664 4:3 79 82 487 169 79 617 4:45 19 6 419 157 91 625 OA 371 37 246 474 243 2596 ADJ PEAK 386 32 2128 493 253 27 PHF.88.91.97 213 PM Conditions (Scenario 1 & 2) NB NB NB EB EB EB EBU WB WB WB EXIS 371 37 246 474 243 2596 ADJ PEAK 397 328 2186 57 26 2773 ADD IP 2 16 6 OA 417 344 2186 513 26 2773
Intersection Volume Worksheet SW 19th Avenue & SW 8th Street (PM) Peak Season Correction Factor: Annual Growth Correction Factor: 1.4 1.27 Existing Conditions (PM Peak Hour) NB NB NB SB SB SB EB EB EB WB WB WB 4:45 8 22 41 6 26 93 24 466 74 122 41 16 5: 89 3 72 53 33 61 56 477 22 84 285 19 5:15 97 58 66 45 3 8 59 448 27 59 436 21 5:3 86 42 43 62 15 92 74 47 29 41 524 21 OA 352 152 222 22 77 326 213 1798 152 36 1655 77 ADJ PEAK 367 159 231 229 81 34 222 187 159 319 1722 81 PHF.82..96.87 213 PM Conditions (Scenario 1 & 2) NB NB NB SB SB SB EB EB EB WB WB WB EXIS 352 152 222 22 77 326 213 1798 152 36 1655 77 ADJ PEAK 376 163 238 235 83 349 228 1921 163 327 1768 83 ADD IP 4 2 16 OA 376 163 238 235 87 349 228 1921 165 343 1768 83
Intersection Volume Worksheet SW 112th Avenue & University Drive (PM) Peak Season Correction Factor: Annual Growth Correction Factor: 1.4 1.27 Existing Conditions (PM Peak Hour) NB NB NB SB SB SB EB EB EB WB WB WB 4:15 2 17 5 25 46 98 53 43 49 4:3 2 15 2 16 8 3 73 59 36 65 4:45 3 27 6 4 21 37 71 7 44 56 5: 2 35 5 3 8 15 99 51 5 17 OA 9 94 18 23 62 128 341 233 173 277 ADJ PEAK 1 98 19 24 65 134 355 243 18 289 PHF.72..95.72 213 PM Conditions (Scenario 1 & 2) NB NB NB SB SB SB EB EB EB WB WB WB EXIS 9 94 18 23 62 128 341 233 173 277 ADJ PEAK 1 11 2 25 67 137 365 249 185 296 ADD IP -4 4 56-5 -113-13 13 149 OA 6 11 24 81 67 87 252 236 198 445
Intersection Volume Worksheet SW 19th Avenue & University Drive (PM) Peak Season Correction Factor: Annual Growth Correction Factor: 1.4 1.27 Existing Conditions (PM Peak Hour) SB SB SB EB EB EB WB WB WB 4:3 27 14 18 33 36 4 4:45 23 11 2 26 29 33 5: 27 2 37 28 34 42 5:15 26 17 28 26 29 45 OA 13 62 13 113 128 16 ADJ PEAK 18 65 18 118 134 167 PHF..83.95 213 PM Conditions (Scenario 1) SB SB SB EB EB EB WB WB WB EXIS 13 62 13 113 128 16 ADJ PEAK 111 67 111 121 137 171 ADD IP OA 111 67 111 121 137 171 213 PM Conditions (Scenario 2) SB SB SB EB EB EB WB WB WB EXIS 13 62 13 113 128 16 ADJ PEAK 111 67 111 121 137 171 ADD IP 7 OA 111 74 111 121 137 171
Appendix I 213 PM Peak hour- Projected rip Distributions
Appendix J Capacity Analysis (HCS 21 Signal) Existing Conditions212 (PM Peak Hour)
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_rev121112.xus Project Description 212 PM Peak Hour (Existing) Demand Information EB WB NB SB Approach Movement Demand (v), veh/h 246 474 243 2596 371 37 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 18.1 49.4 28.... 4. 4. 4.... 1. 1. 1.... 2 3 4 5 6 7 imer esults EB EB WB WB NB NB SB SB Assigned Phase 2 1 6 8 Case Number 7.3 2. 4. 9. Phase Duration, s 54.4 23.1 77.5 33. Change Period, (Y+c), s 5. 5. 5. 5. Max Allow Headway (MAH), s 3. 3. 3. 3.1 Queue Clearance ime (gs), s 48.8 18. 49.6 26. Green Extension ime (ge), s.5.1 18.1.8 Phase Call Probability 1. 1. 1. 1. Max Out Probability 1. 1..86.67 Movement Group esults EB WB NB SB Approach Movement Assigned Movement 2 12 1 6 3 18 Adjusted Flow ate (v), veh/h 2224 515 264 2822 43 334 Adjusted Saturation Flow ate (s), veh/h/ln 178 1584 1792 1691 1792 1594 Queue Service ime (gs), s 46.8 29.5 16. 47.6 24. 17. Cycle Queue Clearance ime (gc), s 46.8 29.5 16. 47.6 24. 17. Capacity (c), veh/h 2291 78 293 3329 454 665 Volume-to-Capacity atio (X).971.728.91.848.888.52 Available Capacity (ca), veh/h 2319 717 324 3329 487 694 Back of Queue (Q), veh/ln (5th percentile) 2.2 1.8 8.8 15.5 12.1 6.1 Overflow Queue (Q3), veh/ln...... Queue Storage atio (Q) (5th percentile). 1.9 1.11... Uniform Delay (d1), s/veh 29.8 25. 45.3 14.7 39.7 23.7 Incremental Delay (d2), s/veh 12.4 3.2 23.9 2.1 16.3.2 Initial Queue Delay (d3), s/veh...... Control Delay (d), s/veh 42.2 28.2 69.2 16.8 56. 23.9 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