Evaluation of Multimodal Mobility Options in the South Miami-Dade Area, January 2017

Home , Coral Reef Drive, Dadeland North station, Dadeland South station, Kendall Drive, Ludlam Road, Southland Mall (Miami)

EVALUATION OF MULTIMODAL MOBILITY OPTIONS IN THE SOUTH MIAMI-DADE AREA

Contents

Summary ...... S-1 Introduction ...... 1 Task 1: Study Coordination ...... 2 Study Advisory Committee (SAC) ...... 2 Stakeholders Meetings ...... 3 Workshops ...... 3 Community Remarks ...... 3 Task 2: Analysis of Existing Conditions ...... 4 Task 3: Identification of Future Needs ...... 8 Connecting People to Jobs ...... 10 Travel Time Analysis ...... 12 Possible Future Scenarios ...... 13 Homestead to Dadeland South...... 13 West Kendall to Downtown Miami ...... 14 Findings ...... 15 Mobility Hubs ...... 16 Dadeland North & South Mobility Hubs ...... 16 Cutler Bay Mobility Hub ...... 21 Coral Reef: SW 152nd Street and Busway Mobility Hub ...... 27 Forecasting Approach ...... 31 US-1 Corridor ...... 31 Kendall Corridor ...... 32 Old Cutler Road Corridor ...... 32 SW 152nd Street Corridor ...... 33

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Contents (continued)

SW 137th/SW 157th Avenue Corridor ...... 34 SW 117th Avenue Corridor ...... 34 Krome Avenue Corridor ...... 34 Task 4: Analysis of Potential Improvements ...... 35 Introduction ...... 35 Tasks 5 and 6: Identification of Potential Projects and their Costs ...... 36

Appendix A – Plans for South Dade County Appendix B – Travel Forecasting Approach

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SUMMARY free-flow, LOS A conditions. The area’s residents and The focus of this study is to examine mobility in drivers, correctly perceive South Miami-Dade County, by examining the congestion that erodes roadway, transit, bicycle and pedestrian net- their quality of life. There is works, with the goal of recommending a set of a lot of work to be done. multimodal transportation projects that are interconnected, so that people have options for The Strategic Miami Area how they travel through the county. Rapid Transit (SMART) Plan is in the early stages of im- Today, South Miami-Dade is a large, young, and plementation, at a time just growing area which is not fully developed. It ahead of a potential signifi- includes 50 percent of the land area of the cant new national invest- County, 25 percent of the population, and ment in transportation in- 12 percent of the jobs. Its population and em- frastructure, which will en- ployment are out of balance. Overall, the de- hance the potential of the velopment pattern is not transit supportive, plan’s reality. All six SMART because it is mainly estate and low-density res- corridors are advancing at idential. the same time.

The roadway grid is fractured, forcing vehicular The projects suggested in traffic onto a few major corridors, which spills this report are critical to into neighborhoods where bottlenecks cause make the SMART Plan more congestion. The flow of about 200,000 people effective. They support moving in and out of the area on the few con- and enhance transit by fo- nected roads creates congestion, which is cusing on transit-support- highly directional to the north in the morning ive land uses, including and to the south in the afternoon. Often, anal- “first mile/last mile” pro- ysis using average daily traffic does not account jects in development for the fact that the vehicles heading north in nodes. the AM peak are operating at Level of Service (LOS) F, while traffic heading south experiences

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All of this will create a vital mobility system trian projects.) This represents a shift in invest- Advancing the concept of nodal development which will increase transit ridership, make the ments from roads to transit to provide multi- originally articulated for the “Charrette Areas” SMART corridors more competitive for fund- modal transportation capacity in the future. along US-1 is critical to this shift. Doing so re- ing, and relieve neighborhood streets of con- quires changing land use and zoning to transit- gestion caused by “overflow” traffic. When ex- This blend of projects will cause efficiency gains oriented densities which contain a sufficient amined regionally, South Miami-Dade will be on the road and transit networks which will balance of commercial and residential uses. part of a connected transit system, including help relieve neighborhood streets of conges- Economic development strategies to market hubs of activity along the SMART corridors. tion. Use of the transit system is projected to these areas is also vital. This will create a synergy for a significant shift increase by over 30,000 riders per day com- to transit. pared to a scenario in which no improvements Enhancing transit-oriented land use and urban are made. This will be supported by the “first design in the development nodes, providing This should also represent a rebalancing of the and last mile” connections of integrated bicycle walkable paths within these areas, integrated region’s preponderant roadway-based invest- and pedestrian networks. with bicycle corridors, as well as local circula- ments. Currently, expenditures on road pro- tors and park-and-ride locations are all part of jects versus projects of alternative modes is sig- From the perspective of roadway improve- the initiatives that will enhance the regional ef- nificantly out of balance. The latest Metropol- ments, efficiencies are seen between the No fort of improving mass transit. The projects itan Planning Organization (MPO) Long Range Build Scenario and the Build Scenario in that recommended in this report will fill gaps and Transportation Plan (LRTP) includes $15.2 bil- drivers will move, on average, in five percent improve existing systems to make them more lion Year-of-Expenditure dollars with $14 bil- less time. productive. These projects will advance an in- lion of this for new roads and the remaining tegrated, multimodal, urban transportation eight percent ($1.22 billion) for all other It is noteworthy that addressing South Miami- system in South Miami-Dade. modes. Dade’s congestion is as much about land use and the economy as it is about transportation This study proposes 92 multimodal projects, in- facilities. To most effectively support the cluding more than 30 additional transit pro- SMART Plan, residential and employment uses jects to support the SMART Plan. These are should be more closely balanced and consoli- combined with 16 additional roadway projects dated into development nodes along corridors. at a total system-wide cost of $2.4 billion ($1 This would serve to increase transit ridership, billion more than the existing LRTP-- $2.06 bil- free roadway capacity, and redirect some road- lion for transit, $272 million for roads, $79 mil- way infrastructure investments to transit. lion in bicycle projects, and $500,000 in pedes-

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INTRODUCTION future should be accommodated by alternative modes. The geographic size of Miami-Dade County is Funding priorities of the future very large, only matched by its economic foot- need to reflect this. print. While the northern area of the county is almost completely built on, the southern sub- Currently, the Miami-Dade region, south of SW 88th Street, is not. South Metropolitan Planning Organi- Miami-Dade is as large as Broward County and zation (MPO) Long Range has significant amounts of undeveloped land, Transportation Plan (LRTP) both inside and outside the Urban Boundary; it highway projects are estimated is anticipated to absorb the bulk of the popula- to cost $14 billion (accounting tion growth in the county in the foreseeable fu- for inflation); transit projects, ture. $1.4 billion (10%); and, other projects, $105 million. There The dramatic range of economic circumstances are relatively few transit pro- has driven property values in the urban core to jects in the current version high levels. This forces workers to live farther (2040) of the LRTP for South from their jobs, increasing their travel time and Miami-Dade. cost and decreasing their quality of life. This study directs attention to The scope in this study, while purpose-driven the major corridors and hubs toward transportation, also considers land use within South Miami-Dade, con- and economic development. This report exam- sistent with the county’s ines the South Miami-Dade County sub-region growth strategy. To effectively to create a multimodal, long range transporta- implement a mass transit sys- tion master plan closely tied to the new Strate- tem in a relatively undevel- gic Miami Area Rapid Transit (SMART) Plan. oped, low-density area will require land use, zoning, eco- This planning is not solely focused on roads— nomic development, and the focus of this effort is multimodal. While transit investments in various some capacity of the roadway network will be corridors, and at hubs they gained through technological advances, like serve. the introduction in the market of driverless vehicles, much of the system is constrained. The

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South Miami-Dade’s current development pat- These projects are “costed” in Task 5 and a final • Miami-Dade Department of Transpor- tern is not transit supportive. The roadway grid set of recommendations is provided in Task 6. tation and Public Works is fractured, forcing vehicular traffic onto a few • Miami-Dade County Waste Manage- major corridors, which spill into residential ment Division neighborhoods where bottlenecks cause con- TASK 1: STUDY COORDINATION • Miami-Dade Expressway Authority gestion. The following tasks are aimed at ad- • Palmetto Bay, Village of Work in this task informed and engaged stake- dressing this issue: • Pinecrest, Village of holders to build understanding of a set of im- • South Florida Regional Transportation plementable, multimodal projects. Coordinat- • Task 1: Study Coordination Authority ing with and engaging the public took place • Task 2: Analyze Existing Conditions consistently throughout the study. This facili- • Task 3: Identify of Future Needs Each agency assigned one person to the SAC, tated identifying proposed projects and re- while each city and County Commission District • Task 4: Identify and Analysis of Poten- sulted in a plan that is uniquely tailored to the involved two representatives—one technical tial Improvements specific needs of South Miami-Dade. and the other an elected leader or someone • Task 5: Estimate Costs and Potential appointed by the elected body. Three meet- Funding Sources Study Advisory Committee (SAC) ings were held. • Task 6: Recommend Actionable Im- provements South Miami-Dade contains about half of • SAC Meeting 1. Took place prior to County’s area including five cities, a large unin- Task 2: Analysis of Existing Conditions. The Study Coordination task supported the en- corporated area, and is serviced by a multitude SAC members were introduced to the tire process by engaging Study Advisory Com- of agencies. Each area has a unique under- project, reviewed the scope of services mittee members, elected officials, and the gen- standing of the issues it faces. The Study Advi- and the method of data collection. eral public. In Task 2, previous studies of the sory Committee (SAC) reflected that; it con- area were examined to establish the baseline sisted of representatives of: • SAC Meeting 2. Occurred before the of existing conditions. Task 3 evaluated those conclusion of Task 4: Identification of • Cutler Bay, Town of baseline data and forecasted future deficien- Potential Improvements. The list of po- • Florida City cies to be addressed in a proposed list of mul- tential improvements by mode was re- • Florida Department of Transportation timodal projects organized by mode, corridor, viewed, along with the plan for execut- • Florida’s Turnpike Enterprise and hub. They are evaluated for their effec- ing Tasks 5 and 6 (i.e., preparing cost • Homestead, City of tiveness in Task 4 to create a plan of multi- estimates and recommendations for • Miami-Dade County (Commission Dis- modal infrastructure which accommodates fu- each actionable project). Projects tricts 7,8,9,11) ture growth with transportation capacity. were initially prioritized into “near-

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term,” “mid-term,” and “long-term” Workshop Series #1 Community Remarks categories in different combinations of The first series of Aside from the SAC stakeholder’s meetings and projects to be evaluated. Each project three workshops public workshops, the public could engage was explained—how it works, what it introduced the without attending a meeting by using the tool addresses, and alternatives to it. project to the known as “Community Remarks,” an online, community and map-based citizen engagement app that cap- • SAC Meeting 3. Was held before the solicited opin- tures place-based comments and photos in conclusion of Task 6: Recommend List ions on transpor- real-time to collaboratively identify community of Actionable Projects. The objective tation in the issues. Posted comments and questions were was to achieve a consensus on the pri- area. Concepts reviewed and evaluated. Turning Point Polling Devices ority of the projects resulting from by mode were their evaluation. In doing so, the eval- presented. A sur- uation process was reviewed leading vey was conducted using Turning Point. It al- to a discussion of the final recommen- lowed electronic “voting” on a list of items/is- dations. sues presented to the public with preferences recorded instantaneously on a “touch-pad.” Stakeholders Meetings The results were immediately presented to the group and used in the evaluation of alterna- Stakeholders meetings supported the work of tives. the SAC. By meeting one-on-one with key elected officials, and others they suggested, Workshop Series #2 questions/concerns were addressed. This series of meetings occurred prior to the culmination of Task 4, at which a photographic Workshops inventory of existing and expected future con- Community Remarks Applica�on Two workshops were held in three locations in ditions and opportunities was presented. It South Miami-Dade to provide input to the pro- took place at the same locations as the first series of workshops. “Breakout” sessions were cess. held to provide those in attendance the opportunity to develop a list of projects both “needed,” as determined by the analysis, and “wanted,” developed from public input.

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TASK 2: ANALYSIS OF EXISTING Dade County will be the fastest growing part of to 277,000 in 2040, about 40 percent. So, the CONDITIONS the region in population. imbalance will only be slightly lower than it is today. What is South Miami-Dade? What do we want In Miami-Dade County, as a whole, the last de- it to be in the future? To answer those ques- velopment cycle built largely on the land north tions, data on land use, previous studies, level- of SW 88th Street, but left large undeveloped of-service information for roadways, transit, bi- tracts between Pinecrest and Homestead. The cycle, and pedestrian facilities, as well as pop- population of Homestead grew from about ulation and employment data were studied. 20,000 in the late 1990s, to over 60,000 a dec- Multimodal levels of service were mapped to ade later. Development is pushing south and illustrate system deficiencies. The reader is re- west, and there are regular applications to ex- ferred to Appendix A for a review of previous pand the Urban Development Boundary which plans focused on South Miami-Dade County is close to the Busway between Cutler Bay and and its communities. Homestead. Thousands of housing units are being constructed and thousands more are In summary, South Miami-Dade is young and planned. growing. It has plenty of room to grow as its geographic area, while constrained by the Ur- South Miami-Dade is not considered an em- ban Development Boundary, is large. It in- ployment center. Jobs are largely concen- cludes 25 percent of the population of the trated along the US-1 corridor and in the West county in 50 percent of the land area, yet only Kendall area. Today, the study area has about 12 percent of the jobs. Roadway congestion is 532,000 people, while employment totals growing and levels of service are deteriorating. about 170,000 jobs. This is a significant imbalance, meaning by necessity, people must leave Many of the people who live in South Miami- the area to work, creating daily traffic conges- Dade enjoy its suburban and rural character tion. If that ratio were more balanced by add- and quality of life. The land use largely consists ing employment centers in South Miami-Dade, of low-density residential development with congestion may be mitigated without major some low- to medium-density residential. transportation capital improvements. If that Generally, the area is spread out, even sprawl- doesn’t occur, and past trends continue, the ing, particularly in its northwest and southeast study area population is expected to rise to portions. In the coming years, South Miami- about 758,000 in 2040, an increase of about 30 percent. Employment is expected to increase

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Unless those who commute out of the region Overall, while a relatively full transit network can move on something other than roads, they exists in the northern half of the area, transit is will travel in severe congestion because the confined to the US-1 corridor south of Cutler roadway network could never expand to a ca- Bay. Often, the time between transit vehicles pacity that could absorb the future volume of (headway) in the peak hours is longer than 30 travel. An affordable solution to the traffic minutes, which does not provide an incentive problem must be developed. for choice riders to opt for transit. Gaps in the local transit network create large areas without South Miami-Dade’s surface transportation is adequate service. provided by the county’s arterial network spaced on the mile and half-mile grid. South Miami-Dade has six bicycle trails and a hand full of bicycle lanes. These form a “skele- tal network” of bicycle facilities that, if ex- South Dade Trail/East Coast Greenway panded, could connect the corridors and hubs. The area, while not built out from a bicycle per- serve South Dade. These are: US-1/SR 5, SR spective, does perform adequately from a rec- 94/Kendall Drive/SW 88th Street, US-1 to Pal- reational perspective. Facilities are needed to metto Expressway, and SW 137th Avenue. Con- complete the regional trails and/or build upon gestion affects each of these corridors. them by adding “branching” connector trails to link neighborhoods and shopping malls, Land use needs to be addressed, especially in schools, job centers, transit stops, and the like. the southern areas. The creation of more em- The goal is to create a bicycle network consist- ployment through the use of commercial and ing of: bike lanes, bicycle boulevards, shared industrial land uses in the corridors is im- streets, and off-street paths. portant. This would cause a reduction in the need for residents to have such long commutes Pedestrian facilities are typically adequate in due to the lack of employment in their commu- the residential areas. Nonetheless, much needs nity. to be done to provide adequate paths between/among generators. US-1/SR 5 is the most dense and diverse corridor, from land use and transportation perspec- While the roadway network is largely built on a tives. It connects Dadeland Area/Kendall to grid, traffic flows regionally along corridors. Florida City, serving each of the cities in South Four of the ten MPO LRTP major corridors Miami-Dade with a six-lane highway plus

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The SR 94/Kendall Drive/SW 88th Street is one a six-lane arterial in the north and a two-lane of the busiest east-west corridors in the area. arterial to the south. There is a gap in the cor- The 12-mile, six-lane arterial is bounded by Red ridor between SW 200th Street and US-1. Road/SW 57 Avenue and Krome Avenue/SW 177 Avenue. It serves low-density suburban The corridor serves single- and multi-family residential and commercial uses, which are residential development, industrial ware- dense enough to create traffic, but are not nec- houses, and other rapidly developing commer- essarily transit supportive, except in the cial and residential areas, the Homestead Air Dadeland Area. Capacity in the Kendall Corri- Reserve Base, and the Park of Commerce. Trav- dor is expanded by the SR 878/Snapper Creek elers along this corridor are primarily going to Expressway which runs parallel to Kendall the northwestern employment areas of the Drive. On its western side, it crosses SW 137th county. As with the other corridors in the study Avenue, another major corridor. The Kendall area, it is congested. Corridor is highly congested, particularly in the peak hour and peak direction. Where Do People Go? Today, traffic in the study area south of Cutler The US-1 Corridor connects with the Palmetto Bay is manageable with a few links below Level Expressway (SR-826) and provides a north- of Service (LOS) D. North of Cutler Bay, how- south corridor for residents of Pinecrest, Pal- ever, traffic volumes are higher. Twenty per- metto Bay, and surrounding neighborhoods. It cent of all of South Miami-Dade’s workers head is also typified by low-density residential and towards Miami; 6.6 percent work in Kendall; commercial developments. Trips using this 5.8 percent head to Doral; and, 5.3 percent corridor are often headed to places in the west work in Coral Gables. These are the top four Metrorail, the Busway, the M-Path, and Old central part of the County, like Doral, and other employment-based destinations of those who Cutler Bike Trail. At its mid-point, it intersects employment centers. The Northeast Kendall reside in the study area. As people try to move with Florida’s Turnpike. This corridor is con- Corridor is also congested in the peak hour and from South Miami-Dade to Doral and Miami, gested throughout the day, seven days per peak direction. and internally in Kendall, traffic becomes con- week, particularly in the peak hours. Traffic gested and spreads from the main arterial bot- The SW 137th Avenue Corridor is located on the spills from US-1 into residential neighborhoods tlenecks to facilities outside the study area, as western portion of the study area, closest to creating congestion bottlenecks at schools, fail- shown in Figure 1. ing intersections, and canal-blocked roads. the edge of the Urban Development Boundary. It connects eastern Homestead and the Motor Recent mobility studies for many of the cities Speedway with the Dolphin Expressway. This is in the area show that drivers try to avoid US-1

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Figure 1. Roadway Levels of Service in South Dade Opportunities exist by rently expanding, and MDX has explored in- which to improve mobil- serting the managed-lanes concept along the ity with this facility. Busway. Miami-Dade Department of Transpor- From an operations per- tation and Public Works is continually improv- spective, angled inter- ing the arterial grid and is applying adaptive sections along the US-1 traffic signal technology along the US-1 Corri- corridor present safety dor. Miami-Dade County Planning and Zoning issues, and the lack of bi- Department has performed significant land use cycle and pedestrian work along the US-1 Corridor where hubs of in- connectivity further nar- tensity have been examined. Combined, these rows mobility. Review of studies have explored how to move people by studies from each city alternative modes to the single-occupant auto shows that they all are including the un-used rail corridors, buses on challenged by growth. expressway shoulders, as well various bus rapid transit or light rail options. South Miami-Dade has been the subject of no At the local level, Homestead, Cutler Bay, Pal- fewer than 30 studies, metto Bay, Pinecrest, and other communities plans, and policy docu- have transportation plans focusing on transit ments that speak to its circulators, safe routes to school, bicycle and transportation and land pedestrian master plans, as well as traffic calm- use. Not only has signifi- ing. Equally as important is that each area has cant research and analy- examined land use and zoning changes along Source: The Miami-Dade Metropolitan Planning Organization sis of the US-1 Busway the US-1 Corridor. been conducted by the Miami-Dade MPO, other These communities desire a multimodal trans- by traveling on residential streets as far as they corridors have been evaluated as well. The portation system to help preserve their quality can before approaching some of the bottle- MPO has examined the possibility of utilizing of life as “cut-through” traffic moving off re- necks caused by canals or other interruptions the many rail corridors in the area for mobility. gional corridors is filtering into residential of the grid. FDOT is currently working on the Krome Ave- neighborhoods causing significant congestion. nue Corridor as well as in downtown Home- stead with a truck bypass. The Turnpike is cur-

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TASK 3: IDENTIFICATION of work each year OF FUTURE NEEDS sitting in traffic congestion. This To identify corridors and hubs, population and equates to nearly employment data were examined. Geographic $4.5 billion in lost convergence of roadways, intermodal connec- productivity. tions, and transit were identified. Then, future hubs were identified.

This analysis indicates South Miami-Dade has half as many jobs as workers. So, each day tens of thousands of workers leave the study area to reach jobs elsewhere. Conversely, about 50,000 workers who live outside of the study area drive in each day. About 50,000 workers live and work in the study area. This flow of travelers moving in and out of South Miami- Dade creates congestion, which is highly directional to the north in the morning and to the south in the afternoon. This directionality causes confusion when developments are reviewed for approval using standard engineering methods to calculate roadway LOS by examining daily traffic, which does not account for the fact that roadways serving traffic heading north in the morning peak are highly congested (LOS F), while roadways heading south at the same time are experiencing much less congestion.

The resulting congestion from this land use imbalance is creating economic issues. The average commuter loses more than a week’s worth

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The following highways connect these hubs:

1. US-1 – the most heavily traveled in South Miami-Dade with the most potential for transit. This corridor connects Dadeland in the Pinecrest area to Palmetto Bay, Cutler Bay, Homestead, and Florida City.

2. SR 94/Kendall Drive (SW 88th Street) – an east-west corridor which connects to several major north-south routes that link South Miami-Dade with the rest of County. The intersection of Kendall Drive with multiple north-south regional facilities allows it to serve as a “gateway” to South Miami-Dade.

3. Historic Old Cutler Road – serves Cutler Bay, Palmetto Bay, Pinecrest, and the southern portion of Coral Gables. Its his- Where Are We Working? Eight hubs have been identified: torical designation is a significant con- straint for capacity increases. Twenty percent of South Miami-Dade workers 1. Dadeland Mall nd travel to jobs in the City of Miami. Kendall, an- 2. Cutler Bay (Southland Mall) 4. SW 152 Street – is a highly-traversed other major employment hub, attracts about 3. Coral Reef/Franjo Triangle east-west corridor spanning the County seven percent of the area’s workers with the 4. Homestead uninterrupted. This corridor provides ac- City of Doral attracting approximately six per- 5. Naranja cess to Jackson South Hospital, Coral cent. 6. SW 152nd Street/SW 137th Avenue Reef High School, Zoo Miami, the Florida 7. Miami-Dade College (MDC) – Kendall Turnpike, and, by way of SW 137 Avenue, Multimodal planning identifies and focuses area Miami Executive Airport. growth at hubs of development/employment. 8. West Kendall Then, plans are developed to connect hubs to each other by alternative modes.

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5. SW 117th Avenue – the localized parallel The transit focus included new infrastructure, Downtown Miami/Government Center is route connecting to the Turnpike be- ”directness” of service, and new surface bus about 21 miles, one way. tween Cutler Bay and Kendall Drive. routes. A review of the auto, transit, and bicycle travel 6. SW 137th Avenue/157th Avenue – serves times in the peak hours between these points the area between Kendall Drive/SW 88th demonstrates that public transportation pro- Street and US-1. It passes through the vides the fastest connection. Along the Busway Redlands, as well as residential subdivi- corridor, where buses have their own right-of- sions in the northern part of South Mi- way, transit is shown as the most efficient and ami-Dade, and the Miami Executive Air- expeditious mode. As peak hour congestion in- port. creases and spreads across the day, transit will provide improved mobility, if investment shifts 7. Krome Avenue/SW 177 Avenue – the in that direction. For example, upgraded feeder westernmost corridor in the area, run- transit service, increased parking at park-and- ning between Homestead and Kendall ride facilities, and signal prioritization can re- Drive/SW 88th Street. duce travel time by fewer four-five minutes. A Light Rail Transit (LRT) system in South Miami- Improvements in these corridors were evalu- Dade can reduce travel by about ten minutes. ated by mode using the Southeast Florida Re- gional Planning Model (SERPM7). Pedestrian The SERPM7 model provides data that show activities were examined with the goal of most corridors in South Miami-Dade will ex- achieving full walkability and American with Connecting People to Jobs hibit deteriorated roadway LOS in 2040. This is Disability Act (ADA) compliance within one-half particularly evident in the north and east parts mile of regional hubs and within one-quarter This study assessed the time to drive within the of the study area where development exists mile of other hubs/nodes. study area to destinations outside. The pri- and where the bulk of the people pass through mary origins are Homestead and West Kendall. as they leave and return to South Miami-Dade. Bicycle facilities were studied for enhance- The primary destinations are Downtown Mi- ments in the hub areas, including for bicycle ami, West Kendall, and Doral. The one-way parking and bike-share stations. highway distance from Homestead to Down- town Miami/Government Center is about 30 miles. The distance between West Kendall and

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Source: The Corradino Group

Source: Institute for Transportation & Development Policy 11 | Page EVALUATION OF MULTIMODAL MOBILITY OPTIONS IN THE SOUTH MIAMI-DADE AREA

It is forecast that the US-1 Corridor will be over along the Florida Turnpike. Localized conges- Downtown Miami is the center with the largest capacity in the future, particularly in the north- tion will exist due to gaps in the corridor, which attraction of South Miami-Dade workers (Ta- ern segments, where it is projected to be 87 should be filled. ble 1). percent over capacity. Congestion will overflow onto local streets to create roadway grid- The Krome Avenue/SW 177 Avenue Corridor The Google Maps Estimator was used to deter- lock. Park-and-ride locations along the US-1 will function adequately in the future because mine the peak-hour time for the trip by auto. Corridor serving the Busway will be fully uti- of a number of improvements being made by Travel times of possible future transit improve- lized on a regular basis. Pedestrian and bicycle FDOT. ments were determined by referencing the facilities cannot mitigate these issues. 2006/2016 South Link study and the 2015 MPO Travel Time Analysis study of BRT. The Kendall Corridor is projected to be over capacity by up to 20 percent between SW 127th Typically, a commuter chooses the mode of Avenue and SW 147th Avenue, and between transportation based on how quickly and safely Table 1. Work Destination Report – Where 97th Avenue and 107th Avenue by 2040. the destination can be reached. The preferred mode in South Miami-Dade is the automobile. South Dade Workers are Employed By 2040, the Old Cutler Road Corridor will be at Over-use of this choice then causes congestion South Dade LOS F for more than 60 percent of is length. and the associated loss of productivity. Total Primary Jobs 2004 This cannot be solved with automobile-ori- Count Share ented projects. This study examined the travel times of three Total South Dade Employment 299,183 100.0% transportation modes: automobile, bicycle, Jobs Counts by Places (Cities, CDPs, etc.) The SW 152nd Street Corridor performs well in and transit. In conducting the travel time comparison, the characteristics of the study area 2014 the future with few capacity issues, except Count Share must be understood. The first is the primary near the Florida’s Turnpike. The park-and-ride Miami City, FL 60,150 20.1% location at its junction with the US-1 Corridor destination of most commuters who live in Kendall CDP, FL 19,684 6.6% will be at 100 percent capacity. South Miami-Dade. By using U.S. Census Bu- Doral City, FL 17,483 5.8% reau information on the origin/destination of Coral Gables City, FL 15,994 5.3% The SW 137th Avenue and 157th Avenue Corri- travel and employment statistics for 2002– Hialeah City, FL 6,288 2.1% dors will require new roadway segments to 2014, two locations on opposite sides of the Three Lakes CDP, FL 6,025 2.0% provide adequate through movement. study area—Homestead and West Kendall— Homestead City, FL 4,694 1.6% were selected to determine the travel times to University Park CDP, FL 2,886 1.0% Tamiami CDP, FL 2,614 0.9% The SW 117th Avenue Corridor will have deteri- Downtown Miami by automobile, transit, and orated levels of service in 2040, particularly bicycle during AM and PM peaks in mid-week. Source: U.S. Census Bureau, 2016, OnTheMap Application

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Automobile Public Transportation Table 2. Travel Time Comparison, Homestead to Downtown Miami Total Time Average Speed For the automobile scenario, Google Maps in- For the transit mode, a com- Trip (Max Congestion) (Max Congestion) MPH dicates the route with the best travel time in muter would board the Route 34 Automobile each of the AM and PM peak is SR-821/Florida Flyer to the Dadeland South AM Trip 65 min (120 min) 35 (19) Turnpike to SR-874/Don Shula Expressway to Metrorail station where a trans- PM Trip 75 min (130 min) 31 (18) SR-826/Palmetto Express, and, finally, SR- fer to the Metrorail Orange or **AM Trip 75 min (150 min) 24 (12) 836/Dolphin Expressway. The AM peak in- Green Line would provide a con- **PM Trip 75 min (130 min) 23 (10) volves a total commute of between 65 and 120 nection to the Government Cen- Public Transportation minutes, under the least- and most-congested ter in Downtown Miami. This AM Trip 99 min* 17 road conditions, respectively (Table 2). In the route took about 99 minutes in PM Trip 93 min* 18 Bike PM, the commute is between 75 and 130 the AM peak, including a six-mi- minutes. To take into account the cost of tolls AM Trip 177 min 10 nute transfer (Table 2). During PM Trip 176 min 10 along this route, a separate scenario was exam- the PM peak period, the reverse ^Downtown Miami location used was Government Center ined using US-1 and I-95 (south of I-395), both commute was 93 minutes, in- *Time to recognize the transfer at Dadeland South Station non-tolled roads. cluding a nine-minute transfer. **Trip via non-tolled roadway (US-1 & I-95) Source: The Corradino Group The latter alternative registered a 75-minute These results illustrate public commute (AM peak) under least-congested transportation is competitive with the auto, es- • A Transportation Systems Manage- conditions and up to 150 minutes with maxi- pecially when compared to the automobile’s ment (TSM) alternative, including dou- mum congestion. As for the afternoon peak, a travel time in maximum congestion conditions, ble the number of park-and-ride facili- 75-minute commute was in the “favorable- which is evident more often than not. ties—14 versus the existing seven-plus congestion” scenario, and up to 130 minutes additional signal prioritization on the for the maximum-congestion scenario. Possible Future Scenarios Busway to improve travel times. Bike Homestead to Dadeland South • A Bus Rapid Transit (BRT) alternative The biking scenario examined a route along the To examine options to better connect South including transformation of the Bus- South Dade Trail, to the M-Path until the com- Miami-Dade between Dadeland South Metro- way by grade separating seven critical muter reaches Downtown Miami. This route rail Station and Homestead, data from the roadway crossings. had the highest travel time—177 minutes—of 2006/2016 South Link Study were used to ex- • Light Rail Transit (LRT) from the all three modes (Table 2). The biking option is amine the following improvements to the Bus- not viable for a regular commuter, and perhaps Dadeland South Metrorail Station to way (Table 3): not even for a biking enthusiast. Florida City, as proposed in the South Link study. This route would involve a

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transfer at the Dadeland South Table 3. Potential Improvements to Better Connect Homestead to Metrorail at Dadeland South station for the City of Home- Homestead to Cutler Bay Cutler Bay to Dadeland South Total Average Speed Distance Total Travel stead commuters traveling to Improvement Travel Time Distance Travel Time Distance (Max Congestion) Traveled Time (Min) Downtown Miami. (Max Congestion) Traveled (Max Congestion) Traveled MPH min (Miles) min (Miles) (Miles) Automobile • Metrorail extension from the AM Trip 23 (52) 9.86 22 (48) 9.24 25 (12) 19.10 45 (100) Dadeland South Station to Flor- PM Trip 21 (52) 9.61 19 (48) 8.99 28 (11) 18.60 40 (100) ida City, also proposed in the Public Transportation South Link Study. This option No Build 30 9.86 25 8.44 20 18.3 55 calls for no transfers for the City TSM 26 9.86 23 8.44 22 18.3 49 BRT 24 9.86 20 8.44 25 18.3 44 of Homestead commuters in LRT 22 9.86 19 8.44 26 18.3 42 traveling to Downtown Miami. Metrorail 14 9.86 12 8.44 41 18.3 27 Source: South Link Study, 2006, The Corradino Group Table 2 demonstrates that transit is a viable option to the auto with no im- th provements along the Busway link, but it can about $1.4 billion. Also, a grade-separated ex- Kendall Drive/SW 88 Street and Downtown be even more competitive if it were improved tension of Metrorail would create a 28-minute Miami is to use SR-821/Florida Turnpike via (Table 3) by using signal prioritization, addi- savings at a capital cost of $ 2.8 billion. Kendall Drive, and then SR-836/Dolphin Ex- tional feeder routes and more park-and-ride lo- pressway. (Table 4). The AM peak commute by cations which could save six minutes. To do so West Kendall to Downtown Miami auto required 55 minutes in the least congested conditions, but it can reach 100 minutes would cost $154 million. Installation of grade Consistent with the Homestead-to-Downtown in maximum congestion. In the PM, the com- separation with full BRT can create added time Miami commute, this analysis focused on the mute was also about 55 minutes and reached savings to the commuter of 11 minutes at a amount of time it takes for three different 1 110 minutes under conditions of great conges- cost of $516 million. modes to travel from West Kendall to Down- tion. To determine the impact of tolls, a sepa- town Miami. Travel time can be improved by changing the rate automobile scenario was conducted using type of transit from Busway to LRT. This pro- Automobile the route along Kendall Drive, US-1, and I-95 vides a 13-minute savings at a capital cost of (south of I-395)—all non-tolled roadways. This The Google Maps Estimator indicates the route alternative provided a 55-minute commute of least congestion and least time between (AM peak), under favorable, light-congestion ______1 Capital costs were gathered from South Link Study 2016 update conducted by Gannett Fleming.

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conditions, and up to 130 minutes in maximum Public Transportation To explore if/how transit travel time can be im- congestion. For the afternoon trip, 60 minutes proved, a BRT on Kendall Drive with tie-in to In this scenario, a commuter would board the Metrorail, the Busway, and MDC Transit routes was the commute when there was light con- Route 288 Cruiser to travel to the Dadeland 71, 73, and 137 was examined (Table 5). It is gestion; maximum congestion would increase North Metrorail station where a transfer is re- forecast that these infrastructure changes this trip to 140 minutes. quired to the Metrorail Orange or Green Line would reduce the time from West Kendall to to reach the Government Center in Downtown Bike the Dadeland North Metrorail station from 40 Miami. This route would take 81 minutes in the minutes to 20. So, the complete trip by transit The bike scenario involved a route on SW 72 AM including five minutes to account for the between West Kendall and Downtown Miami Street/Sunset Drive, the SW 56 Street/Miller transfer to Metrorail (Table 4). During the PM would be 61 minutes, rather than 81. Drive bike path, and then the M-Path until the peak period, the reverse commute time is 82 commuter reached Downtown Miami. This minutes, including the time to transfer. Findings route by bicycle would take about 127 minutes. Biking is a limited option. If a bicyclist were to The travel time comparison between the auto- Review of the three transportation alternatives also use transit for part of the trip, it would still mobile and public transportation favors transit, available in both the West Kendall area and the be the longest trip among using an automobile, especially when compared to automobile use City of Homestead for commuters destined to transit, or bicycling. in maximum congestion. Downtown Miami indicate that transit with

Table 4. Travel Time Comparison, West Kendall to Downtown Miami Table 5. West Kendall to Downtown Miami (Potential Improvement/ BRT Kendall) Total Time Trip Average Speed (Max Congestion) MPH Current Conditions Improved Conditions (Max Congestion) One Way Average One Way Average Automobile Route Travel Time Travel Time Travel Time Speed Travel Time Speed (min) (min) AM Trip 55 min (100 min) 26 (14) (min) (MPH) (min) (MPH) PM Trip 55 min (110 min) 27 (13) Public Transportation **AM Trip 55 min (130 min) 22 (9) **PM Trip 60 min (140 min) 19 (8) 88 150 75 9 79 40 17 Public Transportation 288 100 50 14 53 26 26 AM Trip 81 min* 15 Obtained by using a factor between the two current travel times and applied to route 88 improve- PM Trip 82 min* 14 ments. Bike AM Trip 127 min 10 Source: BRT Implementation Plan along Transit Corridors 2015, HNTB PM Trip 126 min 10 ^Downtown Miami location used was Government Center *Time added to reflect transfer at Dadeland South Station **Trip via non-tolled roadway (Kendall Dr., US-1 & I-95) Source: The Corradino Group

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TSM improvements on the Busway and BRT is cludes a core of 7.5 acres of mixed-use devel- Coast Greenway/M-Path. highly competitive with the automobile. opment adjacent to a Metrorail station which has 15 acres of parking on several levels. Land Use Analysis Biking between Downtown Miami and Home- The boundaries of the Dadeland North and stead (177 minutes) or West Kendall (127 In 1998, the Downtown Kendall Urban Center South Hubs are one-half mile from both of the minutes) may be acceptable to some bike en- District (DKUCD) ordinance was enacted to cre- existing Metrorail stations combined. The pri- thusiasts. ate a town center that would emerge into a mary roadways transecting the hub areas are cosmopolitan urban district with a mixed-use SR-826 (Palmetto Expressway), generally lo- Even though the travel time comparison does setting. The plan is consistent with the county’s cated to the west; SR-878 (Snapper Creek Ex- not address issues that may arise with reliabil- Comprehensive Master Development Plan by: pressway) on the north; and, US-1 on the east. ity, it does provide a gauge by which to improve coordinating development intensities; organiz- The Dadeland North and South Hubs areas are the transit system to make it more competitive ing an interconnected network of colonnades comprised of business and office uses as well with the automobile by making infrastructure of tree-lined streets to improve pedestrian ac- as medium-, high-, and low-density residential changes. But it must be kept in mind that for cess to transit; and, by shaping the way the developments (Table 6 and Figure 2). transit to compete with the automobile, transit buildings front onto open spaces and streets. must provide reliability and a greater percep- tion of access, both of which are associated The area’s major employment centers are Table 6. Dadeland North and South Metrorail with travel by auto. mainly located on SW 88th Street, between SR- Stations Transit Hubs 826 (Palmetto Expressway) and US-1. The traf- Land Land Use Acres Mobility Hubs fic flows in both east-west and north-south di- Percentage rections to/from major regional transportation Transportation 423.4 32.5% Dadeland North & South Mobility Hubs facilities and job centers in the eastern and Estate-density Residential 360.3 27.7% Dadeland is an unincorporated community lo- northern areas of the County. cated adjacent to the suburban areas of Ken- Business and Office 220.2 16.9% Located near the intersection of SR-826, SW dall, Glenvar Heights, and Pinecrest. The re- Medium-/High-density Residential 132.0 10.1% 88th gion, once rural, started to transition during Street/Kendall Drive, and US-1, these hubs Medium-density Residential 62.5 4.8% the 1960s and 1970s with development of the are served by Metrorail, 15 bus routes, the Palmetto Expressway, Metrorail, Dadeland Pinecrest North Route circulator, and within Low-density Residential 56.2 4.3% walking distance of the Dadeland Mall, numer- Mall, and Dadeland Towers Office Park. The Water 21.4 1.6% area is a combined commercial district and ur- ous business and office towers, as well as Industrial and Office 18.4 1.4% ban neighborhood relatively dependent on the downtown Dadeland. The hub area serves as a use of an automobile for mobility. Dadeland in- junction point for the Ludlam Trail, Snapper Office and Residential 6.6 0.5% Creek Trail Segment B, and the Underline/East Source: The Corradino Group

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The Dadeland North and South Metrorail Sta- connects in the north to Figure 2. Dadeland North and South Mobility Hubs Land Uses tions provide significant access to surrounding the southern terminus businesses, offices, and residential neighbor- of I-95 and with Key hoods in the Hub areas, as well as connections West to the south. to existing transit services, such as the South Dade Busway and various Miami-Dade Transit 3. SR-878 (Snapper Creek (MDT) bus routes. The transit hub buffer area Expressway) – is a tolled extends for one-half mile, covering a total of 27 facility on an east-to- bus stops and hundreds of buildings, making 47 west alignment. It runs percent of the hub area residential and 19 per- parallel to the Snapper cent, commercial. Creek Canal and acts as a spur route to SR-874 Development in the Dadeland area provides a (Don Shula Expressway), stable foundation for transit-oriented develop- providing access to US-1 ment. and eastern Kendall while bypassing the Existing Infrastructure Dadeland area. The expressway is four lanes The major roadways located in the half-mile vi- wide and has access cinity of the Dadeland North and South Metro- points on US-1 and SW Source: The Corradino Group rail Stations are: 72nd Avenue. 1. SR-826 (Palmetto Expressway) – extends 4. SR-94 (SW 88th Street/Kendall Drive) from its terminus at US-1 near Pinecrest – is a major arterial with four travel lanes, to the Golden Glades/I-95 Interchange. It a median at some locations and sidewalks is six lanes wide with access at US-1 and east of US-1. To the west are six travel SW 88th Street/Kendall Drive. The expressway runs north-south but turns east-west lanes, turning lanes with a median, and in the Miami Lakes area. SR-826 is one of sidewalks. The roadways within the hubs area are SW 79th Avenue to the west and the most traveled transportation corri- rd dors in Miami-Dade County. SW 63 Court to the east with access at SR-826, US-1, and minor collectors within 2. US-1 (South Dixie Highway) – is a princi- the hubs area. pal urban arterial, six lanes wide, running in a northeast-southwest alignment. It

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5. SW 67th Avenue/Ludlam Road – is a mi- 6. The South Dade Busway – Table 7. Dadeland (North-South) Transit Hub, Existing Transit Service nor arterial running north-south with its travels along the west edge of southern terminus at the Charles Deering US-1 on the former right-of- Estate at Coral Reef Drive. It extends into way of the Florida East Coast Broward County where it converts to Fla- Rail Road. It provides transit mingo Road. Ludlam Road serves many service from the terminus of municipalities and unincorporated areas the Metrorail line at the of Miami-Dade County and offers connec- Dadeland South station to tivity to the area’s higher-level arterial Florida City at SW 344th Street system. (Palm Drive). There are currently 27 stops within the Direct pedestrian connections between hubs area. Seventeen MDT the Busway and densely-populated areas routes serve the Dadeland are needed to take full advantage of the North and South Mobility existing transit service. Further, pedes- Hubs as shown on Table 7 and trian connectivity between the Dadeland Figure 3. The South Dade Trail, Mall, other shopping centers, offices, res- a segment of the East Coast idential areas, and the Busway is also Greenway, runs along the needed. However, it is noted that, con- Busway. sistent with the Downtown Kendall Urban Center District, further redevelopment surrounding the Dadeland Mall is to be ac- complished by an interconnected grid system with walkable, complete streets. Ad- ditionally, the DKUCD regulations call for new bicycle paths and greenways inter- connecting the area.

Most of the routes run either east-west on SW 88th Street/Kendall Drive or north- south on US-1 and SW 67th Av- enue. Source: Miami-Dade Transit

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Figure 3. Dadeland North & South Mobility Hubs MDT Routes Metrorail park-and-ride facility, and ramps between SR-826 and the US-1 Busway are already in construction, while others, such as the future expansion of parking at the West Ken- dall Transit Terminal and Metrorail extensions, are yet to be funded.

In addition to BRT on the Kendall Drive corridor, the current TIP calls for funding of operations, corridor, and hub improvements. Construc- tion projects include intersection improvements to Kendall Drive from SW 77th Avenue to US-1, and ADA improvements for the Busway. The Florida Department of Transporta- tion projects include funding for intersection improvements from SW Source: Miami-Dade Transit 77th Avenue to US-1. Miami-Dade Ex- pressway Authority projects include Project Development and Environ- Proposed Infrastructure Most of the projects funded within the five pri- mental work to study managed lanes on US-1; ority years pertain to corridor improvements, In order to improve upon the existing infra- however, it is yet to be funded. such as the M-Path GreenLink, park-and-ride structure, and provide improved levels of ser- facilities, additions for the Metrorail stations, vice for a given facility, the Miami-Dade County and corridor improvements, including imple- MPO provides a 25-year Long Range Transpor- mentation of full bus rapid transit along the tation Plan (LRTP) (Table 8) and a Transporta- Kendall corridor connecting the Metrorail station Improvement Plan (TIP) (Table 9), which is tions. Projects, such as the M-Path GreenLink, a five-year work program.

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Table 8. Dadeland (North-South) Transit Hub, Miami-Dade 2040 Long Range Transportation Plan

Priority Project # MPO # Project Roadway Limits Project Description Cost Notes Project Type Preliminary 1 CMP7 US-1 SW 344 St to I-95 Congestion Management (Signal Timing Optimization) $ 0.276 M Corridor Engineering West Kendall Transit Terminal to Dadeland North Preliminary 2 MDT133 Kendall Corridor (Kendall BRT) Full Bus rapid transit $11.9 M Corridor Metrorail Station Engineering Ramps between the US-1 Busway and SR-826 Preliminary 3 MDT252 US-1 Busway to SR-826 (Palmetto) Construct ramps connecting the US-1 Busway to SR-826 (Palmetto) $93.4 M Hub (Palmetto) Engineering Park-and-ride facility with 1000 parking space garage and ground floor retail and office Preliminary 4 MDT189 Metrorail Park-and-Ride Facility at Dadeland South $34.5 M Hub 1 space Engineering (2015-2020) Preliminary SW 344 St (Palm) to Dadeland South Metrorail Engineering, Right 5 MDX119 US-1 - Managed Lanes Add 2 plus 1 reversible new managed lanes within the right-of-way of the US-1 Busway $970.0 M Corridor Station of Way, Construction Preliminary Short Term improvements SW 67 Avenue to Miami Engineering, 6 NM16 M-Path Green Link Bicycle/Pedestrian Improvements $1217.4 M Corridor River Greenway Construction and Capital 7 NM140 M-Path / Overtown Greenway North of Miami River Trail Improvements $8306.2 M Construction Corridor 1 CMP7 US-1 SW 344 St to I-95 Congestion Management (Signal Timing Optimization) $ 0.276 M Right of Way Corridor Park-and-ride facility with 1000 parking space garage and ground floor retail and office 4 MDT189 Metrorail Park-and-Ride Facility at Dadeland South $4.7 M Construction Hub space 2 Ramps between US-1 Busway and SR-826 3 MDT252 US-1 Busway to SR-826 (Palmetto) Construct ramps connecting the US-1 Busway to SR-826 (Palmetto) $11.3 M Construction Hub (2021-2025) (Palmetto) Preliminary 8 PW150 SW 200 St US-1 to Quail Roost Dr Add 2 lanes and reconstruct $12.8 M Engineering, Hub Construction Preliminary Engineering, 9 NM11 M-Path GreenLink (long-term improvements) SW 67th Avenue to Miami River Greenway Trail Improvements $4525.0 M Construction, Corridor Operations & Maintenance Park-and-ride facility with 1000 parking space garage and ground floor retail and office 4 MDT189 Metrorail Park-and-Ride Facility at Dadeland South $0.084 M Construction Hub 3 space (2026-2030 Preliminary SW 344 St (Palm) to Dadeland South Metrorail Engineering, Right 5 MDX119 US-1 - Managed Lanes Add 2 plus 1 reversible new managed lanes within the right-of-way of the US-1 Busway $970.0 M Corridor Station of Way, Construction Preliminary 10 NM90 Snapper Creek Trail "B" SW 94th Avenue / K-Land Park to SW 57th Avenue Trail Improvements $1521.2 M Engineering, Corridor Construction Park-and-ride facility with 1000 parking space garage and ground floor retail and office Preliminary 4 4 MDT189 Metrorail Park-and-Ride Facility at Dadeland South $0.199 M Hub space Engineering (2031-2040) 7 NM140 M-Path / Overtown Greenway North of Miami River Trail Improvements $1083.4 M Construction Corridor 11 MDT161 US-1 (Busway) SW 88 St (Kendall) to SW 344 St (Palm) Improve service on busway to BRT levels - - Corridor 12 CMP32 US-1 SW 344 St to I-95 Congestion Management (Enforce "don't block box' initiatives) - - Corridor West Kendall Transit Terminal to Dadeland North 13 MDT133U Kendall Corridor (Kendall BRT) Full bus rapid transit - - Corridor Metrorail Station 14 MDT163 US-1 (Busway) SW 88 St (Kendall) to SW 344 St (Palm) Bus signal priority along US-1 Busway - - Corridor SW 88 St (Kendall) to SW 344 St (Palm); SW 117 Bus only grade separations at all intersections including and south of 98 St with at-grade 15 MDT164 US-1 (Busway) - - Corridor Ave Intersection stations 16 MDT165 US-1 (South Dixie Highway) SW 88 St (Kendall) to SW 104 St Metrorail Extension - - Corridor Dadeland North Metrorail Station to SW 152 Ave / Unfunded 17 MDT170 Coral Reef Enhanced Bus Enhanced bus - - Corridor SW 152 St (Coral Reef) Projects Dadeland North Metrorail Station to Dolphin Station 18 MDT184 Palmetto Express Bus (South) Implement express bus service on managed lanes between terminals - - Corridor Intermodal Terminal Expand over capacity Park-and-Ride lot at Park-and-ride facility with 1000 space garage, ground floor retail, & office space with 19 MDT188 Dadeland North Metrorail Station - - Hub

Dadeland North additional articulated vbus bays Dade County Metropolitan Planning Organization - Dadeland South Metrorail Station to Dadeland North 20 MDT190 Busway Extension to Dadeland North Extend US-1 Busway to Dadeland North (approximately one-half mile) - - Hub Metrorail Station 20 | Page Dadeland North Metrorail Station to Miami Lakes 21 MDT206 72/67 Ave Enhanced Bus Implement limited stop bus service - - Corridor Terminal 22 SFRTA108 Kendall Area LRT ZooMiami Area to Dadeland New Premium Transit Service - - Corridor Source: Miami EVALUATION OF MULTIMODAL MOBILITY OPTIONS IN THE SOUTH MIAMI-DADE AREA

Table 9. Dadeland (North-South) Transit Hub Existing Future Projects, Miami-Dade MPO 2017–2020 TIP Projects

Source: Miami-Dade County Metropolitan Planning Organization

Cutler Bay Mobility Hub

Introduction The Cutler Bay Hub is located at the intersec- portation hub is SW 112th Avenue (SR-989/Al- tion of two major regional thoroughfares: US- lapattah Road) and US-1 in the southeast quad- 1 (South Dixie Highway) and SR-821 (Home- rant of the intersection, which is currently a stead Extension of the Florida Turnpike). It con- parking lot for the Southland Mall (Figure 4). tains Southland Mall, South Dade Government This location was selected due to its proximity Center, Cutler Bay Town Hall, South Miami- to the main trip generator, Southland Mall, and Dade Cultural Arts Center, and office/commer- its accessibility to the South Dade Busway, US- cial areas. The proposed location of a trans- 1, and SR-821.

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The mobility hub will be located in the Town of of auto for mobility. The major trip generator is Cutler Bay and within the Miami-Dade County the Southland Mall, an enclosed shopping area Cutler Ridge Metropolitan Urban Center Dis- surrounded by parking. Most of the land uses trict. Charrettes have been conducted by the surrounding the hub are business and office town and county to redevelop the area into a (Figure 4). The main office buildings are located mixed-use and denser urban area. The Hub is on out-parcels of the mall next to Caribbean to be located within the Miami-Dade County Boulevard. Hotels and retail are located north Cutler Ridge Enterprise Zone, which provides of Caribbean Boulevard. The highest residential incentives for businesses to move there. density in the area is located north of SW 200th Street and west of US-1. The area west of US-1 Land Use Analysis is predominately low-density residential. The only industrial land use in the area lies just north Cutler Bay and environs were developed as a of SW 211th Street and west of US-1. suburban area which is dependent on the use Charrettes and the this area will become a major development Figure 4. Cutler Bay Mobility Hub Land Uses Cutler Ridge Land node further justifying the placement of a Use and Land De- transit hub there. velopment Regula- tions (zoning) call The changes proposed for the Cutler Ridge dis- for more intensive trict will provide a stable foundation for eco- mixed-uses in the nomic development in the area. Developing a Southland Mall transit hub as, potentially, a public-private area, mostly lo- partnership, may prove to be fruitful for both cated on the park- transit and the developer(s). ing lots surround- Existing Infrastructure ing the mall. Height limitations call for a Roads minimum of six stories and a maxi- The roadway infrastructure located in the half- mum of 12, which mile vicinity of the Cutler Bay Hub consists of: indicate major den- 1. sity changes for the SR-821 – Homestead Extension of the – a tolled freeway with area. If they occur, Florida Turnpike Source: The Corradino Group access at US-1, Caribbean Boulevard, and

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SW 211th Street. It has six lanes running 117th Avenue on the west. SW 117th Ave- needed. As proposed in the earlier-mentioned north/south to connect Homestead to I- nue runs north to SW 8th Street/US-41. charrettes, and as required by the Cutler Ridge 75. This is the main north-south express- Metropolitan Urban Center District regula- way in western Miami-Dade County. It is 4. SW 112th Avenue/Allapattah Road – a tions, further redevelopment surrounding the a direct connection from the Cutler Bay minor urban arterial, four-lane roadway Southland Mall must result in an intercon- Mobility Hub to the Kendall Hub and running north-south. It begins at US-1 in nected grid system with walkable, complete Metrorail stations farther north. Addi- the north and runs south through the streets. Additionally, the regulations call for tionally, the Turnpike connects the Cut- Cutler Bay Mobility Hub, providing an- new bicycle paths and greenways intercon- ler Bay Hub to the Homestead/Florida other access point to SR-821 to SW 280th necting the areas of interest. City Hubs as well as the Dadeland North- Street near the Homestead Air Force South Hubs via SR-874 (Don Shula Ex- Base. pressway) and SR-878 (Snapper Creek th Expressway. 5. Caribbean Boulevard/SW 200 Street – also a minor urban arterial 2. US-1/South Dixie Highway – a principal that is four lanes wide throughout urban arterial of four lanes extending the mobility hub. The roadway links from the southern part of the Cutler Bay the core of the Town of Cutler Bay to Hub area to SW 112th Avenue where it SW 184th Street. To the west, the widens to a six-lane facility north of SW road merges with Eureka Drive to be- 112th Avenue. US-1 runs in a northeast- come SR-994 and continues through southwest alignment and connects all of the western part of the county to SW South Miami-Dade to I-95 on the north 202nd Avenue. and through Homestead ending in Key West on the south. The Busway provides Pedestrian Facilities transit from the Dadeland South Metro- There is a lack of pedestrian connectivity rail station to Florida City. It serves Cutler from the residential areas on the west of Bay, Palmetto Bay, and Naranja. the Cutler Bay Hub to the commercial areas

th th on the east. Additionally, connectivity of 3. SW 211 Street/SW 117 Avenue – an the densely-populated northwestern area urban collector which runs east-west to the Busway stations is virtually non-ex- through most of the Cutler Bay Mobility istent. Pedestrian connectivity between Hub area. The four-lane facility starts at the Southland Mall and the Busway is also SR-821 to the east, and turns into SW

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Transit Table 10. Cutler Bay Transit Hub, Existing Transit Service Route Name Services Direction Start End The Busway serves the Cutler Bay Hub at two South Miami Heights, stations: SW 112th Avenue, which contains a Southland Mall, Cutler 1 - Bay, Caribbean Blvd, East-West & North-South West Perrine South Miami Heights th park-and-ride lot, and SW 200 Street. The sta- SW 97 Ave, West tions are not conveniently accessible by walk- Perrine Busway, SW 211 Street Dadeland South South Dade Government ing/bicycling. Nine MDT routes serve the Cutler 31 Busway Local North-South & SW 112 Ave Metrorail Station Center Bay Hub as shown on Figure 5 and Table 10.

Dadeland South SW 344 Street Park & 34 Busway Flyer Busway North-South Metrorail Station Ride Lot

Figure 5. MDT Transit Routes Serving the Cutler Homestead High School, SW 334 Park & Ride Bay Transit Hub 35 - Lot, Homestead North-South MDC Kendall Campus Homestead High School Hospital, Southland Mall & MDC Kendall Campus Busway, Southland Mall Dadeland South 38 Busway Max North-South Homestead Walmart & Homestead Walmart Metrorail Station Busway, Richmond Heights, Perrine Shopping Center, Eureaka Dr., South Dadeland South Community Health 52 - North-South Miami Heights, Metrorail Station Center Southland Mall, South Dade Library & Govt. Ctr & Comm. Health Ctr. Cutler Bay, Caribbean Blvd., Southland Mall, South Dade Library & Govt. Ctr., Comm. Health 70 - North-South Cutler Bay (Saga Bay) Homestead High School Ctr., Homestead Air Force Base, 344 St Park & Ride & Homestead High School Dolphin Mall, Doral,

Miami International Mall, Sweetwater, Miami West Dade Executive Airport, Larry South Dade Government 137 North-South Dolphin Mall Connection & Penny Thompson Center Mem. Park, Southland Dade Transit Mall and South Dade - Gov. Ctr. Southland Mall, US-1, Eureka Dr, SW 87 Ave, Cutler Bay SW 216 St, Old Cutler 200 Circulator Busway Southland Mall

Source: Miami-Dade Transit Local Rd, Franjo Rd, Source: Miami Caribbean Blvd. & SW 211 St.

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Table 11. Cutler Bay Transit Hub, Miami-Dade 2040 Long Range Transportation P lan g g p Priority Project # MPO # Project Roadway Limits Project Description Cost Notes Project Type Preliminary Engineering, 1 PW142 SW 200 St US-1 to Quail Roost Dr Add 2 lanes and reconstruct $17.4 M Hub Construction, Capital Roberta Hunter Park to SW side of SW 117th Bicycle/Pedestrian Improvements (Trail Preliminary 2 NM58 South Dade Trail & Black $227.8 M Corridor 1 Avenue Improvements) Engineering Creek Trail junction (2015-2020) Congestion Management (Signal Timing Preliminary 3 CMP7 US-1 SW 344 St to I-95 $ 0.276 M Corridor Optimization) Engineering Preliminary SW 344 St (Palm) to US-1 - Managed Add 2 plus 1 reversible new managed lanes Engineering, Right 4 MDX119 Dadeland South Metrorail $970.0 M Corridor Lanes within the right-of-way of the US-1 Busway of Way, Station Construction 1 PW142 SW 200 St US-1 to Quail Roost Dr Add 2 lanes and reconstruct $12.8 M Capital Hub 2 SW side of SW 117th Roberta Hunter Park to Bicycle/Pedestrian Improvements (Trail Construction, 2 NM58 $227.8 M Corridor (2021-2025) Avenue South Dade Trail & Black Improvements) Operations & Congestion Management (Signal Timing 3 CMP7 US-1 SW 344 St to I-95 $ 0.276 M Right of Way Corridor Optimization) SW 344 St (Palm) to Construction, 3 US-1 - Managed Add 2 plus 1 reversible new managed lanes 4 MDX119 Dadeland South Metrorail $33.4 M Operations & Corridor (2026-2030 Lanes within the right-of-way of the US-1 Busway Station Maintenenace Preliminary 1 PW142 SW 200 St US-1 to Quail Roost Dr Add 2 lanes and reconstruct $0.1 M Hub Engineering 4 SW 344 St (Palm) to (2031-2040) US-1 - Managed Add 2 plus 1 reversible new managed lanes 4 MDX119 Dadeland South Metrorail $106.3 M Capital Corridor Lanes within the right-of-way of the US-1 Busway Station SW 88 St (Kendall) to SW 5 MDT161 US-1 (Busway) Improve service on busway to BRT levels $19.0 M Capital Corridor 344 St (Palm) 6 MDT161U US-1 (Busway) SW 104 St to SW 344 St Metrorail Extension $2660.0 M Capital Corridor SW 88 St (Kendall) to SW 7 MDT163 US-1 (Busway) Bus signal priority along US-1 Busway $8.8 M Capital Corridor 344 St (Palm) SW 88 St (Kendall) to SW Bus only grade separations at all intersections 8 MDT164 US-1 (Busway) 344 St (Palm); SW 117 Ave including and south of 98 St with at-grade $307.8 M Capital Corridor Unfunded Intersection stations Projects SW 344 St (Palm)/ US-1 Busway to Dadeland South Metrorail Station (Allapattah 9 MDT226 US-1 (Busway) Kiss-and-ride at all stations along US-1 Busway $1.3 M Capital Corridor Rd/SW 112 Ave Station & Caribbean Blvd (SW 200 St) Station) Congestion Management (Enforce "don't block 10 CMP32 US-1 SW 344 St to I-95 $0.0 M Capital Corridor box' initiatives)

Source: Miami-Dade County Metropolitan Planning Organization 25 | Page EVALUATION OF MULTIMODAL MOBILITY OPTIONS IN THE SOUTH MIAMI-DADE AREA

Most of the routes run in a north-south direc- way routes; and, signal timing optimizations on Hub area. tion between the Dadeland South Metrorail US-1 between SW 344th Street north to I-95. station and Homestead, and feed the Busway Most of the projects mentioned on Cutler Bay’s stations. As seen in Table 12, most of the same projects Masterplan (Table 13) have been incorporated mentioned in the LRTP are also noted here in in the LRTP and TIP. Project #6 further empha- Proposed Infrastructure the TIP. Project #2 which proposes a park-and- sizes the focus on pedestrian mobility. ride facility and transit-oriented development The Miami-Dade County MPO’s LRTP and TIP, at the location of SW 112th Avenue and the Bus- plus the Transportation Master Plan of Cutler way, reinforces the need for more transit ser- Bay, were reviewed to determine future pro- vice. Project #4 provides the opportunity for jects proposed within the Mobility Hub (Ta- the addition of more pedestrian-friendly cross- ble 11). Most projects funded within five years ings at major intersections of the US-1 corridor. are directed at connectivity of the Hub to its neighborhoods (Table 12). Also notable is that Projects #6 through #11 provide for express in the TIP, FDOT is to make pedestrian improve- lanes on the Florida Turnpike throughout the ments on SW 200th Street to provide Table 12. Cutler Bay Transit Hub Existing Future Projects, Miami-Dade MPO 2017 TIP Projects access between the most populous PROJECT Project # MPO # FACILITY LIMITS TYPE OF WORK Cost Year Notes part of the area to the transit hub. For TYPE MIAMI-DADE COUNTY DEPARTMENT OF TRANSPORTATION AND PUBLIC WORKS example, Project #2 in the LRTP ad- 1 TA4389501 MDT South Miami-Dade Busway Routes Urban Corridor Improvements $0.467 M 2020-2021 Operations Corridor Development of a park and ride and TOD along S. Miami Dade Busway (SW dresses the connection of two re- 2 TA4388371 MDT Park & Ride Lot South Miami Dade Busway (SW 112 Ave and SW $5.2 M 2016-2017 Capital Hub/Corridor 112 Avenue & SW 216 Street) 216 St) gional bike routes that will provide SW 200 St/Caribbean SW 127 Avenue to Coral Sea 3 PW000005 Congestion Management - - - Hub Boulevard Road connectivity to the Mobility Hub FLORIDA DEPARTMENT OF TRANSPORTATION 4 DT4378731 US-1/South Dixie Hwy At SW 200 Street Pedestrian Improvements $0.508 M 2017-2018 Construction HUB through the South Dade Trail toward SW 344 Street to SW 152 5 DT4386111 US-1/South Dixie Hwy Transportation Planning: PD&E $1.5 M 2017-2018 PD&E Corridor Street the Black Creek Trail. FLORIDA TURNPIKE ENTERPRISE SW 216 Street to N. Eureka Const, plan & 6 TP4154881 SR-821/HEFT Express lanes: Add lanes & reconstruct $55.0 M <2017 Corridor Drive Design SW 216 Street to N. Eureka 7 TP4154882 SR-821/HEFT Landscaping $1.1 M >2021 Construction Corridor Other proposed projects include a Drive SW 216 Street to N. Eureka 8 TP4154883 SR-821/HEFT Signing/Pavement Markings $0.3 M 2016-2017 Construction Corridor new park-and-ride lot along the Bus- Drive SW 288 Street to SW 216 Planning & th th 9 TP4233722 SR-821/HEFT Express lanes: Add lanes & reconstruct $0.2 M 2016-2017 Corridor way at SW 112 Avenue and SW 216 Street Design SW 288 Street to SW 216 10 TP4233723 SR-821/HEFT Signing/Pavement Markings $0.7 M 2016-2018 Construction Corridor Street; congestion management along Street SW 288 Street to SW 216 th 11 TP4233724 SR-821/HEFT Landscaping $1.3 M >2021 Construction Corridor Caribbean Boulevard/200 Street; ur- Street MIAMI-DADE EXPRESSWAY AUTHORITY SW 344 Street to Dadeland ban corridor improvements for Bus- 12 XA20003 US-1 Managed Lanes PD&E Study - - - - South Metrorail Station Source: Miami-Dade County Metropolitan Planning Organization

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Table 13. Cutler Bay Transportation Master Plan 2014

PROJECT Project # FACILITY LIMITS TYPE OF WORK Cost Year TYPE CAPACITY PROJECTS 13 SR 821- HEFT SW 211 ST to Caribbean Blvd Add 2 lanes $3.367 M 4 Corridor Caribbean Boulevard and Quail 17 SR 821- HEFT Add 2 lanes $10.0 M 5 Corridor Roost Drive ALTERNAVTIVE MODE/TRANSIT PROJECTS Conduct Study/operational Analysis considering Comprehensive Operations headway times and expansion of day service plus 1 Town Circulator $0.075 M 1 Hub Analysis connect to Southland Mall, high schools and circulators in adjacent communities. Install necessary crossing points and pedestrian pathways from major generators to transit points. 6 US-1 Corridor Transit Provide a Park and Ride feasibility study for the $0.075 M 3 Hub US-1 Busway. Study feasibility of cross access easements. Build multiple sidewalk connections to Town Hall 7 Connection to Urban Center District from the rest of the network. Provide landscaping $0.075 M 3 Hub along path. Implement 2011 Bike/Ped Master Plan. Upgrade sidewalk facilities and remove obstacles in the Master Plan and Necessary Right-of-Way to ensure ADA compliance. Install 8 Implement Bike/Ped $0.3 M 1 to 5 Hub Improvement and repaint crosswalks where necessary. Continuous Evaluation and Maintenance of existing and future sidewalk needs. CORRIDOR ENHANCEMENT PROJECTS for US-1/South Dixie Hwy, Signal Progression 6 Marlin, Old Cutler Rd., SW 184 Evaluate the main corridors' signal progression. $0.1 M 2 Hub Analysis St., Franjo/SW 97 Ave

Source: Miami-Dade County Metropolitan Planning Organization

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Table 14. Coral Reef Transit Hub Coral Reef: SW 152nd Street and Bus- 144th Street to the north, by SW way Mobility Hub 158th Lane to the south, SW 97th Land Use Acres Land Percentage Avenue to the west, and SW 87th Estate-density Residential 182.4 36.3% Introduction Court to the east. The transit hub Parks and Recreation 92.1 18.3% The intersection of Coral Reef Drive and US-1 is is to be located between the Vil- Business and Office 50.4 10.0% relatively unbuilt, with a golf course and the lage of Palmetto Bay and the un- Low-Medium Residential 48.8 9.7% Pineland Preserve. Nonetheless, this location is incorporated Miami-Dade areas Transportation 35.7 7.1% of Kendall and Palmetto Estates. near the Jackson South Community Hospital, Office and Residential 24.4 4.9% commercial areas that could further develop, The area is generally comprised Environmentally Protected Parks 24 4.8% proximity to The Falls shopping area, and at the of estate- and low-medium den- intersection of two major routes in South Dade, sity residential uses (46%) as well Institutions, Utilities and Communication 20.5 4.1% US-1 and SW 152nd Street. This area is close to business and office uses (10%) Water 15.9 3.2% the Turnpike on the west, and is the pivot point (Table 14 and Figure 6). Parks Low-density Residential 8.4 1.7% for those heading from Country Walk, and sur- and recreation uses represent Source: The Corradino Group rounding areas in route to Downtown Miami, about 18 percent of the Hub the primary destination for workers from this area. High-density residential Figure 6. Coral Reef Mobility Hub Land Uses area. uses are completely absent in this area. In the short 3± miles between Country Walk and US-1 lies not only the Jackson South Com- The Hub’s center is located at munity Hospital, but also Zoo Miami and Coral the South Dade Busway and Reef High School. It is unsurprising then that SW 152nd Street/Coral Reef travel, including vehicular activity, is high on Drive and in close proximity this corridor. A park-and-ride lot already exists to US-1. Within a half-mile ra- at SW 152nd Street and US-1, but it is at capac- dius of the Hub’s center there ity, which needs to be addressed. are 16 bus stops, more than 100 large buildings, and Land Use Analysis about 450 smaller buildings. Fifty percent of the area is The Coral Reef Hub is transected by US-1/ designated residential and South Dixie Highway and the South Dade Bus- about 12 percent, commer- way, running northeast-southwest, and by SW cial. The center is accessible 152nd Street/SR-992/Coral Reef Drive which by the surrounding busi- runs east-west. The Hub is bounded by SW Source: The Corradino Group

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nesses, offices, parks, a hospital, and residen- tate-density residential and low-medium resi- links Krome Avenue with US-1, connect- tial neighborhoods, as well as existing transit dential uses are present. The Palmetto Gulf ing western Miami-Dade County commu- services, such as the Busway and various MDT Course and Palmetto Estates neighborhood are nities, such as Country Walk and Rich- bus routes. located to the southwest of the Hub center, mond Heights, with Cutler Bay and the and Jackson South Community Hospital, Coral surrounding areas. SW 152nd Street The Hub area is oriented to the automobile. Reef Library, Rockdale Pineland Preserve and passes through a mixture of commercial The major trip generators are Jackson South estate, and single-family development are to and residential uses before crossing the Community Hospital, Coral Reef Branch Li- the northwest. Busway. Some of the roadway’s main in- brary, Coral Reef Shopping Center and Shop- tersections are Krome Avenue, SW 137th ping Plaza, and the Busway. The hospital and The Coral Reef Hub is also located just north of Avenue/Lindgren Road, the Florida Turn- library are located northwest of the Busway the proposed Village of Palmetto Bay/Franjo pike, and US-1/South Dixie Highway. and Coral Reef Drive and encompass approxi- Triangle & Island District (FT&I) which will bring Within the hub area, Coral Reef Drive is mately 18 acres. The Coral Reef Shopping Cen- higher-intensity employment, commerce, and four lanes wide west of US-1 and two ter and Plaza are open-air shopping destina- residential activities in support of multimodal lanes wide east of US-1. tions located along the east side of the Busway transportation options and economic develop- and US-1. ment.

Most of the area immediately east of the Bus- Existing Infrastructure way and US-1 is occupied by restaurants, car Roads dealerships, and strip malls surrounded by parking lots (Figure 6). Farther to the east, es- The roadway infrastructure located in the half- mile vicinity of the Coral Reef Hub consists of:

1. US-1/South Dixie Highway – a principal urban arterial, six lanes wide, surrounded by light- and medium-density commercial uses throughout its entire length. US-1 parallels the Busway and connects all of South Dade to I-95 from Key West.

2. SR-992/SW 152nd Street/Coral Reef Drive – a 10±-mile principal arterial that

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Pedestrian Proposed Infrastructure Table 15. Coral Reef Transit Hub, Existing Transit Service Route Name Services Direction Start End Busway, SW 211 Street & SW 112 Dadeland South South Dade Pedestrian connectivity is poor between and The Miami-Dade MPO 31 Busway Local North-South Ave Metrorail Station Government Center among the Jackson South Community Hospital, 25-year LRTP and its TIP Dadeland South SW 344 Street Park 34 Busway Flyer Busway North-South Coral Reef Shopping Center and Plaza, banks, projects for the Coral Metrorail Station & Ride Lot Homestead High School, SW 334 Park & Ride Lot, Homestead MDC Kendall Homestead High restaurants, coffee shops, stores, residential Reef Hub area are dis- 35 - North-South Hospital, Southland Mall & MDC Campus School areas, and the Busway. As proposed in the Pal- played on Table 16 and Kendall Campus Busway, Southland Mall & Dadeland South 38 Busway Max North-South Homestead Walmart metto Bay 2015 Franjo Triangle & Island (FT&I) Table 17, respectively. Homestead Walmart Metrorail Station District Land Use Study and the MDC Compre- Busway, Richmond Heights, Perrine Shopping Center, Eureka Dadeland South Community Health hensive Development Master Plan, further The plans for the hub 52 - Dr., South Miami Heights, North-South Metrorail Station Center area include additional Southland Mall, South Dade Library land use activity surrounding the area will fos- & Govt. Ctr & Comm. Health Ctr. ter transition from suburban, strip commercial lanes on the Busway to MIA Metrorail Station, South Miami MIA Metrorail Jackson South 57 - Metrorail Station, Jackson South North-South Station Hospital uses to a more integrated downtown mixed- create a reversible man- Hospital aged-lane system. Con- Dadeland South Metrorail, Busway, use area, as well as improve mobility for all Coral Reef Drive, Country Walk, Dadeland South 252 Coral Reef MAX East-West Country Walk modes (bike, pedestrian, transit, and vehicle). nections to existing trails Regimen Heights , Palmetto Metrorail Estates within the area are also Dadeland South Metrorail, Busway, Dadeland South South Dade Health 287 Saga Bay MAX Perring, Saga Bay, South Dade North-South Transit Metrorail Center recommended. Transit health Center Route A Palmetto Bay East-West improvements, such as Busway, Palmetto Bay Palmetto Bay Palmetto Bay Sixteen MDT bus stops are within the Coral (iBus) iBus (Loop) nd BRT and Busway signal Route B Palmetto Bay East-West Busway, Palmetto Bay Palmetto Bay Palmetto Bay Reef Hub area, located mainly on SW 152 (iBus) iBus (Loop) Street/Coral Reef Drive and the Busway. The prioritization are unfunded. While a project Source: Miami-Dade Transit, MDT bus routes serving the area are 52, 57, Village of Palmetto Bay Figure 7. MDT Transit Routes Serving the Coral and 252 on SW 152nd Street, and 31, 34, 38, 57, to expand the park-and- Reef Transit Hub ride lot at SW 152nd Street/US-1 is absent from and 287 on the Busway (Table 15 and Figure 7). Palmetto Bay Route A and Route B circulators Table 15, it is believed the County is planning also serve the area. to expand it. The lot is now operating at 100 percent capacity with 200 spaces. A number of routes run east-west on SW 152nd

Street/Coral Reef Drive, as well as north-south on the Busway. Most of the routes serve the Dade Transit heavily commercial areas and shopping cen- - ters, connecting them with nearby neighborhoods. Source: Miami

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Table 16. Coral Reef Transit Hub, Miami-Dade 2040 Long Range Transportation Plan

Source: Miami-Dade County Metropolitan Planning Organization

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Table 17. Coral Reef Transit Hub Existing Future Projects, Miami-Dade MPO 2017 TIP Projects

Source: Miami-Dade County Metropolitan Planning Organization

Forecasting Approach early AM, AM peak, midday, PM peak, and US-1 Corridor evening. The travel demand forecasts for South Dade US-1 is, and will be in 2040, heavily traveled, are based on SERPM7. The analysis process and Although SERPM7 has period-specific highway with forecasts that its traffic will exceed the results are included in Appendix B. The findings assignment routines, the model combines all road’s capacity by two to 87 percent, depend- are summarized here by South Dade Corridor. period-assigned traffic volumes to report the ing on location, with the greatest congestion daily model volumes. on the northern segments. Compounding this The model’s 2040 horizon year incorporates issue is the effect on the local collectors/ neigh- the MPO-approved Traffic Analysis Zone (TAZ) Volume-to-capacity ratios are used as the pri- borhood streets which feed US-1. In cases, such data and the 2040 cost feasible network. mary performance measure to identify the as SW 82nd Avenue, overflow traffic from US-1 SERPM7 is a “time-of-day” model validated us- transportation needs of South Dade. The 2012 will cause additional area-wide congestion. ing period-specific and daily traffic counts. The FDOT Quality of Level of Service (LOS) hand- five periods that are modeled in SERPM7 are: book formed the basis of the analysis.

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Kendall Corridor are no parallel routes or canal systems which

th would lend themselves for easily developable, Kendall Drive/SW 88 Street is an east-west continuous east-west paths. So, bicycling facil- corridor which connects to several major ities would have to primarily focus on Kendall north-south routes linking South Dade with the Drive as the “spine” of a network, with exten- rest of Miami-Dade County. The intersection of sions into neighborhoods along the corridor. this road with multiple north-south regional fa- There is a potential for bicycling to be the cilities means that Kendall Drive, at certain first/last mile mode for a BRT/LRT system, but points, serves as a “gateway” to South Dade. only with the appropriate facilities. Vehicular traffic along Kendall Drive is pro- In evaluating the park-and-ride lot system Pedestrian connections, like those for bicy- jected to be above capacity (LOS F) for various along US-1, parking occupancy data from MDT cling, will involve the need for enhanced link- segments by 2040. These tend to occur in prox- indicate that today the occupancy of most fa- ages with a BRT/LRT system, as proposed by imity to US-1 or the expressways (Florida’s cilities is at least 90 percent; in the case of the the SMART Plan. Internal circulation must be Turnpike, SR-874, SR-826). However, at the SW 152nd Street park-and-ride lot, the regular better evaluated in a more-in-depth study once same time, to accommodate the SMART Plan’s reported occupancy is 100 percent. hub locations are finalized. transit corridor options, future right-of-way conversion is necessary along the same seg- This corridor is long. A hub at Cutler Bay is a Old Cutler Road Corridor ments facing failing LOS. high priority. This hub can then redirect travel Old Cutler Road is a historic roadway serving towards transit. Given that widening roadways to accommo- Cutler Bay, Palmetto Bay, Pinecrest, and the date auto traffic is difficult, if not highly un- southern portion of Coral Gables. This histori- Bicycle routes were considered on two bases: likely, transit must be explored to guide east- cal designation renders it difficult to widen the 1) feeder routes into the network along the west traffic to Dadeland North/South, and road. Busway; and, 2) connectivity between pro- north towards the Flagler Corridor. The conver- posed hubs. Localized facilities such as bike gence points for Kendall Drive with the north- Old Cutler Road provides a parallel corridor to share stations, fix-it stations, etc., are needed south routes are key nodes at which to focus US-1. In the SERPM7 2040 scenario, more than to facilitate another modal option. express routes/local circulator services and 60 percent of Old Cutler Road in the study area will be at or above 100 percent capacity (LOS Pedestrian needs along the corridor primarily park-and-ride facilities. F). Relief on this condition will not be resolved involve enhanced crossing of US-1. Internal cir- Bicycling along the Kendall Corridor will de- by widening, as noted above. Addressing the culation must be better evaluated in a more in- pend on connectivity of the neighborhoods corridor’s needs will depend on multimodal so- depth study once hub locations are finalized. surrounding the corridor. Unfortunately, there lutions that allow for better connectivity to

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transit, such as through local circulators and From a transit standpoint, the park-and-ride lot improved transit on US-1. Further, any im- at US-1 and Coral Reef Drive needs to be ex- provements in the western and southern parts panded; it currently operates at 100 percent of South Miami-Dade that reduce the pressure occupancy. Further, while bus service exists in on US-1, such as Express Routes B and E, will the form of Route 252 MAX, it’s only available positively affect Old Cutler Road’s mobility. during peak hours. The lack of alternatives thwarts transit mobility in the area. Addition- ally, eastern and western portions of this corridor would lean to different transit options, if available. Travelers in the eastern portion of the corridor would move towards US-1, but SW 152nd Street Corridor those in the western section would gravitate to SW 152nd Street is a highly-traveled, east-west the Dadeland North/South hub for Metrorail corridor, extending across the county uninter- service; it would benefit from Express Route rupted. This facility provides access to Jackson D’s more direct connection. South Community Hospital, Coral Reef High School, Zoo Miami, the Florida Turnpike, and, Bicycle connectivity through facilities along by way of Lindgren Road, Miami Executive Air- Cutler Drain can serve short trips to US-1. It cre- Bicycling and pedestrian facilities are well port. ates a potential multimodal first/last mile con- served by the Old Cutler Trail’s shared-use path nection, provided that buses and LRT/BRT sys- and wider sidewalks within Cutler Bay. None- While SW 152nd Street generally does not have tems offer adequate storage at stations. theless, this condition may be improved projected capacity issues, except in the vicinity Given the area’s high school, walkability is im- through new east-west connections to US-1, or of the Turnpike, mobility is impeded on the col- th portant in the area. Another important issue is a northern connection to the Kendall Drive cor- lector roadways, such as SW 117 Avenue and walkability to bus stations, which are better de- ridor, which will then allow for connectivity to SW 112 Avenue/Lincoln Boulevard. The lack of termined as part of a localized analysis of bus the proposed Underline bicycle system and bridge connections over the canal behind the facility placement. Metrorail at Dadeland North/South via Snap- High School may also cause extra travel to oc- per Creek Trail and Ludlam Trail. cur, manifesting itself as projected capacity deficiencies on SW 144th Street and SW 92nd Ave- Pedestrian needs in this corridor are highly lo- nue. calized, and will be mainly related to accessing transit.

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SW 137th/SW 157th Avenue Corridor amined to provide insight into bicycling facili- Bicycle routing through this area would oper- ties. The data show that, while there was bicy- ate on a collector and distributor basis to fun- The SW 137th/SW 157th Avenue Corridor serves th cling to the south of Florida City, this pattern of nel into key hub areas from local neighbor- areas between SW 88 Street and US-1. It travel then arcs northwest on US-1, continuing hoods. passes through the Redlands, as well as resi- on US-1, or north on SW 147th Avenue’s exist- dential subdivisions in the northern part of ing bicycle lanes, with high concentrations of As with the other corridors, evaluation of pe- South Dade, and the Miami Executive Airport. activity by Miami Executive Airport. Bicycling destrian facilities should be conducted on a Diverting travel from US-1 to this corridor needs along this corridor can be met through more localized basis, centered on first/last mile would require the addition of new roadway needs for transit. th th connections to existing and planned trails and segments to be built on SW 137 and SW 157 bike facilities. Avenues. These would allow this corridor to Krome Avenue Corridor provide an alternative north-south route start- The corridor is characterized by a combination Krome Avenue/SW 177th is the westernmost ing at Naranja, which has recently been re- of rural and suburban subdivisions, with few corridor in the area, running between Home- zoned for higher-density development. commercial areas within walking distance to stead and SW 88th Street. It is traditionally a the residences. Walking would, therefore, pri- freight route. It has been examined in other Express Route D in the SMART Plan provides an marily be to locations on SW 157th Avenue, studies, resulting in current construction to alternative for feeding the Dadeland such as parks or, potentially, to transit stops. North/South Metrorail system; however, park- widen the facility and, in Homestead, provide a and-ride facilities, as well as local circulators, SW 117th Avenue Corridor bypass for trucking. are necessary to support such a route. Further, a direct connection to SR-874 will allow the ex- The SW 117th Avenue Corridor provides Cutler This study considered whether other needs express bus a more direct route than currently Bay and Kendall Drive a localized parallel route ist. Capacity limitations are generally consid- available. to the Turnpike. This north-south corridor of- ered to be non-issues for Krome Avenue within fers potential for: alternative travel for US-1; the study area. For transit, an express route In addition to Express Route A, as proposed by routing for the SMART Plan Express Routes B from Homestead to Kendall was explored using the SMART Plan, CSX East-West corridor devel- and E, when combined with an intermodal sta- US Census longitudinal-employer household opment to the north, and creating new express tion at the juncture of SR-821 and SR-874 dynamics (LEHD) data which show low concen- bus linkages, as necessary, will provide an al- where Route D intersects; and, a potentially trations of employment-based traffic traveling ternative route to Doral and to Miami, both faster route to reach the Dadeland north to Kendall, and originating in either major travel destinations for residents in the North/South Metrorail Hub from the Home- Homestead or Florida City. Thus, no transit northern half of this corridor. stead and Cutler Bay Hub areas. Forecasts for need is projected which would not already by 2040 traffic indicate portions of the Turnpike, served by the other parallel north-south corri- Strava data on bicyclists and runners were ex- as well as SW 117th Avenue, will operate at LOS dors in this study area. F.

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Strava data indicate that few tracked bicycling ditional transit projects, most notably: the Bus- These projects have been evaluated for their activities currently exist on Krome Avenue. This way BRT will be converted to LRT in an exclu- impact on the mobility system by using the is not to say that Krome doesn’t have potential sive guideway; the Kendall Corridor will be con- SERPM7 travel forecasting model to compare for bicycling. Current projects along Krome Av- verted from BRT to LRT operating in mixed traf- the current LRTP projects for 2040 No Build enue will provide an 11.6-mile shared-use path fic; about 3,700 new parking spaces will be de- Scenario with the improvements suggested in from SW 296th St. to SW 8th St. veloped in 15 new park-and-ride locations; this report, i.e., the Build Scenario. and, there will be local circulator buses, and Pedestrian needs are minimal, given this corri- surface transit route modifications. These are The forecasts of 2040 countywide transit ridership show growth from No Build to Build sce- dor primarily serves rural areas outside the Ur- combined with 16 additional roadway project narios of over 30,000 riders per day (Table 18). ban Development Boundary. Should the at a total system-wide cost of $2.4 billion Transit ridership on the future LRT operating in boundary change, however, further considera- ($2.06 billion in transit and $272 million in the Busway alignment is expected to see an 85 tion of multimodal facilities should be con- roadway, with $79 million in bicycle projects, percent increase over the No Build BRT option. ducted at that time. and $500,000 in pedestrian projects.) This conversion from BRT to LRT is projected to cost $480 million. TASK 4: ANALYSIS OF POTENTIAL IMPROVEMENTS Table 18. Transit Ridership by Mode 2040 No Build 2040 Build Change Change Description Introduction Daily Ridership Daily Ridership Daily Ridership Percent Ninety-two multimodal projects have been Tri-Rail 20,320 21,592 1,272 6 Metrorail 85,540 115,204 29,664 35 proposed to address the deficiencies identified Inter-County Express 2,204 2,917 713 32 as part of the existing and future conditions Trolley/Shuttles – Tri-Rail1 3,444 3,890 446 13 analyses. In the LRTP No Build Scenario, BRT Trolley/Shuttles – Tri-Rail2 640 588 -52 -8 would provide service on the South Dade Bus- MDT MAX/KAT/ Busway Local 41,540 31,356 -10,184 -25 th way alignment. The Kendall/88 Street Corri- MDT BRT 24,540 22,596 -1,944 -8 dor would have BRT operating in mixed traffic. MDT Express 31,497 41,575 10,078 32 A handful of roadway projects are proposed. MDT I-95 Express 3,220 3,644 424 13 All of this will cost $1.4 billion. I-95 Inter-County Express 4,040 2,112 -1,928 -48 Metromover 33,640 39,268 5,628 17 In the Build Scenario, (the recommendations MDT Local 326,163 322,503 -3,660 -1 from this report) there will be more than 30 ad- 576,788 607,245 30,457 5 1 Serving Stations in Broward and Palm Beach Counties 2 Serving Miami-Dade County Tri-Rail Stations Source: The Corradino Group

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In the Kendall Corridor, the No Build scenario Addressing South Dade congestion is as much Tasks 5 and 6: Identification of Po- of BRT in mixed traffic would have daily rid- about land use and the economy as it is about tential Projects and Their Costs ership of just over 3,600. Conversion to LRT in transportation facilities. A better balance of mixed traffic would generate an additional 900 residential and employment uses could make From the results of the analysis and the input riders per day. additional capacity available northbound in of the SAC, stakeholders, and the public work- the morning and southbound in the afternoon. shops, a recommended list of future transpor- As noted earlier, travel in South Dade is highly This would mitigate the need for investment in tation improvements has been formulated. directional. The dominant flow is north and roads. Furthering the concept of nodal devel- Costs for each project for each mode have out of the area in the morning to access jobs, opment, originally articulated for the “Char- been provided. and back to the south during the afternoon. rette Areas” along US-1, is critical to this shift. Traffic analyses using models of daily traffic un- Doing so requires changing land use and zoning In total there are 92 projects being examined deremphasize this directionality. South Dade to transit-oriented densities, with a sufficient at a total cost of just over $2.4 billion, includ- travelers understand that northbound traffic in balance of commercial and residential uses. ing: the morning can be well above the northbound Economic development strategies to market capacity of the roads, causing highly congested these areas is also vital. It is recommended • Roadway – 16 Projects - $273,250,000 conditions in that direction. Yet, southbound that models be developed to show differing de- • Transit – 33 Projects - $2,061,300,000 volumes are much lower creating few conges- velopment scenarios, with various levels of job • Bicycle – 29 Projects – $91,270,000 tion issues. growth substituting for residential growth in • Pedestrian – 14 Projects - $505,000 the hub areas. The assumption is that signifi- The reverse is true in the afternoons. But by cant gains can be made. Details by mode are presented in Tables 19 focusing on daily traffic, a “false positive” is thru 22 and Figures 8 thru 11. given, i.e., a facility appears to function better than it actually does.

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Table 19. Proposed Roadway Projects Capital Cost Corridor Name Roadway From To Description Hubs Served (in 2016 Dollars) Signal Corridor Analysis and Ad- Cutler Bay-Southland Mall, SW 248th 1 Corridor Signal Progression Analysis US-1 Palmetto Expy. justment of corridor signal timing Dadeland, The Falls, Franjo Trian- $50,000 St. as warranted gle, Coral Reef/US-1 New 2-lane Facility on SW 120th St. between SW 82nd SW 82nd 1 SW 120th St. US-1 New 2-lane facility The Falls, Dadeland $300,000 Rd. and US-1 Rd. New 2-lane Facility on SW 127th Ave. between SW SW 224th 1 SW 127th Ave. S Dixie Hwy. New 2-lane facility Naranja $950,000 224th St. and S Dixie Highway St. SW 159th New Bridge, 2-lane facility, pe- 1,3 New Bridge on SW 77th Ave. @ SW 160th St. SW 77th Ave. SW 169th Terr. Coral Reef/US-1, The Falls $500,000 Terr. destrian and bicycle pathway New Bridge on SW 77th Ave. between SW 173rd St. and SW 173rd New Bridge, 2-lane facility, pe- 1,3 SW 77th Ave. SW 174th St. Coral Reef/US-1, The Falls $950,000 SW 174th St. (C-100 Canal) St. destrian and bicycle pathway Signal Corridor Analysis and Ad- SW 147th 2 Corridor Signal Progression Analysis SW 88th St. Don Shula Expy. justment of corridor signal timing MDC/Kendall, Kendale Lakes $100,000 Ave. as warranted New Bridge @ C-100 and Ferguson Park/SW 102nd SW 145th New Bridge, 2-lane facility, pe- 4 SW 102nd Ave. SW 146th St. Coral Reef/US-1 $1,200,000 Ave./SW 145th St. and 2-lane Facility to Bridge St. destrian and bicycle pathway New 4-lane Facility on SW 137th Ave. between SW SW 205th 5 SW 137th Ave. US-1 New 4-lane facility Naranja, Country Walk $21,000,000 205th St. to US-1 St. New SW 128th St. Connection to SR-874 (in conjunction Ramp (New) to SW 128th New ramp to Don Shula Expy. 5 Don Shula Expy. Country Walk $103,500,000 w/ Express Route D) Don Shula Expy. St. from SW 128th St. New Bridge SW 136th St. (SW 112th Ave. to SW 112th SW 112th New Bridge, 2-lane facility, pe- 6 SW 136th St. SW 112th Ct. The Falls, MDC/Kendall $1,150,000 Court) Ave. destrian and bicycle pathway New Bridge SW 107th Ave. (SW 142nd Lane to SW SW 142nd New Bridge, 2-lane facility, pe- 6 SW 107th Ave. SW 140th St. The falls, Coral Reef/US-1 $1,100,000 140th St.) Ln. destrian and bicycle pathway New Bridge SW 122nd Ave. (SW 210th St. to SW 212th SW 210th New Bridge, 2-lane facility, pe- 6 SW 122nd Ave. SW 212th St. Cutler Bay-Southland $1,150,000 St.) St. destrian and bicycle pathway New 2-lane Road and Bridge New SW 120th St. be- 6 SW 120th St. SW 99th Ct. SW 99th Ave. New 2-lane facility MDC/Kendall, The Falls $800,000 tween SW 99th Ct. and SW 99th Ave. New 2-lane Road and New Bridge SW 128th St. be- 6 SW 128th St. SW 98th Ct. SW 99th Ct. New 2-lane facility MDC/Kendall, The Falls $900,000 tween SW 98th Ct. and SW 99th Ct. SW 312th Road widening from 2- to 4-lane 7 Krome Ave. Widening to 4 Lanes* Krome Ave. SW 8th St. Homestead, Baptist West $125,300,000 St. facility SW 312th 7 Truck Bypass Krome Ave. SW 296th St. Truck Bypass facility Homestead $14,300,000 St. TOTAL $ 273,250,000 *Future Projects will include roadway from SW 296th St. to SW 136th St. Source: The Corradino Group

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Figure 8. Proposed Roadway Projects Location Map

Source: The Corradino Group Corradino The Source:

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Table 20. Proposed Transit Projects One/Bi Road- Add’l Headway Operation Corridor Name From To Description Direc- Days Hubs served Cost way Spaces (minutes) Time tional Express Bus Route From Florida City/Homestead, with Express Route B (Florida Busway @ stops in Naranja (SW 137th Ave. and SW 268th St.) and Morning Florida City/ City to Naranja to Cutler Southland 15 (regular) Bi- 1, 6 HEFT SW 344th Cutler Bay at Southland Mall, before proceeding up N/A (5AM – 10AM M-F Homestead, Cut- $4,100,000 Bay, Cutler Bay to Dadeland Mall 10 (peak) directional St. HEFT to the Don Shula Expy. to end at Dadeland North 3PM 8PM) ler Bay North) Metrorail Station Express Route E (Florida City to Naranja to Cutler Express Bus Route From Florida City/Homestead north Bay, Cutler Bay to Don Florida City/ Busway @ to Doral, with stops in Naranja (SW 137th Ave. and SW Shula Expy./HEFT, Don Southland 15 (regular) Bi- Homestead, Cut- 1,2,5, 6 HEFT SW 344th 268th St.), Cutler Bay at Southland Mall, HEFT/Don N/A 5AM – 1AM M-F $6,200,000 Shula Expy./HEFT to Ken- Mall 10 (peak) directional ler Bay, St. Shula Expy., Kendall Drive@HEFT, FIU-Sweetwater dall Drive/HEFT; Kendall MDC/Kendall Campus, and Dolphin Mall Drive/HEFT to FIU; FIU to Dolphin Mall Park and Ride) Extension of Metrorail via Hybridized vehicle at-grade system on current US-1 Busway. Stations assumed at Metrorail Extension (Green Dadeland Busway @ M-F, US-1 SW 112th St., The Falls, SW 152nd St., SW 184th St., 15 (regular) Bi-direc- 5AM – 1 Line) to Cutler Bay (South- South SW 112th N/A S, Dadeland $680,000,000* Busway Cutler Bay-Southland Mall. Schedule staggered with 10 (peak) tional 12:30AM land Mall) Station Ave. Sun Metrorail Orange Line for 7.5/5 minute headways where they intersect. Extension of Metrorail via Hybridized vehicle at-grade system on current US-1 Busway. SW 112th St., The Dadeland Busway @ Falls, SW 152nd St., SW 184th St., Cutler Bay-Southland M-F, MetroRail Extension (Orange US-1 15 (regular) Bidirec- 5AM – 1 South SW 344th Mall, SW 264th St., Between SW 288th St. and SW N/A S, Dadeland $1,474,500,000 Line) to Homestead Busway 10 (peak) tional 12:30AM Station St. 296th St., SW 320th St., SW 344th St.. Schedule stag- Sun gered with Metrorail Green Line for 7.5/5 minute headways where they intersect. M-F, Expansion Park and Ride @ Structured Parking at Corner of SW 85th St. and SW 1 N/A N/A N/A 400 N/A N/A N/A S, Dadeland $7,500,000 Dadeland North 70th Ave. Sun M-F, Expansion Park and Ride @ 1 N/A N/A N/A Structured Parking Route 1 by Dadeland Boulevard. 400 N/A N/A N/A S, Dadeland $7,500,000 Dadeland South Sun M-F, Expansion Park and Ride @ Structured Parking on Existing Park and Ride Lot, in- 1,4 N/A N/A N/A 250 N/A N/A N/A S, Coral Reef $4,700,000 Busway/SW 152nd St. creasing capacity from 200 to 450 Sun M-F, New Park and Ride @ Bus- New Structured Parking @ US-1/SW 184th St., capacity 1 N/A N/A N/A 300 N/A N/A N/A S, Coral Reef $5,600,000 way/SW 184th St. 300 spaces Sun M-F, Expansion Park and Ride @ 1 N/A N/A N/A Surface Parking expansion of 100 spaces by current lot 100 N/A N/A N/A S, Naranja $1,900,000 Busway/SW 296th St. Sun * Would be covered under an extension to Homestead

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Table 20. Proposed Transit Projects (continued) One/Bi Road- Add’l Headway Operation Corridor Name From To Description Direc- Days Hubs served Cost way Spaces (minutes) Time tional Start at Southland Mall Terminus, proceed on SW 211th St. onto SW 117th Ave., Proceed on SW 117th Ave. until SW 168th St., Proceed on SW 168th St. until SW 112th Ave., Proceed on SW 112th Ave. to SW 180th St., Pro- ceed on SW 180 St. to SW 102nd Ave., Proceed on SW Various M-F, Franjo Triangle, Local Circulator – West 102nd Ave. to SW 183rd St., Proceed on SW 183rd St. to Bidirec- 1 (see de- N/A N/A N/A 20 7AM – 9PM S, Cutler Bay- $600,000 Perrine Homestead Ave., Proceed on Homestead Ave. to SW tional scription) Sun Southland Mall 184th St., Proceed on SW 184th St. to Busway, Proceed on SW 184th to Homestead Ave., Proceed on Home- stead Ave. to SW 186th St., Proceed on SW 186th St. to Marlin Rd., Proceed on Marlin Rd. to US-1, Proceed on US-1 to Southland Mall Terminus Begin at US-1 and SW 137th Ave., proceed on SW 137th Ave. until Biscayne Drive, proceed on Biscayne Drive until SW 144th Ave., proceed on SW 144th Ave. until SW 296th St., proceed on SW 296th St. to SW 152nd Ave., proceed on SW 152nd Ave. as it turns into NE 10th Ct. Various until Newtown, proceed on Newton Rd. to SW 288th St., M-F, Local Circulator – Naranja 30 (regular) Bidirec- 7AM – 1 (see de- N/A N/A proceed on SW 288th St. to Naranja Rd., proceed on N/A S, Naranja $950,000 and Leisure City areas 15 (peak) tional 8:30PM scription) Naranja Rd. to Waldrin Drive/SW 140th Ave., proceed on Sun Waldrin Drive/SW 140th Ave. until SW 272nd St., proceed on SW 272nd St. to SW 142nd Ave., proceed on SW 142nd Ave. to Moody Drive, proceed on Moody Drive to SW 139th Ave., proceed on SW 139th Ave. to US-1, proceed on US-1 to SW 137th Ave.. New Bidirectional Light Rail Transit System beginning by Dadeland North on the East, and proceeding on SW 88th Dadeland, St. to SW 167th Ave.. Expected Stations are Dadeland M-F, Kendale Lakes, SW 88th SW 167th 15 (regular) Bidirec- 2 New LRT - Kendall Drive US-1 Mall, SW 87th Ave., SW 97th Ave., SW 107th Ave., SW N/A 5AM – 12AM S, MDC/Kendall, $513,000,000 St. Ave. 10 (peak) tional 117th Ave., SW 127th Ave., Between SW 137th Ave. and Sun Baptist Hospital, SW 142nd Ave., SW 157th Ave., SW 167th Ave. (with Baptist-West railyard to the west). M-F, Expansion of Park and Ride 2 N/A N/A N/A Surface parking expanding from 40 to 95 spaces 55 N/A N/A N/A S, Baptist-West $700,000 @ West Kendall/163rd Sun New Park and Ride by SW Structured Parking for 350 spaces by MDC/Kendall and M-F, 2 117th Ave. and Kendall N/A N/A N/A Town and Country. Possible intermediate P3 deal for 350 N/A N/A N/A S, MDC/Kendall $6,500,000 Drive (Town and Country) shared parking at Town and Country. Sun M-F, New Park and Ride by Lind- 2 N/A N/A N/A Surface Parking for 100 spaces 100 S, $450,000 gren Ave. and Kendall Drive Sun M-F, Expansion, Park and Ride @ 2 N/A N/A N/A Surface Parking for 100 spaces 100 N/A N/A N/A S, Kendale Lakes $450,000 Hammocks Town Center Sun

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Table 20. Proposed Transit Projects (continued)

One/Bi Road- Add’l Headway Operation Corridor Name From To Description Direc- Days Hubs served Cost way Spaces (minutes) Time tional Begin at MDC/Kendall campus, proceed on SW 109th Ct. to SW 107th St., proceed on SW 107th St. to SW 112th Ave. to SW 113th Place, proceed on SW 113th Place until SW 112th St., proceed on SW 117th Ave. to SW 120th Local Circulator/Interhub Cir- St., proceed on SW 120th St. to SW 122nd Ave., pro- MDC/Kendall culator in area bounded by Various ceed on SW 122nd Ave. to SW 128th St., proceed on M-F, 20 (regular) Bidirec- 7AM – (connect to other 2, 6 Killian Drive, Don Shula/SR- (See de- N/A N/A SW 128th St. to SW 127th Ave., proceed on SW 127th N/A S, $600,000 15 (peak) tional 10:30PM hubs at SW 878, Kendall Drive, and scription) Ave. to Killian Drive, proceed on Killian Drive to SW Sun 128th St.) HEFT 117th Ave., proceed on SW 117th Ave. to SW 88th St., proceed to Kendale Blvd., proceed on Kendale Blvd. to SW 107th Ave., proceed on SW 107th Ave. to SW 108th Ave., proceed on SW 108th Ave. to SW 109th Ct., proceed on SW 109th Ct. to MDC/Kendall campus. Begin at SW 120th St. and SW 152nd Place, proceed on SW 120th St. to SW 151st Ct., proceed on SW 151st Ct. to Hammocks Boulevard, proceed on Hammocks Boule- Local Circulator/First-Last vard to SW 112th St., proceed on SW 112th St. to SW Mile Program - Hammocks; 162nd Ave., proceed on SW 162nd Ave. to SW 88th St., Various M-F, Kendall Drive/SW 150th Ave. proceed on SW 88th St. to Hammocks Boulevard, pro- 30 (regular) Bidirec- 7AM – Kendale Lakes, 2 (See de- N/A N/A N/A S, $600,000 Park and Ride/Transit Stop; ceed on Hammocks Boulevard to SW 152nd Ave., pro- 15 (peak) tional 10:30PM Baptist West scription) Sun The Crossings; Kendall ceed on SW 152nd Ave. to SW 96th St., proceed on SW West; Kendale Lakes 96th St. to SW 157th Ave., proceed on SW 157th Ave. to SW 104th St., proceed on SW 104th St. to SW 147th Ave., proceed on SW 147th Ave. to SW 120th St., proceed on SW 120th St. to SW 152nd Place M-F, New Park and Ride @ SW Cutler Bay- 3 N/A N/A N/A Surface parking for 100 spaces 100 N/A N/A N/A S, $450,000* 87th Ave. and OCR Southland Mall Sun M-F, New Park and Ride @ SW 3 N/A N/A N/A Surface parking for 100 spaces 100 N/A N/A N/A S, Franjo Triangle $450,000* 168th St. and OCR Sun M-F, New Park and Ride @ SW 3 N/A N/A N/A Surface parking for 100 spaces 100 N/A N/A N/A S, Dadeland $450,000* 67th Ave. and OCR Sun M-F, Franjo Triangle; New Park and Ride @ SW 3 N/A N/A N/A Surface parking for 100 spaces 100 N/A N/A N/A S, Cutler Bay- $450,000* 184th St. and OCR Sun Southland Mall Begin at Dadeland South Metrorail Station, proceed onto SW 72nd Ave. until SW 120th St., proceed on SW 120th St. until SW 77th Ave., proceed on SW 77th Ave. until SW 136th St., proceed on SW 136th St. until SW 67th Various Ave., proceed on SW 67th Ave. until SW 120th St., pro- M-F, 30 (regular) Bidirec- 7AM – 3 Circulator in Pinecrest (See de- N/A N/A ceed on SW 120th St. to SW 56th Ave., proceed on SW N/A S, Dadeland $750,000 15 (peak) tional 10:30PM scription) 56th Ave. to SW 104th St., proceed on SW 104th St. to Sun SW 60th Ave. until SW 96th St., proceed on SW 96th St. until SW 67th Ave., proceed on SW 67th Ave. until SW 88th St., proceed on SW 88th St. until US-1, proceed on US-1 to Dadeland South Station. * Includes land acquisition costs (as applicable).

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Table 20. Proposed Transit Projects (continued) One/Bi Road- Add’l Headway Operation Corridor Name From To Description Direc- Days Hubs served Cost way Spaces (minutes) Time tional Begin at the Falls, proceed on SW 136th St. until SW 77th Ave., proceed on SW 77th Ave. until SW 152nd St., proceed on SW 152nd St. to Old Cutler Rd., proceed on Old Cutler Rd. to SW 168th St., proceed on SW 168th St. Various to SW 80th Ave., proceed on SW 80th Ave. to SW 160th M-F, Circulator in Palmetto Bay 30 (regular) Bi- 7AM – Franjo Triangle, 3 (see de- N/A N/A St., proceed on SW 160th St. to SW 79th Ave., proceed N/A S, $600,000 (Route 1) 15 (peak) directional 10:30PM The Falls scription) on SW 79th Ave. until SW 152nd St., proceed on SW Sun 152nd St. to US-1, proceed on US-1 to SW 144th St., proceed on SW 144th St. to SW 82nd Ave., proceed on SW 82nd Ave. to SW 136th St., proceed on SW 136th St. to the Falls. Begin at Old Cutler Rd. and SW 168th St., proceed on Old Cutler Rd. until SW 184th St., proceed on SW 184th St. until SW 87th Ave., proceed on SW 87th Ave. until SW 178th Terr., proceed on SW 178th Terr. until SW Various 92nd Ave., proceed on SW 92nd Ave. until SW 180th St., M-F, Circulator in Palmetto Bay 30 (regular) Bi- 7AM – 3 (see de- N/A N/A proceed on SW 180th St. until SW 97th Ave., proceed on N/A S, Franjo Triangle $600,000 (Route 2) 15 (peak) directional 10:30PM scription) SW 97th Ave. until SW 184th St., proceed on SW 184th Sun St. until US-1, proceed on US-1 S Dixie Highway until SW 174th St., proceed on SW 174th St. until SW 90th St., proceed on SW 90th St. until SW 168th St., proceed on SW 168th St. until Old Cutler Rd.. Alter existing Cutler Bay Route circulator to increase frequency, along the following route: Begin at SW 211 St. and US-1, proceed on US-1 to SW 184th St., proceed on SW 184th St. to SW 87th Ave., proceed on SW 87th Ave. to SW 207th St., proceed on SW 207th St. to SW 82nd Ave., proceed on SW 82nd St. to SW 210th St., proceed on SW 210th St. to the end, U-turn, and proceed along Various M-F, Circulator Enhancement in SW 210th St., SW 82nd Ave., and SW 207th St. to SW 30 (regular) 7AM – 3 (see de- N/A N/A N/A N/A S, $950,000 Cutler Bay 85th Ave., proceed on SW 85th Ave. to SW 212th St., 15 (peak) 10:30PM scription) Sun proceed on SW 212th St. to SW 87th Ave., proceed to SW 87th Ave. to SW 216th St., proceed on SW 216th St. to Old Cutler Rd., proceed on Old Cutler Rd. to Franjo Rd., proceed on Franjo Rd. to Caribbean Boulevard, proceed on Caribbean Boulevard to SW 108th Ct., proceed on SW 108th Ct. to SW 211th St., proceed on SW 211th St. to US-1 New Park and Ride at SW M-F, 4 152nd St. and SW 137th N/A N/A N/A Structure Parking for 250 spaces 250 N/A N/A N/A S, Country Walk $4,700,000 Ave. Sun SW 152nd St./ SW SW M-F, Route Service Changes for Dadeland Conversion of existing 252 MAX route from Peak hour Bi- 5AM – SW137th Ave., 4 152nd 162nd N/A 15 minutes S, $350,000* 252 MAX (off-peak service) South service only to Full day service directional 1:30AM Coral Reef Dr./ St., US-1 Ave. Sun US-1, Dadeland * Transit service change costs are for O+M.

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Table 20. Proposed Transit Projects (continued) One/Bi Road- Add’l Headway Operation Corridor Name From To Description Direc- Days Hubs served Cost way Spaces (minutes) Time tional Begin at SW 152nd St./SW 137th Ave., proceed to Coun- try Walk Drive, proceed on Country Walk Drive until SW 152nd Ave., proceed on SW 152nd Ave. until SW 141st St., proceed on SW 141st St. until SW 147th Ct., proceed on SW 147th Ct. until SW 143rd Terr., proceed on SW 143rd Terr. until SW 148th Ave., Proceed on SW 148th Ave. until SW 141st St., proceed on SW 141st St. until M-F, Local Circulator – Richmond Bi- 4 N/A N/A N/A SW 152nd Ave., proceed on SW 152nd Ave. until SW N/A 20 minutes 7AM – 9PM S, Country Walk $600,000 West and Country Walk directional 152nd St., proceed on SW 152nd St. until SW 160th Sun Ave., proceed on SW 160th Ave. until SW 144th St., proceed on SW 144th St. until Newton Rd., proceed on Newton Rd. until SW 160th St., proceed on SW 160th St. until SW 139th Ave., proceed on SW 139th Ave. to SW 152nd St., proceed on SW 152nd St. to route terminus at SW 152nd St./SW 137th Ave. Begin on SW 152nd St. by SW 137th Ave., proceed onto SW Miami-Dade Express SW 128th St., proceed onto Don Shula Expy. from SW 15 (regular) Bi- Country Walk, 5 N/A N/A N/A N/A 5AM – 1AM M-F $1,450,000 (Smart Plan) 128th St. to Terminus at Dadeland North Metrorail Sta- 10 (peak) directional Dadeland tion Begin at Town and Country Kendall(SW 88th St. and SW Explore local circula- 117th Ave.), proceed on SW 88th St. to SW 120th Ave., tor/feeder option in area proceed on SW 122nd Ave. to SW 112th St., proceed on bounded by SW 88th St. Various SW 112th St. to SW 147th Ave., proceed on SW 147th M-F, 30 (regular) Bi- 7AM – Kendale Lakes, 5 (North), SW 120th St./SW (See de- N/A N/A Ave. to SW 96th St., proceed on SW 96th St. to Calusa N/A S, $750,000 15 (peak) directional 10:30PM MDC/Kendall 128th St. (South), SW 122nd scription) Club Drive, proceed on Calusa Club Drive to SW 104th Sun Ave. (East), and SW 147th St., proceed on SW 104th St. to SW 137th Ave., proceed Ave. (West) on SW 137th Ave. to SW 88th St., proceed on SW 188th St. to Town and Country Kendall (Transfer point Express Route Interchange from/to Country Station at SW 128th St. and 5, 6 N/A N/A N/A Stop location for Route D/Route E/Route B Transfers N/A M-F Walk, Dadeland, Don Shula/SR-878 (TO MDC/Kendall, Route D) Cutler Bay) M-F, Park and Ride by MDC/Ken- Structured Parking, 650 spaces, by MDC Kendall Cam- 6 N/A N/A N/A 650 N/A N/A N/A S, MDC-Kendall $12,100,000 dall Drive pus Sun TOTAL $2,061,300,000 Source: The Corradino Group

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Figure 9. Proposed Transit Projects Location Map

Source: The Corradino Group Corradino The Source:

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Table 21. Proposed Bicycle Projects Corridor Name Roadway From To Description Hubs Served Cost Bicycle Lanes on SW 136th St. between Old Cutler The Falls, 1 SW 136th St. OCR US-1 New 4' Bicycle Lanes, Each Direction $1,100,000 Rd. (OCR) and US-1 Coral Reef/US-1 Bicycle Lanes on SW 152nd St. between OCR and The Falls, 1 SW 152nd St. OCR US-1 New 4' Bicycle Lanes, Each Direction $1,300,000 US-1 Coral Reef/US-2 Bicycle Lanes on SW 168th St. between OCR and Coral Reef/US-1, 1 SW 168th St. OCR US-1 New 4' Bicycle Lanes, Each Direction $1,200,000 US-1 Franjo Triangle Bicycle Lanes on SW 184th St. between OCR and Coral Reef/US-1, 1 SW 184th St. OCR SW 137th Ave. New 4' Bicycle Lanes, Each Direction $2,150,000 SW 137th Ave. Franjo Triangle Bicycle Lanes on SW 288th St. between Krome 1 SW 288th St. Krome Ave. C-103N New 4' Bicycle Lanes, Each Direction Homestead, Naranja $550,000 Ave. and C-103N Canal Bicycle Lanes on SW 312th St. (Campbell Dr.) be- 1 SW 312th St. SW 152nd Ave. US-1 New 4' Bicycle Lanes, Each Direction Homestead, Naranja $1,300,000 tween US-1 and SW 152nd Ave. Bicycle Lanes on SW 152nd Ave. between SW 1 SW 152nd Ave. SW 312th St. US-1 New 4' Bicycle Lanes, Each Direction Homestead $1,300,000 312th St. (Campbell Dr.) and US-1 Greenway/Bike Lanes on SW 112th St. between SW 11th St./SW 1 SW 57th Ave. SW 137th Ave. New 4' Bicycle Lanes, Each Direction Dadeland, US-1 $14,500,000 OCR and SW 137th Ave. 112th St./Killian Dr. Complete Bicycle Lanes on Caribbean Blvd. be- Cutler Bay-Southland 1 Caribbean Blvd. SW 117th Ave. SW 184th St. New 4' Bicycle Lanes, Each Direction $370,000 tween Colonial Rd. and SW 184th St. Mall *Greenway follows Greenway along C-103N Canal between Biscayne Biscayne Everglades 1 C-103N Canal, off- US-1 Greenway/Bicycle Path Homestead, Naranja $1,200,000 Everglades Trail and US-1 Trail road Greenway along SW 162nd Ave. between US-1 and 1 SW 162nd Ave. US-1 SW 344th St. Greenway/Bicycle Path Homestead $1,500,000 SW 344th St. (Palm Dr.) Dadeland, Kendale Bicycle Lanes on Kendall Dr. between US-1 and SW Lakes, MDC/Kendall, 2 SW 88th St. US-1 SW 167th Ave. New 4' Bicycle Lanes, Each Direction $23,000,000 167th Ave. Baptist Hospital, Bap- tist-West Bicycle Lanes on SW 137th Ave. between SW 112th MDC/Kendall, Country 2 SW 137th Ave. SW 112th St. SW 88th St. New 4' Bicycle Lanes, Each Direction $1,600,000 St. (Killian Dr.) and SW 88th St. Walk, Kendale Lakes Bicycle Lanes on SW 87th Ave. between SW 88th The Falls, Dadeland, 2 SW 87th Ave. SW 88th St. SW 112th St. New 4' Bicycle Lanes, Each Direction $800,000 St. (Kendall Dr.) and SW 112th St. (Killian Dr.) Baptist Hospital Greenway along SW 137th Ave. between Black 2, 5 SW 137th Ave. Black Creek Trail SW 88th St. Greenway/Bicycle Path Kendale Lakes $8,600,000 Creek Trail and SW 88th St. (Kendall Dr.) The Falls, Dadeland, Bike Lane/Greenway on SW 92nd Ave. between 2 SW 92nd Ave. SW 88th St. SW 152nd St. New 4' Bicycle Lanes, Each Direction Baptist Hospital, Coral $2,500,000 SW 88th St. and SW 152nd St. Reef/US-1

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TableCorridor 21. Proposed BicycleName Projects (continued) Roadway From To Description Hubs Served Cost Greenway follows Greenway/Bicycle Path along Snapper Dadeland, Baptist 3 Snapper Creek Trail Snapper Creek SW 56th Ave. SW 117th Ave. $5,300,000 Creek Hospital Canal, Off-road Location of Bicycle Shelters and rest Bicycle Path Enhancement (amenities/rest points) Black Point Dadeland, Cutler Bay- 3 OCR SW 88th St. stop amenities approx. every 2 miles $250,000 along Old Cutler Trail Marina Southland Mall on OCR Greenway on SW 67th Ave. between OCR and SW 3 SW 67th Ave. OCR SW 88th St. Greenway/Bicycle Path Dadeland $1,600,000 88th St. Bicycle Lanes on SW 152nd St. From US-1 to Lind- Coral Reef/US-1, 4 SW 152nd St. US-1 SW 137th Ave. New 4' Bicycle Lanes, Each Direction $10,200,000 gren Rd. Country Walk * Greenway follows Country Walk, Cutler 4 Greenway/Bikeway along Cutler Drain Canal C-100 Cutler Drain Canal HEFT SW 152nd St. New Bikeway along canal $950,000 Bay-Southland Mall C-100 (Off-road) Bicycle Lanes on SW 117th Ave. between Quail Coral Reef/US-1, Cutler 4 SW 117th Ave. Quail Roost Drive SW 152nd St. New 4' Bicycle Lanes, Each Direction $2,100,000 Roost Dr. and SW 152nd St. Bay-Southland Shared-use Path/Greenway on Fairway Heights Blvd. between SW 152nd St. and SW 102nd Ave., Shared-use MDC/Kendall, Coral 4 Shared-use Path/Greenway on SW 102nd Ave. SW 102nd Ave. SW 152nd St. SW 184th St. $1,050,000 Path/Greenway on SW 102nd Ave. be- Reef, Franjo Triangle tween Fairway Heights Blvd. and SW 182nd St. Shared-use path on SW 157th Ave. between SW Baptist West, 5 SW 157th Ave. SW 88th St. SW 136th St. New 10' Shared-use Path $800,000 88th St. and SW 136th St. Country Walk Shared-use path on SW 136th St. (South Side) be- 5 SW 136th St. SW 157th Ave. SW 137th Ave. New 10' Shared-use Path, South Side Country Walk $500,000 tween SW 157th Ave. and SW 137th Ave. Shared-use path on SW 152nd St. between SW 5 SW 152nd St. SW 157th Ave. SW 137th Ave. New 10' Shared-use Path Country Walk $500,000 157th Ave. and SW 137th Ave. Bicycle Lanes on SW 117th Ave. between Quail Quail Roost Cutler Bay-Southland 6 SW 117th Ave. SW 88th St. New 4' Bicycle Lanes, Each Direction $2,900,000 Roost Dr. and Kendall Dr. Drive Mall, MDC/Kendall Bicycle Lanes on SW 120th St. between SW 117th MDC/Kendall, Country 6 SW 120th St. SW 117th Ave. SW 137th Ave. New 4' Bicycle Lanes, Each Direction $2,150,000 Ave. and SW 137th Ave. Walk, Baptist West Homestead, 7 Bicycle Lanes on Krome Ave. Krome Ave. SW 312th St. SW 8th St. New 4' Bicycle Lanes, Each Direction * Baptist West TOTAL $91,270,000

*Included in Roadway – Krome Ave. Widening to 4 Lanes Source: The Corradino Group

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Figure 10. Proposed Bicycling Projects Location Map*

Source: The Corradino Group Corradino The Source:

* This map depicts supplemental projects to already proposed paths; thus, these, such as the Black Creek Trail Segment B, are not depicted.

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Table 22. Proposed Pedestrian Projects Road- Corridor Name From To Description Hub Area Cost way Local Hub Study at Dadeland to Determine Sidewalk/Pe- Local Hub Sidewalk and Crossing Infrastructure Study for area within 0.5 1,2 N/A N/A N/A Dadeland $15,000 destrian Infrastructure mile radius of Dadeland North and Dadeland South Stations Local Hub Study at The Falls to Determine Sidewalk/Pe- Local Hub Sidewalk and Crossing Infrastructure Study for area within 0.5 1 N/A N/A N/A The Falls $15,000 destrian Infrastructure mile radius of The Falls Shopping Center Local Hub Study to Coral Reef/US-1 Determine Side- Local Hub Infrastructure Study for area within 0.5 mile radius of US- 1,4 N/A N/A N/A Coral Reef/US-1 $15,000 walk/Pedestrian Infrastructure 1/SW 152nd Ave. Local Hub Study at Franjo Triangle to Determine Side- Local Hub Infrastructure Study for area within 0.5 mile radius of US- 1,6 N/A N/A N/A Franjo Triangle $15,000 walk/Pedestrian Infrastructure 1/SW 184th St. Local Hub Study at Cutler Bay/Southland Mall to Deter- Local Hub Infrastructure Study for area within 0.5 mile radius of US- Cutler 1,3,6 N/A N/A N/A $15,000 mine Sidewalk/Pedestrian Infrastructure 1/Caribbean Blvd. Bay/Southland Local Hub Study at Naranja to Determine Sidewalk/Pe- Local Hub Infrastructure Study for area within 0.5 mile radius of US- 1,5 N/A N/A N/A Naranja $15,000 destrian Infrastructure 1/SW 264th St. Local Hub Study at Florida City to Determine Side- Local Hub Infrastructure Study for area within 0.5 mile radius of US-1 1 N/A N/A N/A Florida City $15,000 walk/Pedestrian Infrastructure Busway/SW 344th St. Local Hub Study at Homestead to Determine Side- Local Hub Infrastructure Study for area within 0.5 mile radius of US-1 1 N/A N/A N/A Homestead $15,000 walk/Pedestrian Infrastructure Busway/SW 320th St. Local Hub Study at Baptist Hospital to Determine Side- Local Hub Infrastructure Study for area within 0.5 mile radius of SW 88th 2 N/A N/A N/A Baptist Hospital $15,000 walk/Pedestrian Infrastructure St. and SW 87th Ave. Local Hub Infrastructure Study for area within 0.5 mile radius of Local Hub Study at MDC/Kendall to Determine Side- 2,6 N/A N/A MDC/Kendall, and Town and Country development at SW 117th Ave. MDC/Kendall $15,000 walk/Pedestrian Infrastructure and SW 88th St. Local Hub Study at Kendale Lakes to Determine Side- Local Hub Infrastructure Study for area within 0.5 mile radius of SW 88th 2 N/A N/A Kendale Lakes $15,000 walk/Pedestrian Infrastructure St. and SW 137th Ave. Local Hub Study at Baptist West to Determine Side- Local Hub Infrastructure Study for area within 0.5 mile radius of SW 88th 2 N/A N/A Baptist West $15,000 walk/Pedestrian Infrastructure St. and SW 162nd Ave. Local Hub Study at Country Walk to Determine Side- Local Hub Infrastructure Study for area within 0.5 mile radius of SW 4,5 N/A N/A N/A Country Walk $15,000 walk/Pedestrian Infrastructure 152nd St. and SW 137th Ave. South of North of SW 98th 4 New Pedestrian Bridge on SW 98th Ave. @ Canal C-100 Canal Canal New pedestrian bridge over Canal C-100 Coral Reef/US-1 $310,000 Ave. C-100 C-100 TOTAL $505,000 Source: The Corradino Group

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Figure 11. Proposed Pedestrian Projects Location Map

Source: The Corradino Group Corradino The Source:

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APPENDIX A Plans for South Dade County

EVALUATION OF MULTIMODAL MOBILITY OPTIONS IN THE SOUTH MIAMI-DADE AREA

APPENDIX A – PLANS FOR SOUTH DADE COUNTY

INTRODUCTION in the “Charrette Areas,” where nodes of inten- The following details the local plans and exist- sity have been examined. This land use plan- ing conditions reviewed as part of the Litera- An understanding of existing conditions is criti- ning to create development opportunities ture Review to prepare for the Needs Assess- cal to assessing the current needs and project- along the US-1 Corridor, is in line with the Ur- ment in Task 3. ing those into the future. Since the study area ban Development Boundary policy and the is quite large, collecting primary data in the work done on the County’s Water Shed Study. field through traffic counts, visual observations and other labor intensive techniques was cost Not only has all of this work been done, but TOWN OF CUTLER BAY TRANSPOR- and time prohibitive. Luckily, much of this data each of the local municipalities have done sig- TATION MASTER PLAN, OCTOBER exists from recent sources such as State, and nificant work relative to transportation and local traffic LOS from prior reports such as the land use planning. Each community, including 2014 MPO’s Arterial Study, MDT routing and rid- Homestead, Cutler Bay, Palmetto Bay and Pine- In 2014, Cutler Bay received funding to update ership numbers, and local master planning. crest have undertaken a variety of recent trans- its 2008 (first) transportation master plan. The portation plans, including: transit circulators, 2008 Plan focused on implementation of trans- Not only has significant research and analysis safe routes to school studies, transportation portation projects. Primary 2008 recommenda- been conducted by the Miami-Dade MPO rela- master plans, bicycle and pedestrian master tions were for a Transit Circulator and a Bicycle tive to studies on the US-1 Bus Lanes, but other plans as well as traffic calming. Equally as im- and Pedestrian Plan. The 2008 Plan involved in- corridors have been evaluated such as the con- portant is the fact that each area has examined teraction with citizens, staff, elected officials nection of SW 137th Avenue. The MPO has in land use and zoning changes along the US-1 and local agencies to develop consensus on a the past examined the location and possibility Corridor. Each City has land use and transpor- vision to guide transportation projects and pol- of utilizing the many rail corridors in the area tation policies spelled out in their comprehen- icy. Of the 60+ projects identified, 75 percent for mobility. From a state level perspective, sive plans. It is very important to note that Cut- had been initiated or completed by 2014, in- FDOT has performed work on the Krome Ave- ler Bay has re-land used and re-zoned the area cluding the local Circulator, which is operated nue Corridor as well as in Downtown Home- surrounding the Southland Mall. Palmetto Bay by Miami-Dade Transit per an interlocal agree- stead with the Truck Bypass. The Turnpike is is in the process of doing the same in the Franjo ment with Cutler Bay. currently expanding, and MDX has explored in- Triangle, and Homestead has recently finished serting the managed lanes concept along the constructing a new City Hall, and is in the pro- With the economy rebounding from the recent Busway. Miami-Dade County Department of cess of building a new police station and poten- recession, the 2014 Transportation Master Transportation and Public Works is continually tial intermodal facility. Each of these areas are Plan recognized the importance of having cap- improving the arterial grid, and Miami-Dade next to the Busway and each city is seeking ital projects in the pipeline to build when fund- County Planning and Zoning has performed sig- more elaborate transit connections. ing is available. The 2014 Plan reviewed the nificant land use work along the US-1 Corridor 2008 Plan, incorporating new citizen concerns

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APPENDIX A – PLANS FOR SOUTH DADE COUNTY

reported over the intervening years. In the pro- Table A-1. Cutler Bay Projects Significant for South Dade Study cess, existing conditions were updated by the collection of new data. The 2014 Plan resulted Project Project Calendar Cost Name Imp. Yr. in an entirely new project bank, which priori- Type Number Year (in Thousands) tized all pending projects and removed com- Alt mode 3 Safe Routes to School 1 & 2 2016 $ 492 pleted projects. The scope of services covered: public involvement; data collection and analy- Capacity 2 SW 216 & SW 92 Ave & 227th St Traffic Circle 2 2017 $ 400 sis; needs assessment; development of poten- Capacity 3 Gulfstream & Marlin Traffic Circle 2 2017 $ 400 tial projects; and, an implementation plan and Capacity 4 Marlin & Bel Aire Traffic Circle 2 2017 $ 400 final report. The project bank included 63 mul- Alt mode 5A Bike path/lanes Gulfstream 2 2017 $ 600 timodal projects at a potential cost of approxi- Alt mode 5B Bike path/lanes SW 216 St 2 2017 $ 654 mately $21 million. Capacity 1 SW 216 St & SW 87 Ave Traffic Circle 3 2018 $ 400 Capacity 9 Franjo & 186th St turn lane 3 2018 $ 350 Project types were: 1) capacity (using 2020 as the horizon year to test level of service); 2) cor- Capacity 10 SW 97th Ave & Gulfstream Connection 3 2018 $ 105 ridor enhancement; 3) policy; and 4) alterna- Alt mode 6 US-1 Transit crossings 3 2018 $ 120 tive modes. The projects formulated in each of Capacity 13 Turnpike 6 to 8 lanes 4 2019 $ 3,400 these categories were subjected to a uniform Capacity 17 Turnpike 8 to 10 lanes 5 2020 $10,000 comparison using nine criteria, with some re- Alt mode 7 Urban Center sidewalks TBD TBD TBD lated projects consolidated as analysis pro- Total (Note: does not include minor projects) $14,375 ceeded. The result was a blueprint for a Capital Source: Town of Cutler Bay 2014 Transportation Master Plan Improvement Program with a five-year horizon. The intent was to revisit progress every few years and update and reprioritize the list. CITY OF CORAL GABLES COMPRE- are summarized below. No references to road HENSIVE PLAN AND FY 2013 TO 2017 changes that increase capacity could be found Assuming the first year of implementation is and a number of actions in the Comprehensive 2015, Cutler Bay projects considered here to be CAPITAL IMPROVEMENT PROGRAM Plan do not appear to have been undertaken, significant for purposes of the South Dade As the southern section of Coral Gables was based on a review of the City’s web site. Rele- study are delineated in Table A-1. within the study area, the Coral Gables Com- vant elements of the Comprehensive Plan are prehensive Plan was reviewed. The City of paraphrased below with editorial notes. Coral Gables has a number of policies related The City shall undertake a to transportation planning. The most relevant Policy MOB-1.1.9. Transportation Master Plan by 2011 to identify

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APPENDIX A – PLANS FOR SOUTH DADE COUNTY

roads projected to fail the adopted Level of Ser- • Where commuter rail or express bus ser- The City of Coral Gables' Streetscape Project is vice (LOS) standards, and short and long term vice exists, parallel roads within one-half underway (January 2016). The goal of the pro- multi-modal and policy oriented mitigation mile shall operate at no greater than 150 ject is to enhance the economic vitality of the measures. Each project shall have an estimated percent of their capacity. downtown district. There are no roadway ca- probability cost to assist in determining a finan- pacity additions. This is a streetscape project. cially feasible Capital Improvements Element. Policy MOB-2-1.2. Roads that are physically or Likewise, there are no capacity projects in the environmentally constrained or legislatively FY 2013 to 2017 Capital Improvement Plan. Objective MOB-2.1. Roads in the City are prohibited from expansion due to their valued within the Urban Infill Area of Miami-Dade historic, or cultural character, will be allowed CITY OF HOMESTEAD – 2006, 2011, County. The City shall reduce the number of to operate at a LOS above the minimum estab- AND 2015 roadways operating lower than the LOS Stand- lished LOS standards. ards to zero by January 2010. Homestead’s last transportation plan, City of Policy MOB-2.1.7. The City shall support and Homestead Transportation and Transit Master Policy MOB-2.1.1. The minimum LOS stand- supplement mass transit by expansion of its Plan, was prepared in 2006. A few projects ards for State Principal Arterial, Minor Arterial, trolley system in conjunction with Miami-Dade have been completed, but many projects re- County Minor Arterial, County and City Collec- County mass transit services. main, as the plan was ambitious, promoting tor roads within the City shall be: growth. There is no implementation year or Policy MOB-2.3.1. The City shall, as a part of its cost associated with these uncompleted pro- • Where public transit service does not ex- development review process, continue to max- jects from the 2006 Plan (Table A-2). ist, LOS E; within the Special Transporta- imize utilization of existing roadway capacity tion Area (STA) 20 percent of non-State and reduce peak period congestion by imple- In June 2011 the City adopted EAR-based roads may operate below LOS E. All menting to the maximum extent feasible, traf- Amendments to its Comprehensive Plan: Goals, County roads within the STA will main- fic operation improvements and transporta- Objectives & Policies, responding to the State tain LOS standards consistent with the tion systems management. of Florida requirement that all local govern- County adopted standards. ments update their comprehensive plan every Policy MOB-2.7.3. Because of the unique his- seven years. The updating process requires an Evaluation and Appraisal Report (EAR) and • Where public transit service has head- toric, aesthetic and residential qualities of then Comprehensive Plan amendments based ways of twenty minutes or less within Coral Way, Bird Road, Old Cutler Road, Red Road and Douglas Road, these arterial road- on the approved EAR. The City prepared its EAR one-half mile, roads shall operate at no ways shall be maintained at their present des- in 2007, and adopted its EAR-Based Plan greater than 120 percent of their capac- ignation and capacity. amendments on July 20, 2009, by Ordinance ity.

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Table A-2. Uncompleted Projects from Homestead’s The Transportation Element of the Compre-  For state minor arterials, county ar- 2006 Transportation Plan hensive Plan includes the following relevant terials and minor collectors, and city objectives: roads and streets, review projects in Project Type Name light of their potential to cause a • Support Downtown, the Southwest Road Widening Turnpike - 4>6 lanes worsening of Level of Service (LOS) E Fourth Street Corridor and the South- traffic conditions. LOS E represents Interchange Turnpike - new interchange @ SE 8th (Lucy) west Neighborhood. conditions of maximum vehicular Road Widening SW 328 Phase 2 (Lucy) 2> Lanes flow. [A worsening of this condition • Maintain existing roads. means unstable flow--a breakdown Road Widening SW 328 Phase 1 widening part complete of traffic.] W of Homestead SW 320 2>4 lanes (outside • Road Widening Promote traffic and transit improve- Homestead) ments that enhance regional access;  Provide a pedestrian network for all Road Widening SW 320 Mowry 2>3 lanes more specifically: major destinations within the City. Road Widening SW 320 Mowry east 2/4 lanes  Ensure developments are in compli-  Facilitate operation of the Busway SW 320 Mowry easternmost done or ance with the City’s Future Transpor- Road Widening and east-west connections to it. blocked by development tation Map. W of Homestead SW 312 Campbell 0 or 2 to Road Widening  Coordinate with Metro-Dade to im- 6 lanes  Provide an integrated bicycle system prove east-west access to the Home- consistent with planning, including Road Widening SW 312 Campbell west 2>4 stead General Aviation Airport from east-west corridors that intersect US-1. Road Widening S Flagler Ave 2>4 lanes with the Busway. Source: City of Homestead 2006 Transportation Master Plan  Improve transit linkages between  Maintain transit LOS as currently Homestead and the Air Reserve provided. Base, as well as high capacity transit No. 2009-07-20. On October 21, 2009, FDCA is- service on race event days.  Use all available financial resources sued a Statement of Intent to Find Comprehen- to implement the improvements on sive Plan Amendment Not in Compliance. The  Support development of an inter- the Future Transportation Map and June 2011 EAR-based Goals, Objectives and change on the Turnpike at Lucy improve and expand transit service. Policies document addressed FDCA’s compli- Street. ance issues. Below are some noted changes related to transportation.

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Table A-3. Homestead Road Projects Beyond Horizon Year 2020  Complete comprehensive section Project Project line roadway and parallel roadway Type Number Name Year Cost planning in undeveloped areas to Road 112 Campbell Drive Roadway Improvements >2020 $ 4,000,000 provide and implement greater east- Road 144 SW 328 Expansion >2020 $ 2,800,000 west mobility. Interchange 336 Turnpike Interchange on SW 328th St. (Lucy) >2020 $ 12,000,000 Expansion of SW 162nd Ave. from Campbell (SW 312nd St.)  Interconnect the local network for Road 343 >2020 $ 4,000,000 to Mowry (SW 320th St.) local traffic as an alternative to use nd of Florida Intrastate Highway System Road 479 Mowry Drive Improvements – SW 162 Ave. to Krome >2020 $ 5,600,000 roadways. Source: City of Homestead 2006 Transportation Plan

 Create programs that will promote the use of public transportation. list. There are no project descriptions with re- Essentially a hierarchy of facilities has been de- spect to number of lanes or project limits. veloped, not unlike the functional classification  Address LOS deficiencies identified for streets. This included: in the 2013 and 2030 Future Traffic Conditions Maps. • Basic Pedestrianism (Sidewalk Network); VILLAGE OF PALMETTO BAY – 2009 • Local Connectivity;  Improve Krome Avenue, US-1, Turn- TO 2015 • Commuter Access; th pike (H.E.F.T), SW 312 Street, SW • Greenways; th th The Village of Palmetto Bay has in place a Bicy- 328 Street, and SW 344 Street ac- • Commercial Connectors; and, cording to the Schedule of Capital cle and Pedestrian Master Plan (2009), three • Policy. Improvements which will be up- Safe Routes to School Plans (Coral Reef, How- dated annually to include projects on ard Drive and Perrine elementary schools, Taking into account sidewalks and bicycling on these facilities to reduce existing de- 2010), and a Traffic Calming Initiatives study the existing grid, the plan focused on providing ficiencies, replace obsolete facilities (2015). There is no long-range planning docu- pedestrian access at least along the major cor- and include projects to meet future ment that defines roadway capacity increasing ridors with in the Village (Figure A-1), and bicy- demand. projects. cle paths along key corridors (Figure A-2), but not to the same degree as sidewalks. To date, The FY 2016 Proposed Budget (updated) in- The plan recommended the development of a little of the bicycle network has been imple- cludes a number of road projects out past the multi-level bicycle and pedestrian network fo- mented. horizon year of the budget 2020 (Table A-3). cused on servicing the multiple user groups. These may be considered to supplant the 2006

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Figure A-1. Village of Palmetto Bay Pedestrian show about 50 percent coverage, and access to Access Plans VILLAGE OF PINECREST – 2015 major regional transportation (MetroRail, Bus- The Village of Pinecrest has Comprehensive De- way) via existing bus routes. The Village also velopment Master Plan Goals, Objectives, Poli- has included a free School circulator in the cies (adopted February, 1999; Amended mornings and afternoons. through April 14, 2015). The best indication of the intention for future roadway expansion is Map II-1, which shows “Major Thoroughfares, Functional Classifica- tions and Number of Figure A-3. Village of Pinecrest Future Transit Facilities Lanes 2025.” The map shows all roads in Pinecrest as two lanes in 2025 except US-1 at six lanes and SW 88th Street for the blocks Source: Village of Palmetto Bay 2009 Bicycle and Pedestrian Master Plan east of US-1 to Ludlam Road. Based on exist- Figure A-2. Village of Palmetto Bay Bicycle Plans ing and future maps, no roadway expansion is planned in Pinecrest at this time.

The Village also, as part of its Comprehen- sive Plan, includes a Future Transit Facili- ties Map (Figure A-3) and a Bikeways and Sidewalks Map (Figure A-4). Transit lines within the Village

Source: Village of Pinecrest Comprehensive Plan Source: Village of Palmetto Bay 2009 Bicycle and Pedestrian Master Plan

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The map in Figure A-4 depicts the existing and RAIL CONVERTIBILITY STUDY – 2004 • Assess the short- and long-term corridor proposed sidewalks and bicycling network for potential for public transportation and This study was sponsored by the Miami-Dade Pinecrest. The Village intends to add two pro- bicycle/pedestrian activities; and, posed Bicycle Lanes, on SW 136th Street and Metropolitan Planning Organization and was th designed to: SW 88 Street. Overall, the Village does not • Identify innovative strategies to maxim- have sidewalks in interior local roadways, but ize potential benefits. does have sidewalks along the major corridors • Update the Railroad Rights-of-Way As- sessment conducted in 1993, and assess within the Village. The precedent was earlier development of for- rail corridors and facilities in the County; mer railroad right-of-way for Metrorail, the busway, and commuter rail. Figure A-4. Village of Pinecrest Bikeways and Sidewalks Map Figure A-5 presents the rail corridors. Also identified is the South Dade Busway, which operates in a former FEC-owned rail corridor. The FEC and CSX lines shown carry freight exclu- sively. The South Florida Regional Planning Council (SFRPC) (which is owned by FDOT), accommodates freight, South Florida Regional Transportation Authority (SFRTA)/Tri-Rail, and Amtrak under a cooperative agreement.

The study found a number of corridor seg-

ments have very limited service. Many segments have 100 feet of right-of-way, which is a tremendous opportunity for joint use. And, there is more single-track than double-track, which also supports adaptive re-use of these corridors, as there is more residual right-of- way available for an alternative use.

The study addressed whether a corridor could meet a specific need, such as linking areas where people live to where they want to go. Source: Village of Pinecrest Comprehensive Plan Comprehensive Pinecrest of Village Source:

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Figure A-5. Miami-Dade County Rail Right-of-Way Corridors, 2004 The observations at that time (2004) are re- study was to examine the feasibility of making peated in this paragraph. First, the People’s SW 137th Avenue a fourth north/south facility Transportation Plan essentially dictates which between Homestead and Central Miami-Dade, rail corridors will be the highest priority for adding to South Dixie Highway (U.S. 1), the transit use. The FEC Northeast, Dolphin, and Homestead Extension of Florida’s Turnpike SFRC MIC to Oleander, will be the focus of (HEFT) (SR 821), and Krome Avenue (SR 997). multi-use or transit projects in the next two decades. Likewise, the County’s bicycle/pedes- At that time the County’s Comprehensive De- trian plans have focused on the development velopment Master Plan (CDMP) called for SW of the Flagler Trail in the FEC Corridor, the Lud- 137th Avenue to be a continuous four-lane fa- lam Trail in the FEC Ludlam Corridor, and other cility from SW 344th Street to SW 184th Street, projects such as the East-West Trail in the and six-lane facility north to NW 12th Street. North Dade Greenways Plan. Finally, FDOT au- The study noted that the SW 137th Avenue cor- thorized a multi-county study of the entire FEC ridor remained in the County’s LRTP through a corridor and transit possibilities. In addition, number of updates. The actual lanes (2016 are transit technologies used elsewhere in the shown at right.) country can be accommodated, such as Bus Rapid Transit (BRT) and Diesel Multiple Units The study found SR 836 Extension that only the 6 lanes (DMU) as well as Light Rail Transit (LRT) and US 41/Tamiami/SW 8th St commuter rail. The study concluded that the build options 4 lanes MPO should prioritize the corridors and their would realisti- SW 26th Street use as multi-use facilities. cally meet the 6 lanes overall objec- SW 56th Street 4 lanes tives of a facility SW 88th Street/Kendall Source: Miami-Dade MPO 2005 Rail Convertibility Study improvement TH 6 lanes SW 137 AVENUE CORRIDOR project in the SW 184th Street STUDY, 2007 SW 137th Street 2 lanes That has a direct bearing on the potential to corridor, and SW 200 Street generate ridership which is a warrant for fed- This study, prepared for the Miami-Dade Met- Missing links that construc- eral funding. Also, are there fatal flaws that ropolitan Planning Organization, evaluated SW 232 Street tion was feasi- 2 lanes prevent a desired use? The study went on to roadway and safety improvement alternatives Break at US 1 th ble. Phasing make a number of recommendations that have along the SW 137 Avenue Corridor from SW HEFT th was recom- since been superseded by more recent plan- 344 Street to an Extension of SR 836, approx- 4 lanes mended. ning documents. imately 23 miles. The primary purpose of this SW 344 Street

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Phase 1 would be a four-lane section with a 48- The CSX Corridor Evaluation Study addressed (DMU) cars sharing the track with CSX. foot median, sidewalks, bike paths, and land- the following questions: (The Federal Railway Administration, has scaping. Phase 2 would widen the road into the very high [safety] requirements on joint- median to six lanes between SW 288th and SW 1. Could the CSX freight operation be relo- use of rail rights-of-way.) Shared track 184th Streets. Phase 3 would grade separate in- cated from the existing tracks to a new and the DMU technology were not pop- tersections at US-1, SW 88th Street and US-41. corridor to free up the existing corridor? ular with the community. The consultant The phase costs (presumably $2007) were: recommended relocating the CSX opera- 2. What transportation reuse options exist tion and using the corridor for BRT and • and could there be joint uses? Phase 1: $101,810,288 recreation. • Phase 2: $54,871,816 • Phase 3: $84,408,436 3. How would BRT operate?

An additional study conclusion was the 4. What would a solution cost to build and SW 137th Avenue Corridor has sufficient right- operate? of-way to accommodate the roadway improve- 5. What are community attitudes towards ment, as well as future transit recommenda- corridor reuse? tions such as BRT.

6. Who will need the services?

MIAMI-DADE COUNTY CSX CORRI- 7. Where will the money come from? DOR EVALUATION STUDY, 2009 8. What are the next steps? This study was sponsored by the Miami-Dade Metropolitan Planning Organization to update The findings of the study are discussed below options regarding the CSX Railroad corridor be- referencing the item numbers above. tween the vicinity of Metrozoo and Oleander Junction at Miami International Airport (MIA). 1. While there would be environmental im- The study was an offshoot of the Kendall Link pacts the freight corridor could be relo- Study completed in 2007. cated.

2. The Kendall Link Study had proposed self-propelled Diesel Multiple Unit

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3. BRT could operate from the Metrozoo north to Bird Road where it would shift from CSX to FEC right-of-way, which is wide enough to handle BRT. The FEC could have its own BRT service south to Metrorail’s Dadeland North station.

4. A variety of costs were calculated based on various scenarios.

5. Two community meetings in 2009 found opposition to joint rail car use of the tracks, but support for a BRT concept that included recreational use. Reserved curb lanes for bus use on SW 88 Street (Kendal Drive) could be part of the solution (see sidebar graphics).

6. A ridership test found 23,000 potential daily riders in 2030, a promising number compared to previous concepts.

7. At the time of the study, the belief was 1. Use of the CSX right-of-way between the project might meet the $250 million Oleander Junction and Metrozoo is via- Federal Transit Administration (FTA) ble. Small Start threshold that is easier to at- 2. BRT is complex because: tain than a financially larger New Start project. a. A new CSX connection linking the railroads two spurs (GPC and The 2009 study conclusions follow. Lehigh) is required and develop-

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ment of this connection is contin- lanes; and, connect to the FEC corridor MPO established the following study guide- gent on coordination with MDX northward from Dadeland to Oleander lines. plans to extend SR-836 westward Junction. Joint use of the FEC and CSX [already completed]. seems to be an optimal situation but will 1. Intensive capital improvements beyond those identified in the Cost Feasible Plan require additional study. b. It might require acquisition of the of the 2035 LRTP would not be considered. entire CSX subdivision. 7. Further study could optimize how these sections are developed and the entire c. Negotiations with CSX must be 2. Each scenario should be comprised of a based on due diligence by both network created. unique set of strategies. parties. It is the County’s responsi- bility to offer a concept to CSX, if 3. Strategies included in a scenario must be the concept wishes to initiate a focused on changing travel demand and purchase of the corridor. STRATEGIES FOR INTEGRATION OF under the realm of influence of Miami- SUSTAINABILITY AND THE TRANS- Dade County. 3. Initial studies show placement of a BRT PORTATION SYSTEM, MIAMI-DADE would be favorable to earlier Kendall A literature review identified sustainable trans- Link concepts proposing rail service in COUNTY MPO, DECEMBER 2011 portation strategies. A set of aspirational goals the corridor and could meet FTA funding was set related to reducing vehicle miles of This study investigated travel behavior changes travel and single-occupancy trips over time, guidelines. that could result from defined sustainable while increasing transit ridership and bicycle transportation strategies. Scenarios were de- and pedestrian trips. 4. County transit plans are in flux, but BRT veloped as broad concepts to be applied count- is viewed favorably for capital invest- ywide at a macro scale. Strategies went above A two-tiered screening methodology narrowed ment. and beyond the current (2011) plans and poli- the strategies to be included in scenario devel- cies, and were evaluated outside of the LRTP opment. Tier One looked for conflicts with lo- 5. CSX corridor acquisition will permit joint process, which is guided by federal regulations. cal plans, but no conflicts were found. Tier Two transportation and recreation use along prioritized strategies based on an evaluation the entire right-of-way. Strategies were identified, and scenarios were each strategy’s strengths, weaknesses, and lim- created through combining these strategies. itations. Stakeholder surveys provided a mech- 6. The optimal BRT will use the CSX right-of- The scenarios were evaluated using the re- anism to remove 14 of 53 strategies from con- way from Kendall Drive south; use Ken- gional travel demand model, the Southeast Re- sideration. Another 18 strategies were dall Drive between the CSX and Metrorail gional Planning Model (SERPM) version 6.5, as dropped because could not be meaningfully well as off-model techniques. The Miami-Dade Dadeland North station on reserved bus

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evaluated. The remaining 21 strategies were single-occupant vehicle travel, deter car own- Dade MPO; a study on parking being conducted assigned to one of three scenarios for testing. ership, and increase person throughput were by the Florida Department of Transportation, also included in this scenario. District 6; and, future comprehensive planning Scenario 1: Mobility Management. This sce- activities conducted by the Miami-Dade De- nario considered express bus service on a net- All three scenarios were evaluated using the re- partment of Permitting, Environment and Reg- work of managed expressway lanes with regional travel demand forecast model (SERPM ulatory Affairs and the municipalities within duced fares; increased parking prices; and, op- v6.5) and compared against the 2035 LRTP Miami-Dade County. erational improvements on the expressways. adopted by Miami-Dade On facilities where tolls are already collected, County in October 2009 managed lanes would be tolled at a higher (Figure A-6). Certain strate- Figure A-6. Summary of Scenario Evaluation Results rates. gies were evaluated using off-model techniques Scenario 2: Linkages. This scenario minimized based on literature review travel needs by reallocating population and job and empirical data to re- growth (2015- 2035) based on smart growth flect local planning and to and transit oriented development (TOD) princi- determine greenhouse gas ples. This scenario reallocated residential and (GHG) emissions, energy employment densities to transit corridors, ur- consumption, productivity, ban centers, and activity corridors; adjusted and equity. the jobs/housing balance; and, assumed implementation of Complete Streets. The results of this effort were seen as useful to in- Scenario 3: Multimodal. This scenario empha- form upcoming studies sized increasing the transit mode split by: such as the Southeast Flor- providing real time information and more com- ida 2060 Vision Plan being fortable stations; increasing system-wide developed by the South transit speeds; creating a network of arterial Florida and Treasure Coast bus rapid transit (BRT) corridors; and, adding Regional Planning Councils; park-and-ride locations. Transportation de- an analysis of the ability to mand management (TDM) strategies were implement tolled managed modeled, such as: carpooling/vanpooling, tele- highways with rapid/en- commuting, car-sharing, and, parking manage- hanced bus routes and ment. Cash-out programs that encourage non- ridesharing programs being conducted by the Miami- Source: Miami-Dade MPO Strategies for Integration of Sustainability and the Transportation System

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MIAMI-DADE MPO ARTERIAL GRID In particular, a general reduction of traffic vol- 2040 Plan. The 2040 Cost Feasible Plan (Plan) ANALYSIS PHASE II, JANUARY 2014 ume can be observed on many arterial road- was developed based on the projected availa- ways, which is consistent with national statis- ble revenue of $41 billion Year of Expenditure In 2006, the Miami-Dade MPO conducted a sys- tics. Among the factors that are cited for the (YOE) dollars. Allowing for operating and main- tem-wide study of the County’s arterial grid general decrease in traffic volume and vehicle taining the existing system leaves $15.2 billion roadway network. That study assessed the ar- miles travelled include economic challenges as- YOE dollars for new capital projects and their terial grid to identify strategies for to increase sociated with the recession, an overall im- operating/maintenance costs. Highway pro- efficiency and capacity. There have been nota- provement of transit options, and higher fuel jects would cost $14 billion, transit projects ble changes in travel characteristics since then. prices. These changes gave rise to the need for $1.4 billion, and other projects $105 million. re-evaluating the roadway The projected revenue covers about 26 per- Figure A-7. Priority Corridors and Recommended Improvements system. Therefore, the MPO cent of the cost of all needed (versus cost-fea- initiated the Arterial Grid sible) improvements. The following are high- Analysis Phase II Study. lights of the Miami-Dade 2040 Long Range Transportation Plan (LRTP) by mode for South Figure A-7 shows the South Miami-Dade. Dade excerpt of recommended improvements. Transit • East-West Corridor (Flagler) Enhanced MIAMI-DADE MPO 2040 Bus LONG RANGE TRANS- • Douglas Road Corridor (37 Ave) En- hanced Bus PORTATION PLAN, OC- • Kendall Corridor Enhanced Bus TOBER 2014 • Kendall Park-and-Ride Facility The transportation deficiency • Busway Park-and-Ride Facility analysis for the 21-year pe- • Dolphin Station Transit Terminal riod from 2020 to 2040 iden- • Palmetto Intermodal Terminal tified almost 300 candidate capacity improvement pro- Highway jects needed to meet desired mobility conditions. These • Additional managed lanes for I-75, SR- projects were reviewed and 821, SR-826 (Palmetto), and SR-836 (Dol- Source: Miami-Dade MPO Arterial Grid Analysis Phase II evaluated to develop the phin).

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Figure A-8. Population Growth Map, 2010–2040 • Expressway improvements for the Flor- ida’s Turnpike, Florida Department of Transportation and the Miami-Dade Ex- pressway Authority (MDX).

Non-motorized Improvements Facilities such as on-road bicycle lanes, off-road greenways/trails, and sidewalks are included in the Plan. On-road bicycle and pedestrian projects are incorporated into capacity projects, when feasible. Funding for other non-motorized projects is based on the assumption that a Dade MPO 2040 LRTP 2040 MPO Dade pre-determined financial set-aside will be de- - voted to non-motorized transportation projects. Source: Miami

Growth in population and employment are Figure A-9. Employment Growth Map, 2010–2040 shown in Figures 1-6 and 1-7 of the Miami- Dade MPO 2040 LRTP (Figures A-8 and A-9).

Population growth in South Dade is clearly strongest in the west and south of SW 152nd Street, filling in the Urban Growth Boundary.

Employment growth in South Dade is more dis- tributed, but focused on the US-1 corridor.

Figure A-10 through Figure A-14 and Table A-4 through Table A-8 show the Miami-Dade MPO LRTP planned projects for the South Dade re- Dade MPO 2040 LRTP 2040 MPO Dade gion. -

Source: Miami

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Table A-4. 2040 LRTP Priority I Improvements Costs Figure A-10. 2040 LRTP Priority I Improvements

Source: Miami-Dade MPO 2040 LRTP

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Figure A-11. 2040 LRTP Priority II Improvements Figure A-12. 2040 LRTP Priority III Improvements

Dade MPO 2040 LRTP 2040 MPO Dade Dade MPO 2040 LRTP 2040 MPO Dade - - Source: Miami Source: Miami

Table A-5. 2040 LRTP Priority II Improvements Costs Table A-6. 2040 LRTP Priority III Improvements Costs

Source: Miami-Dade MPO 2040 LRTP Source: Miami-Dade MPO 2040 LRTP A-16 | Page EVALUATION OF MULTIMODAL MOBILITY OPTIONS IN THE SOUTH MIAMI-DADE AREA

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Figure A-13. 2040 LRTP Priority IV Improvements Figure A-14. 2040 LRTP Partially Funded Improvements

Dade MPO 2040 LRTP 2040 MPO Dade LRTP 2040 MPO Dade - - Source: Miami Source: Miami

Table A-7. 2040 LRTP Priority IV Improvements Costs Table A-8. 2040 LRTP Priority IV Improvements Costs

Source: Miami-Dade MPO 2040 LRTP Source: Miami-Dade MPO 2040 LRTP

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MPO PROGRAM PRIORITIES FOR MPO TRANSPORTATION IMPROVE- improvements costing in excess of $7.67 bil- FDOT TENTATIVE WORK PROGRAM MENT PROGRAM FISCAL YEARS lion. The TIP enumerates the projects and costs over the five-year period, with funding sources FISCAL YEARS 2016/17 TO 2020/21, 2015/16 TO 2019/20, MAY 2015 identified. MAY 2015 The Transportation Improvement Program This FY 2016 TIP also includes a section titled (TIP), a major document of the Metropolitan The purpose of this effort is to communicate to "Unfunded Priority Needs." This section lists Planning Organization (MPO) for the Miami Ur- the State the priority projects approved by the MPO priorities in addition to those already pro- banized area, specifies proposed transporta- MPO to be added in the “new 5th year” of the grammed in the TIP. The priority listing was de- tion improvements to be implemented in Mi- FDOT work program, which is by far the largest veloped for subsequent inclusion in the TIP as ami-Dade County over the coming five years. component of the TIP and is part of the overall new revenues become available. The projects The primary emphasis of the TIP is on the first TIP development process. The MPO Program and priorities in this TIP are consistent with three years. As required by federal regulations, those in the adopted 2040 Transportation Plan. Priority list is completed at the same time as projects receiving federal funds during the Oc- the TIP development to ensure that it is availa- tober 1, 2015 to September 30, 2020 time pe- As such, this reporting on South Dade planning ble to FDOT at the beginning of the “gaming” riod are to be drawn from those listed in this can rely on the 2040 Plan with its broader time- exercise where FDOT develops the new 5th document. In addition, projects not using fed- line. year of programed and funded projects. The eral funds, but which are part of the area's pro- new 5th year priority projects flow from the gram of improvements, are shown in the TIP. second priority of the LRTP, and are brought Projects shown for FY 2016 and beyond, re- TRANSIT ORIENTED DEVELOPMENT into the TIP, which is the first priority of the gardless of their funding source, are included REVIEW LRTP. as proposed. While it is anticipated that most Through discussion with local staff and in con- of these projects will be implemented as pro- sideration of South Dade’s land use and transit, The report goes on to list the projects that will grammed, they will be periodically evaluated the question posed was “how to engage a advance from the second priority of the LRTP by the MPO as the TIP is updated or amended modal shift?” to the 5th year of the TIP. So by their nature, as necessary. The TIP shows projects for a five– they are in the TIP and LRTP, covered else- year time period. While the emphasis is on the Introduction where herein. first three years, presenting a five-year span allows for a more systematic forecast of funding Transit Oriented Development (TOD) is a devel- needs during a five-year planning cycle and opment created in the area of a public trans- provides a more comprehensive view of the portation station or public transit corridor. program for public information purposes. In- These developments are land uses which max- cluded in the TIP are intermodal, highway, imize and promote the use of public transit. transit, aviation, seaport and non-motorized

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Such developments are conducive to the re- 2. Land Potential: Blueprint Denver duction of car usage and the promotion of multi-modalism. Additionally, TODs are seen as a. Regional market strength in real es- Later, the Blueprint Denver was created, estab- developments which provide for great sustain- tate value lishing specific types of development should able alternatives to the unsustainable subur- b. Location of land downtown or in an occur based on existing land use and transpor- ban development. TODs are a great tool in attractive neighborhood tation connections. The Blueprint organized combating traffic congestion, and problems as- the City into both Areas of Change and Areas of sociated with sprawling, car-dominated com- 3. Transit System: Stability. munities and providing great economic impacts onto the local economy while using local a. Quality of service In Areas of Change, growth is to be channeled transit infrastructure to its maximum potential. to these areas where it is beneficial and can Below is a breakdown on the best practices of i. Frequency best improve access to jobs, housing and ser- TODs. ii. Hours of operation vices with fewer and shorter auto trips. A major iii. Amenities goal is to increase economic activity in the ar- According to the Institute for Transportation eas to benefit existing residents and businesses and Development Policy, a non-governmental b. Transit type (i.e., Bus Rapid Transit, and provide the stimulus to redevelop. The fol- non-profit organization that seeks to reduce Light Rail) lowing are area guiding principles to achieve greenhouse gas emissions and improve the such areas: contribute to urban design vision, quality of urban life by advancing sustainable Below are a few examples of successful TOD respect valued attributes of area, contribute to transportation in cities around the world, TODs projects. economic vision, expand transportation choice are considered successful if the following crite- and improve environmental quality. ria are met: Denver, Colorado The Areas of Stability, primarily the stable resi- 1. Government Support: Denver’s government agencies have invested dential neighborhoods and their associated into its TOD system. First government created commercial areas, where limited change is ex- a. Rezoning, to encourage mixes-use a services of plans in order to promote such de- pected. The goal for this area is to identify and development around transit corri- velopments. It all started with the Regional maintain the character of an area while accom- dors plan for the Denver metropolitan area, Metro modating some new development and rede- b. Creating comprehensive plans for Vision 2020, which provided guidelines for velopment. The following area guiding princi- the area ples to achieve such areas: respect valued de- open spaces and multi-modal transportation c. Actively reaching out to investors, velopment patterns, respect valued attributes and urban center growth patterns. marketing the program of area, respect adjoining property, expand d. Offering financial incentives transportation choice, minimize traffic impacts

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on neighborhood streets and respect environ- ket conditions for TOD and non-significant de- 2. Community Planning and Development: mental quality. velopment or infrastructure deficiencies im- peding TOD from occurring. a. Integrate Transit Communities and The plan establishes concept land uses for all TOD Principles into updates to the land in the city which includes building blocks The stations were categorized depending on Comprehensive Plan and Blueprint and guiding principles for development charac- the ranking each station received in the follow- Denver ter. It also establishes a street typology which ing three analysis groups. The stations were an- b. Explore Opportunities for Non-Rail brings together the function of a street with alyzed by the level of market readiness (e.g. Station TOD Planning the land use character. property values, household growth, employment growth, residential sales price, office 3. Department of Public Works:

rents, and retail rents). Then the stations were a. Evaluate Denver’s role in transit analyzed for development potential (e.g. plan- Denver Transit Oriented Development planning and implementation ning completed to date, zoning, parcelization, b. Apply parking management strate- Strategic Plan vacant land, redevelopment land, ownership, gies at TOD Denver evaluated most of its existing and infrastructure investment & needs). Lastly, the planned transit stations in order to determine stations were analyzed for TOD characteristics 4. Department of Finance: the priority of Transit Oriented Development (e.g. employment density, population density, for these stations. In the plan, 34 stations were physical form, community amenity access, park a. Utilize Denver TOD financing princi- evaluated and categorized in three categories. access, transit service, bicycle access, bike ples Strategize, is the category for stations which share and automobile ownership). i. Venture Capture – investment at are still in pre-development planning because After categorizing the stations and prioritizing rail stations results in accessibility the rail line is not complete or due to market or based on present conditions, the plan went on improvements which translate to development factors that make the TOD un- to recommend actions taken by the Denver a larger walk shed and expanding likely in the near term. Catalyze, is the second government agencies in order to implement a the influence of the rail station on category, are station areas with above average successful TOD. the surrounding area. The large market conditions for TOD, but with a need for influence area leads to greater specific infrastructure or amenity improve- 1. Administration and Management: development potential and ap- ment to achieve the desired type of develop- preciation in property values that ment. Energize, is the third category, are sta- a. Establish a TOD Action Team could be utilized to generate rev- tion areas where there are above average mar- b. Appoint a TOD Steward enue streams through the use of c. Explore emerging partnership oppor- special districts or tax increment. tunities to implement TOD

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ii. Corridor Level Funding – the reve- c. Create station area financing plans The Denver local government also provided in- nue potential of value capture is for designated “catalyze” stations. centives through local and federal means. multiplied by creating larger and Funding through the voter-approved sales tax broader districts. 5. Office of Economic Development increase of 0.4 percent was the primary fund- iii. Incentive ing source of the FasTracks plan. Below are ad- iv. Partnering – the alignment of var- a. Business recruitment strategies for ditional financial assistance, grants and tax pro- ious stakeholder interest to TOD areas grams put into place by Denver’s local govern- achieve common goals. There are b. Housing and neighborhood development to finance such TODs. opportunities to create public pri- ment strategies for TOD areas vate partnerships (P3s). c. Strategic Lending Tools for TOD ar- • Denver TOD Fund – a $2.2 million Mac- eas Arthur Foundation, a partnership be- b. Utilize Denver TOD financing mecha- tween the City of Denver and the Urban i. Key Strategic Projects that impact nisms Land Conservancy and Enterprise Com- TOD munity Partners to foster affordable i. Special Districts 6. Parks and Recreation rental TOD housing. 1) Improvement Districts – Crea- tion of business Improvement a. Park, Open Space, and Recreation • Denver Livability Partnership – awarded Districts, General Improve- Structure in TODs $2.9 million from the U.S. Department of ment Districts and Special Im- b. Completing the Vision for a City in a Housing and Urban Development and provement Districts. Park the Department of Transportation. 2) Metro districts With each plan, Denver created guidelines • Metro Mayors Caucus TOD Fund – ii. Tax Increment Financing (TIF) - is both regional and local in nature for each TOD $50 million partnership between the and each transportation corridor planned in a mechanism to capture incre- Metro Mayors Caucus and the Colorado the city’s FasTrack transit system plan. mental taxes that are created Housing Finance Authority to assist fund- when a vacant or underutilized ing select affordable housing projects. property is redeveloped to a Government went an additional step forward higher and better use. in adding zoning changes, guidelines and regulations to promote such TOD developments. A • Station Area & Urban Center Planning Funds – The Denver Regional Council of 1) Urban Renewal TIF rich mix of land uses that support transit rid- Governments (DRCOG) is aiming to lo- 2) Area-Wide TIF ership through high-intensity development was promoted. cate 50 percent of new housing units

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within urban centers as one of their re- Denver is a true testament of good Transit Ori- Program offered rebates for commercial build- gional sustainability goals. DRCOG has ented Development involving all of the three ing rehabilitation and façade improvements. committed 3.5 million dollars in funding criteria’s critical to a successful TOD. to assist local governments in developing The building of the 9.2-mile Euclid Corridor

station areas and urbans centers. HealthLine was the culmination to the TOD Cleveland story. Providing high quality trans- Cleveland, Ohio • Awarded $10 million from the Transpor- portation opportunity at a fraction of the cost tation Investment Generating Economic Cleveland also created TOD planning initiatives of a heavy rail corridor, the project cost about $5 million per mile. Recovery grant. along its Euclid Corridor BRT line, called the HealthLine. Cleveland first created a plan to Public/Private partnerships also played a big • Federal Transit Administration awarded construct a 9.2-mile BRT line connecting the role in creating a successful TOD in Cleveland. Denver’s Regional Transportation Dis- Cleveland Clinic, downtown and University cir- The Community Development Corpora- trict $308 million through a Full Funding cle. The city then implemented a plan to bring TOD to downtown especially around the BRT tion(CDC), a non-profit organization, helped as- Grant Agreement (FFGA) to assist fund- sist developers find tax breaks, facilitate reno- ing the West Corridor Project. line. Reginal Transit Agency, RTA, developed TOD guidelines to in order to work with com- vation programs, developed TOD friendly munity stakeholders and as well seek joint de- building guidelines and is a liaison among prop- • Denver Livability Partnership – Grants erty owners, developers and City and transit of- used to provide affordable housing, and velopment opportunities. Additionally, the Cleveland government changed zoning codes ficials. improve access to multi-modal connec- and regulations around the Euclid Corridor tivity along Denver’s transit corridors. With all these plans, government assistance transportation project to encourage TOD land and private sector initiatives the Cleveland’s uses. Other initiatives were also undertaken The final step was the addition of transporta- BRT project, which cost $50 million and created such as Pedestrian Retail Overlay District, Live- tion infrastructure along the corridor which about $5.8 billion in new transit oriented devel- Work Overlay District and Planned Unit Devel- was established by the FasTrack plan establish- opment, is one of the most successful transit opment Overlay District. ing 6.9 billion dollars for transit including 122 corridor redevelopment stories in the United miles of heavy and light rail and 18 miles of Government also provided financial assistance, States. About $114.54 dollars of new transit BRT. Public/private partnerships where estab- grants and tax programs. The Residential Tax oriented investment for every dollar Cleveland lished with the local transit agency to provide Abatement gave 15-year, 100 percent property invested into the BRT system, creating great private development along the established tax abatement for housing redevelopment economic return on investment. New develop- transit corridors and stations. through conversion of non-residential space. ment was not the result of transit investment Tax Increment Financing supported public in- alone, but an effort of the City government frastructure projects. Storefront Renovation

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channeling new development to the Health- which provides connections for two or more Figure A-16. Broward County MPO Gateway Hub Concept Line. Also, the right institutional partners, in- high capacity (BRT, Rail) lines. Figure A-16 is a cluding strong community development corpo- picture of an example of a gateway hub con- rations, private foundations and municipal cept. agencies in turn accessed a wide variety of financing options, assembled land and worked Anchor hubs were classified for areas with closely with developers. moderate to high boarding and alighting’s (1,500 to 2,200) forecasted in the future 2035 transit network. This hub is located near ma- Broward County, FL jor institutions, employment centers, town Currently Broward County is in the process of centers and regional shopping centers that redeveloping the county through its Long are similar to the local activity centers (LACs) Range Transportation Plan (LRTP). The LRTP and/or regional activity centers (RACs), which has established high capacity transit corridors, are served by at least one high capacity Source: Broward MPO BRTs and new local bus routes with mobility transit line. Figure A-17 is a picture of such a Figure A-17. Broward County MPO Anchor Hub Concept hubs to provide development opportunities hub. within those corridors. Mobility Hubs are a transit access point with frequent transit ser- The third mobility hub is the community hub vice, high development potential and a critical which is more of a local or neighborhood point for trip generation or transfers within the center served by rapid bus transit and at- transit system. tracts more local trips than regional trips. Figure A-18 is an example of a community Three types of mobility hubs were created to hub concept. tie into the mentioned transit corridors. The Hub concept has evolved as the Broward Currently, a gateway hub1 was classified for ar- MPO has worked with partner agencies and eas which exhibited high forecasted boarding local governments to design and implement and alighting’s (greater than 2,200) within the the Hubs. There has been a greater focus on Source: Broward MPO future 2035 transit network in the LRTP. This pedestrian and bicycle connections, secure hub is surrounded by high-density mixed use and comfortable places to wait for transit, framework for private investment in places developments including downtown areas, and safe and easy transfers between routes. where people live, work and play. transit oriented corridors (TOCs) and TODs These investments in public spaces provide the ______1 The Broward MPO is rethinking these hubs and, perhaps, re-categorizing them.

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needed to promote additional usage of where charrettes have already been done and Figure A-18. Broward County Community Hub Concept available land around the Busway transit where land is easily accessible. stations. These areas show great potential in becoming future employment cen- The county and local agencies should look into ters for the region, located along an ex- providing additional funding assistance traordinary transit corridor and will pro- through grants, tax incentives and create pri- vide economic development impacts for vate-public partnerships to spur TOD develop- the region. ment in those areas. Local government agencies or non-for-profit entities should be created In following the TOD concepts men- to develop a greater relationship with partners, tioned above in Denver and in Broward such as developments and employment com- County, a corridor TOD should be taken panies, to attract such developments and stew- Source: Broward MPO into account for the US-1 Busway. Within ard such partners through the incentives and this corridor, employment centers process of creating TODs. The Institute for should be clustered around Busway sta- Transportation and Development Policy men- South Dade Potential tions to develop greater density. Table A-9 de- tions that land potential doesn’t play a strictly picts the different kinds of centers depending direct role in TOD success, a place with modest All of these concepts of TOD can be used to on employment density and help the South Dade area create economic de- what types of transit can Table A-9. Transit Centers velopment around its existing and future service these densities. transit corridors. Especially areas located along the US-1 Busway corridor are key areas for re- With this table in mind, sta- development for TODs. Such development al- tions on the Busway should ready exists in the northern areas of the South be identified as one of the Dade study area along Kendall Drive and US-1. three transit centers. Municipalities such as Palmetto Bay and Cutler By doing so priorities can be Bay have created charrettes to provide the setup on centers which are ground work for what’s needed in their areas, densely populated, have or development nodes. Additional action in ar- more local government sup- eas south of Cutler Bay and in the Goulds, port, such as locations Source: A Framework for Florida Transit-Oriented Development in Florida Department of Transpor- Princeton, Modelo and Homestead areas are tation and Florida Department of Community Affairs, March 2011

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APPENDIX A – PLANS FOR SOUTH DADE COUNTY land potential could still succeed if government Miami-Dade Transit Discount Pro- College Discount Program intervention was strong. If a government does grams This program allows for full-time students at lo- nothing to support TOD along the transit corri- cal colleges, universities, technical and voca- dor, there will be no TOD impact. Currently, MDT provides four discount programs, below is a summary of each program. tional schools to purchase the College EASY Miami-Dade Transit also should look into de- Ticket for $56.25, half of the price of the origi- veloping a Busway system that is a complete Corporate Discount Program nal monthly pass ($112.50). The college dis- Bus Rapid Transit System. Providing more count program is bought through the partici- The Corporate Discount Program (CDP) is a pro- amenities to improve on an infrastructure pating local college. gram through the rider’s employer which pro- that’s already existent should be imperative, vides pre-tax saving by obtaining monthly pub- and would provide more benefit dollar for dol- K-12 Discount Program lic transportation through a tax deduction un- lar. The following improvements should be rec- der IRS Code 132(f). The CDP provides a one- The K-12 discount program provides both reg- ommended: month transit pass on the MDT EASY Card, istered public and private school students attending classes in Miami-Dade County to ride 1. Intersection treatments good for a month of unlimited rides on Metro- bus and Metrorail. Public and private compa- Metrobus and Metrorail for half the regular 2. Off-board fare collection fare (inclusion of a daily, weekly or monthly 3. Passenger information nies, government agencies and non-profit organization are all eligible to participate in the pass). For the cost of two dollars, a student can a. Estimated Time of Arrival signs program. There are three ways to participate: register to obtain a K-12 EASY Card providing the reduced rate until the student graduates 4. Safe and comfortable stations from high school. 5. Secure bicycle parking 1. The employee pays for the entire cost of 6. Completion of the Underline monthly transit with pre-tax/set-aside dollars of their salary. County Employee Discount Pass 2. The employer pays for the entire cost of County employees receive a discount of $95.65 TRANSIT PROGRAMS monthly transit through a tax-deductible for a monthly pass with pre-tax savings. The subsidy. employees’ transit expense is deducted from Transit Ridership may be encouraged by pro- their paycheck before taxes and an EASY Card grams which subsidize transit costs and are 3. The employer and employee share the is automatically reloaded every month as long available in Miami-Dade County. cost of monthly transit, both paying for it as the employee is in the program. with pre-tax dollars.

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TASK 2.2 LEVEL OF SERVICE Figure A-19. Miami-Dade County Future Land Use Map MAPPING Land Use

Task 2.2.1

In reviewing the land use of the South Dade area (Figure A-19), we find the following:

• Future Land Use – Mainly Estate and Low Density, with some Low- Medium Density

• Urban Development Boundary very close to Busway, “narrows” sub-regional development along corridor.

• South Dade is spread out, there is not much in the way of Cen- ters/Hubs

As an offshoot of the Land Use analysis, we reviewed population estimates and pro- jection to better ascertain potential future demand. This data was primarily extracted from the travel demand model. As the prior 2035 data highly optimistic and used historical trends with some skew bias, the newer 2040 data was utilized. Source: Miami-Dade County

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The population for the South Dade area was The current population to jobs ratio is: This is significant as this ratio only changes by 532,092 in 2010, and expected based on the 0.19; whereas the average household size model to reach 758,446 in 2040. As we ap- • 0.31 (2010) changes by 0.16 in the same period. The small proach 2040, the average household size will • 0.36 (2040 Proj.) difference seen here is likely within a popula- be 3.22, rising from 3.06 in 2010 (Table A-10). tion’s margin of error, and this shows that the With the average household size at 3.06, this number jobs is more or less only growing with Employment also rises during this time period, essentially equates to one job or less per the household size. Comparing the jobs and and is projected to increase from 168,672 in household; this population to job ratio thus in- population increase, it seems as if there will be 2010 to 276,819 in 2040 (Table A-10). dicates that South Dade is essentially overall a more job growth in the area versus population commuting community, and suggests that re- growth, and this is true. What this data also In mapping this growth in jobs and population, ducing regional VMT will require investment suggests, however, is that the difference in we find that densification is projected mainly into land use and economic development, not growth really is not all that large. Given the lo- along the US-1 corridor, with some additional transportation facilities such as road widening. cal factors, such as average income and ob- growth in the Kendall area (Figures A-20 and A- served changes in family size, the increase in 21). Jobs – Household Ratio household size would indicate more children or elderly member of the household, and thus In looking at the jobs to household ratio, we Jobs – Population Ratio more potential for a second person to need to find the following: A primarily indicator of potential need to travel work to make ends meet. for work can be found in a jobs-population ra- • 0.97 (2010) tio. While being at parity (Jobs: Worker Popu- • 1.18 (2040 Proj.) lation = 1:1) does not necessarily mean people will live and work within the region, as other qualitative aspects, such as job skills to industry Table A-10. Comparison of 2030 and 2040 SE Data for South Link Corridor and Miami-Dade County type also influence patterns, there is a higher likelihood and potential for this occur. Gener- ally, a ratio of 1 to 1.5 will provide for balance; with higher numbers indicating a jobs rich area and a lower ratio indicating a bedroom community. There is evidence which suggests that in a larger area, a balanced job-housing ratio tends to exhibit shorter commuting distances, thus reducing VMT in the region. Source: South Miami-Dade Transit Corridor Study 2015 Update

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Figure A-20. 2010 and 2040 Projected Populations in South Miami-Dade County

Figure A-21. 2010 and 2040 Projected Employment in South Miami-Dade County

Source: SERPM7, The Corradino Group

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Figure A-22. Miami-Dade County Transit Network Task 2.2.2 Transit The following transit maps (Figures A-22 through A-25) show the routes and extent of range for the Miami-Dade Transit system, as well as the general coverage area of the routes. Transit provision in South Dade, from a theo- retical standpoint, is very high. However, when we take the Comprehensive Plan standard of 30-min headways (in areas with >=10,000 per- sons/sq. mi.) in a ½ mi. corridor, we find that coverage is much less. The difference between the two involves busing with peak headways of 30 minutes versus busing with peak headways of up to one hour. As the time between buses increase, the likelihood that transit is based on choice decreases. After all, why wait when you can drive and why not, when you have the means? Lower headways are important to en- abling modal shift through capture of choice riders.

We further refined the traditional ½ mile bub- ble by utilizing the existing network to display a walking distance, as land use and available facilities limit the range from the bus stop. In see- ing that map, we find that gaps exist in South Dade, for which local feeder routes should be explored in order to provide better service. Dade TransitDade -

Miami Source:

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Figure A-23. Half-mile Service Area – South Dade Figure A-24. Half-mile Service Area, Routes with Regular Off-peak Service

Source: The Corradino Group Source: The Corradino Group A-30 | Page EVALUATION OF MULTIMODAL MOBILITY OPTIONS IN THE SOUTH MIAMI-DADE AREA

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Figure A-25. Effective Transit Coverage Based on Half-mile Pedestrian Shed Task 2.2.3 Bicycling emphasize that biking a few times a week re- Facilities duces blood pressure and stress while increasing energy and elevating overall mood. Other The local shared-use advantages of bicycling and walking reach be- trails in the South-Dade yond transportation effects, such as fuel cost Region can be catego- savings, a reduced carbon footprint, and it’s an rized as one of three ideal way to achieve recommended levels of types of bike routes, physical activity. these being: Protected Bike Lanes, Neighbor- A good biking infrastructure can also improve hood Greenways, and local economy. Every year new studies demon- Urban Trails. strate the economic impacts of bicycling – recent examples include Chicago, Iowa, Minne- Bicycling is a growing apolis, Vermont, and Wisconsin and if we look form of active transpor- as far as foreign nations, France’s VElib bike tation, commuting on a transportations master plan is nothing short of bike provides an alterna- a complete success. The evidence demon- tive to the congested strates that investments in bicycling infrastruc- roadways and provides, ture make good economic sense as a cost-ef- at times, a time reduc- fective way to enhance shopping districts and tion on a commute while communities, generate tourism and support enjoying the scenery. business. The best way to attract people who ride bikes and accrue all of these benefits is by There are also added building infrastructure that makes it more at- health benefits that tractive for people to ride. Building that infra- make biking an ideal structure creates jobs, and it does so extremely transportation alterna- cost-effectively. In fact, there’s no better job- tive, the American creating bang for your transportation buck.2 Health Association latest statistics state that the But for a bike trail to be successful a number of average cyclist pedaling factors need to be carefully planned, reviewed at only 10mph burns about 400 calories an hour. Their studies also 2 Advocacy Advance, Bicycling Means Business Source: The Corradino Group

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Figure A-26. Regional Bike Trails and implemented. For example, the land used South Dade is limited; and its surroundings must meet a set of opti- where there are paved mal conditions. Properly understanding this pathways, and bicycle conditions can optimize the result of the lanes, generally, the bicy- bikeway infrastructure. This means under- cle level of service ranges standing factor like the need for bikeway de- from A to C. However, signs that are comfortable and lower-stress for the coverage of the net- people of all abilities. work is currently such that there is a single Type of Bicycle Facilities and Their Defini- spine, with some parallel tions: corridors to access this network spine, but ac- • Low-stress bike Protected Bike Lanes: cess is limited. Additional corridors on key streets between neigh- east-west corridors borhoods that use physically protected would raise the bicycle bike lanes to create an experience similar level of service in various to riding on an off-street trail. areas of South Dade. • Neighborhood Greenways: Local networks of well-marked routes on quiet The challenge is recog- neighborhood streets optimized for nized to design city bikes with pavement markings and other streets to be safe and treatments, like curb bump-outs and welcoming to cyclists. contraflow lanes. Unique urban streets require innovative solu- • Urban Trails: A connected network of tions such as those in the off-street paths along corridors that pro- NACTO Urban Bikeway vides the ultimate low-stress biking ex- Design Guide. It should perience for people of any age or skill be standard practice to level. There are about five local shared- create safe bicycling con- use trails located in the region. ditions that result in a comprehensive street Figure A-26 is a map indicating the trails listed improvement strategy along with the county’s bike lanes. As can be that result in better seen from this map, the bicycle network within places. Source: The Corradino Group

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Summary of Existing Trails: parks and other recreational areas. The bike trail. This bike trail has a good mix- land uses around the trail do not make it ture of recreational usage and utilitarian • South Dade Trail (Bike Route M) (MIXED conducive for utilitarian usage due to the usage due to the mix in land uses from URBAN/PROTECTED TRAIL) – The South primarily residential suburban land use one end of the corridor to the other. The Dade trail is a complex but diversified for the exception of the school areas eastern side contains a medical facility trail. It consists of a 20.5-mile path with along the trail. The trail also provides (Jackson South), a library and other com- bike access parallel to US-1, located just connection to the Commodore, the Red mercial areas along with a public park. west of the Busway. The trail starts on Road and the Biscayne Trails. Additionally, on the eastern end the trail the north end, at the terminus of the Un- connects with the South Dade Trail. On derline/East Coast Greenway, located at • Black Creek Trail (Bike Route 7) (URBAN the western end the trail connects to the Dadeland South Metrorail station TRAIL) – Unlike the previous two regional more residential, commercial, and insti- and runs south through all of the South- trails, the Black Creek trail runs along the tutional uses. Dade communities ending at Florida City. Black Creek (C-1) Canal and starts at the Land use along this trail makes it condu- Larry and Penny Thompson County Park, • Biscayne Trail (GREENWAY TRAIL) – The cive for both utilitarian and recreational next to ZooMiami, and makes its way in Biscayne trail stretches a distance of 2.5 usage with both major commercial areas a southeasterly direction to the Black miles. It connects the Old Cutler Trail and institutional areas located up and Point Park and Marina at SW 244th St. with the Black Point Park and Marina. Ad- down the US-1 corridor. With 8.3 miles in length, it is mostly used ditionally, the north-south trail runs ad- for recreation but does provide some ac- jacent to SW 87th Avenue and provides a • Old Cutler Road Trail (Bike Route 1) (UR- cess for residents to commercial areas connection to the Black Creek Trail, lo- BAN TRAIL) – This particular trail is lo- along the route. The trail also intersects cated in the Town of Cutler Bay. With the cated in the eastern part of the study with the South Dade, Old Cutler Road exception of the school area, the trail is area. Conformed of 11.8 miles long track, and Biscayne Trails. mostly used for recreational activity. it provides bike access running north and south parallel to Old Cutler Road. The • Coral Reef Trail (Bike Route 10) (MIXED • Snapper Creek Trail (Bike Route 3) trail starts on Cocoplum Rd. and Sunset nd PROTECTED/URBAN TRAIL) – The four (GREENWAY TRAIL) – The Snapper Creek Drive (SW 72 Street), in the City of Coral point four (4.4) miles trail connects east- trail is a distance of 2.7 miles. Located Gables, to the north and runs south to-west along Coral Reef Drive (SW 152nd north of the South Dade Study limit, it along the historical roadway, similar to Street) from US-1 at the US-1 SW 152nd runs parallel to SW 117th Avenue to the the South Dade trail, through most of the Street park-and-ride west to ZooMiami. west of its location. With beginnings just South-Dade communities and ends at th th Unlike the above mention trails, the south of Bird Road (SW 40 Street/SR- SW 216 Street in the Town of Cutler Coral Reef trail is a widened sidewalk 976) it extends to a stretch that runs par- Bay. This trail is mostly used for recrea- with a green marked area signifying the allel to the roadway and the Snapper tional purposes due to its proximity to

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Table A-11. LRTP Projects in Miami-Dad e MPO 2040

Creek (C-2) Canal ending north of Sunset However, additional Priority Project # Project Roadway Limits Project Description nd Drive (SW 72 Street/SR-986). Connect- projects need to be cre- NM7&24 SW 216 St HEFT to SW 127 Ave Bicycle/Pedestrian Improvements NM8 SW 268 St US-1 to SW 112 Ave Bicycle/Pedestrian Improvements ing mostly suburban residential areas, ated and implemented NM12 SW 176 St/Hibiscus St SW 107 Ave to US-1 Bicycle/Pedestrian Improvements the trail is considered a recreational trail, in order to complete the NM13 SW 137 Ave HEFT to US-1 Bicycle/Pedestrian Improvements SW 67 Ave to Miami River NM16 M-Path GreenLink Trail Improvements offering a calm quite ambiance for its regional trails and/or Greenway Biscayne National Park to user. build upon by adding NM19 Biscayne Trail "C" Trail Improvements Black Point Park SW 187 Ave to SW 162 branching connector NM21 SW 328 St Bicycle Facility Improvements While most of the shared-use trails in South- Ave trails. The existing sys- S. Dixie Highway to SW NM22 SW 268 St Bicycle Facility Improvements Dade maybe used for utilitarian purposes, cur- tem, as could be seen in 112 Ave NM23 SW 112 Ave SW 256 St to SW 248 St Bicycle Facility Improvements rently the trails are mostly being used for rec- Figure A-26, relies on 1 NM25 Caribbean Blvd Marlin Rd to SW 87 Ave Bicycle Facility Improvements reational purposes. This can be due to the lack US-1 as a spine. While (2015-2020) NM26 SW 112 Ave SW 117 Ave to SW 152 St Bicycle Facility Improvements NM28 SW 104 St SW 77 Ave to SW 57 Ave Bicycle Facility Improvements of connectivity to main commercial centers in this is a vital facility, NM29 SW 77 Ave SW 104 St to SW 136 St Bicycle Facility Improvements NM30 SW 128 St SW 77 Ave to US-1 Bicycle Facility Improvements the region and the reality that most of the there are few connec- NM31 SW 124 St SW 77 Ave to US-1 Bicycle Facility Improvements Homestead to SW 8 St South-Dade region’s land use is mostly residen- tions for safe bicycle rid- NM44 Krome Trail Bicycle Facility Improvements (Tamiami) tial, suburban in nature, not containing much ing which extend into NM SW 264 St US-1 to SW 137 Ave Bicycle Facility Improvements Old Cutler Rd Path of an employment area. This causes long com- NM SW 136 St to SW 72 St Trail Improvements the neighborhoods of Phase 2 mutes in both distance and time, which is not South Dade Greenway Biscayne and Black Creek South Dade. The crea- NM Trail Improvements Bridges Trail Bridges conducive for utilitarian usage. Additionally, tion of new connector US-1 to Biscayne National NM Biscayne Trail "D" Trail Improvements most of the bike trails provide great access to trails will connect to Park Snapper Creek Trail SW 94 Ave/K-Land Park to NM90 Trail Improvements parks and other recreational attractions in the neighborhoods and "B" SW 57 Ave Snapper Creek Trail K-Land Park/SW 88 St to region. NM51 Trail Improvements places of business, cre- "A" SW 72 St Snapper Creek Trail ating a seamless bike NM52 SW 72 St to SW 8 St/FIU Trail Improvements Table A-11 lists the projects currently planned 2 "A" network. These trails (2021-2025) Roberta Hunter Park to SW side of SW 117 NM58 South Dade Trail & Black Trail Improvements for implementation in the Miami-Dade MPO should exist between Ave 2040 LRTP. As stated earlier, the goal is to cre- Creek Trail Junction the regional trails and Larry and Penny Thompson NM70 Black Creek Trail "B" Trail Improvements ate a bicycle network consisting of bicycle major traffic generators Park to Krome Trail lanes, bicycle boulevards, shared-use streets such as major shopping NM138 SW 137 Ave US-1 to SW 184 St Bicycle Facility Improvements and off-street paths. Bicycle mode share is NM145 SW 344 St SW 192 Ave to NW 6 Ave Bicycle Facility Improvements malls, schools and col- NM 146 SW 192 Ave SW 344 St to SW 376 St Bicycle/Pedestrian Improvements Ingraham Highway to SW likely to increase by creating options for differ- leges, hospitals, job cen- NM147 SW 376 Ave Bicycle Facility Improvements 4 192 Ave ent types of cyclists with different needs. Then, ters, transit stops, and (2031-2040) NM148 Ingraham Highway SW 376 St to SW 392 St Bicycle Facility Improvements Ingraham Highway to the interested and concerned will become NM 149 SW 392 St Bicycle Facility Improvements other locations of local Everglades National Park more comfortable with bicycling. SW 288 St to SR- importance. NM152 SW 137 Ave Bicycle Facility Improvements 821(HEFT)

Source: Miami-Dade MPO 2040 LRTP

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EXISTING BICYCLE CORRIDORS Figure A-27. 2040 LRTP Mobility Needs Assessment Tool Corridors ANALYSIS In the Miami-Dade County MPO’s 2040 Long Range Transportation Plan (LRTP) ten corridors were identified using the Mobility Needs As- sessment Tool (MNAT) based on dominant travel patterns within the County (Figure A- 27). The average width and length of a given corridor is five miles and 17 miles, respectively. Out of the ten corridors, four corridors are present within the South Dade regional area. These corridors include: Southwest US-1 (Cor- ridor 1), Kendall Downtown (Corridor 2), Northeast Kendall NS (Corridor 10) and West County (Corridor 9). In this section of the study the current conditions of these four corridors will be analyzed along with the possibility of future improvements.

Southwest US-1 The Southwest US-1 Corridor is a multi-lane Source: Miami-Dade MPO 2040 LRTP roadway that travels through the South Dade corridor with links for interstate travel. It is one of the primary highways serving the rapidly roadway in South Dade can emulate the travel Due to increasing developmental pressures growing metropolitan region. pattern of US-1, other roadways may provide and the existing traffic congestion along por- traffic relief assistance, such as Old Cutler tions of US-1, many studies have established Mainly consisting of South Dixie Highway, the Road, but no other infrastructure is able to pro- the need to develop a comprehensive multi- six-lane principle arterial connects all of South vide direct regional access as US-1 does. This is modal transportation plan for the corridor. Dade to the Downtown Miami area, from a what makes Southwest US-1 such an important northeast-southwest direction (including a centric point of access. As a result, the US-1 corridor is mostly built out connection the Monroe county). No other in terms of roadway capacity, especially in the

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APPENDIX A – PLANS FOR SOUTH DADE COUNTY northern areas of South Dade (from SW 88th connection with the Metrorail system, the Bus- From SW 168th Street to SW 184th Avenue is the Street to SW 216th Street). Yet few areas of way provides extraordinary transit service par- start of a more mixed use land use alongside commercial development have reached there allel to US-1 to the South Dade region south of US-1, the Village of Palmetto Bay’s Village Hall allowed intensity. It can be anticipated that the Dadeland South Metrorail station. Most of is located in this area as well as other commer- over the study horizon, land use intensities the major intersections along the US-1 corridor cial and industrial uses. The Village has done a along the corridor will intensify to their as of are aligned with Busway stations, many with charrette in this area to provide more density right allowances. park-n-ride locations, and commercial strip and much more of an urban setting of signifi- malls. Municipalities such as the Village of Pal- cantly less intensity than Downtown Kendall. The areas closest to Kendall Drive provide the metto Bay and Town of Cutler Bay have created most mixed land uses and higher densities. As Charrettes providing developers and govern- Between SW 200th Street and SW 211st Street is a result, both Metrorail green and orange lines ment with a clear perspective and guidance on another node of mixed use located within the terminate in this area, which is known as how to develop their downtown areas similar Town of Cutler Bay. Within this area is the Downtown Kendall. Both Dadeland South and to the Downtown Kendall Charrette. Southridge Mall mixed with other commercial North Metrorail stations provide access to the areas including denser commercial and institu- Downtown Kendall area, where major genera- Between SW 128th Street and SW 144th Street tional uses such as the South Dade Govern- tors exist such as the Dadeland Mall and other to the west, there is a sector of mixed land use ment Center and the location of the Town’s commercial and residential developments of that consists of a mix between industrial areas, Hall. This area has also been Charrette by the greater densities. Most of the Downtown Ken- commercial areas and residential areas. Also Town to provide more guidance in the develop- dall area was developed with guidance and di- located within the area is the Falls Shopping ment of a denser and urban area very similar in rection from the Downtown Kendall Charrette, Mall, which is a regional generator of traffic. To nature to the Dadeland area. Located along US- which created and is still today growing into a the south and west of the shopping mall are 1 and SW 112nd Avenue, to the northwest is an- great urban area. As we go down the US-1 Cor- more density populated residential areas sur- other park-n-ride facility for the Busway sta- ridor we will find few pockets of development rounded by more suburban residential areas. tion. It also should be noted that the Home- and/or future planned development that have stead Extension of the Florida Turnpike (SR- the same intensions at mind. At Coral Reef Drive (SW 152nd Street) provides 821) crosses US-1 just to the north of this area, more mixed uses between institutional land causing this area to be the central hub for the South and East of the Downtown Kendall area uses, such as Jackson South Hospital, Coral region. is the Village of Pinecrest. Within this area US- Reef Library and commercial strip malls. Addi- 1 is lined mostly with shopping centers, which tionally, there is a park-n-ride located on the South of this area SR-821 runs parallel to US-1 have not reached their as of right zoning limits south western corner of the intersection for to Florida City. At SW 211th Street, US-1 is re- in height, density or floor area ratio. These the Busway station next to the Palmetto Golf duced to a four-lane facility due to the more ru- front residential neighborhoods consisting of Course. ral nature of the area till the City of Homestead. low density or estate density residential. In The Urban Development Boundary Line (UDB)

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around this area is as close as a half-mile from Kendall and the Kendall Baptist Hospital area. connecting through major highways and inter- US-1, and has created more of an agricultural As a result, MDT and the Miami-Dade Express- section becoming a six-lane principal arterial use mixed with rural residential and suburban way Agency (MDX) has been studying the use roadway before ending at Krome Avenue. The residential areas. At the intersection of US-1 of the busway as an express lane, using the ex- 12-mile corridor passes through a plethora of and SW 244th Street is the location of the fourth isting infrastructure more efficiently. MDX has land uses before it finally reaches Krome Ave- Busway station park-n-ride, located in the studied building overpasses at major intersec- nue. Princeton neighborhood. tion along the Busway where delays maybe currently occurring on the buses servicing the On the east side, Kendall Drive is a suburban South of SW 280th Street the urban boundary route. Additionally, other alternative uses residential area, but as the corridor heads west opens up and the area along the US-1 corridor should be looked into such as regional bike cor- to US-1, it comes more densely populated as becomes more developed with suburban resi- ridors. The completion of the M-Path would the roadway enters the Downtown Kendall dential developments and commercial strip give commuters of this corridor an additional Area. This area is a major urban area with ma- malls. At the intersection of SW 296th Street alternative vs riding in a car or bus. jor trip generators such as the Dadeland Mall and US-1 is the location of the fifth Busway sta- and other high-rise commercial buildings tion park-n-ride. As US-1 runs south the devel- With all issues, attacking a problem from one mixed with residential uses. All of these ele- opment trend becomes more urban the closer dimension may not help in addressing the is- ments combine with the extraordinary transit the corridor gets to downtown Homestead and sue. Land use needs to be looked at within this provided by the Metrorail at both Dadeland Florida City. The fifth and final Busway station corridor, especially in the southern areas and North and South stations to create a major ur- and park-n-ride is located at SW 344th Street in new charrette downtown nodes. The creation ban area. Along the corridor Miami-Dade the Florida City. Further to the south, Krome of more employment through the use of com- Transit provides bus routes and express ser- Avenue (SW 177 Ave, SR-997) merges with US- mercial and industrial land uses in the corridor vices along the entire corridor accompanied 1 and the SR-821. The southern area of the US- is extremely important. This would cause a re- with park-n-ride stations. 1 corridor has the most potential for develop- duction in the need for residents to have such ment compared to areas in the northern area long commutes due to the lack of employment Further west Kendall Drive, the principal six- of the corridor, which have been built out. The in their community. lane arterial, (SR-94) meets with the Palmetto Florida East Coast (FEC) first developed the cor- Expressway (SR-826) proving how connected ridor; the South Dade Busway is actually lo- Kendall Downtown and integral the Downtown Kendall area is. Continuing west the development on the road- cated in what was the FEC railroad. th The Kendall Drive Corridor (SW 88 Street/SR- way becomes strip malls and lower density According to the models run in the LRTP, trips 94) is one of the busiest east-west corridors in apartment complexes surrounded by suburban the South Dade region. It starts on the east at made along this corridor are usually towards single family residential areas. It’s important to SW 57th Avenue (Red Road) as a county major the Downtown Miami, Downtown Coral Ga- note Snapper Creek Expressway SR-878 runs collector two-lane roadway and heads west, bles, Miami International Airport, Downtown parallel to Kendall Drive providing additional

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support to the roadway in terms of traffic ca- Further west at SW 127th Avenue the land use corridor. The transportation issue of this corri- pacity. A major generator is located just west becomes more institutional and contains a ma- dor cannot be solved by only one solution but of Galloway Road (SW 87th Avenue/SR-973) the jor regional soccer park. Surrounding these many. Land use should come to play especially location of Kendall Baptist Hospital. The area land uses are of commercial strip malls and the inclusion of more commercial and indus- decreases in density and becomes more of a apartment complexes surrounded by single trial areas to reduce the distances of trips suburban single family residential area sur- family residential uses. At SW 137th Avenue caused by the lack of employment opportuni- rounding the hospital area. Further west Don (SR-825) the land uses of Kendall Drive con- ties in an area. Shula Expressway (SR-874) intersects with Ken- tinue. dall Drive, this is where Snapper Creek express- Also, new tools are being used in existing infra- way merges with SR-874 and seizes to assist Two park-n-ride facilities are located within the structure such as express buses on highways Kendall Drive. To the south though Killian Drive western parts of the Kendall Drive Corridor and express lanes on highways to efficiently get (SW 104th Avenue) provides assistance and will along SW 150th Avenue, a parking lot next to a commuter from point to point. run parallel to Kendall Drive all the way till SW church and at SW 162nd Avenue next to the 167th Avenue, just before Krome Avenue. West Kendall Baptist Hospital. West of this area Northeast Kendall Kendall Drive’s land use changes to more agri- Traveling west until SW 117th Avenue, the land cultural land uses due to the Urban Develop- In this corridor the central roadway connecting uses become denser again with apartment ment Boundary Line. Most of the Kendall Drive the north-south trip is the Palmetto Express- complexes along the corridor with more single corridor has been built out, both in terms of de- way (SR-826) to the north and US-1 to the family homes surrounding and the continua- velopment and in terms of roadways. The only south, since SR-826 ends and begins. The corri- tion of strip malls. To the south on Killian Drive, areas with development potential are in the far dor extends to the far reaches of northern Mi- a major generator is located at NW 107th Ave- western reaches where the UDB exists. ami-Dade County to the areas of the City of Mi- nue, Miami-Dade College West Campus. ami Lakes, Doral, Hialeah and the Miami inter- According to the models run in the LRTP, trips national Airport area. Within the project area At the interchange with SR-821, both east and made from this corridor are usually towards of South Dade, the corridor begins at Kendall west the interchanges are major shopping ar- the Downtown Miami area, Downtown Kendall Drive. This area, as mentioned before is a major eas the Palms at Town & Country and Kendall area and Kendall Baptist Hospital area. As a re- generator of trips the Downtown Kendall area. Village Center. Both developments contain sult, MDT has been implementing express bus- As a result, a good amount of trips may be from commercial shopping areas and professional ses in this corridor and creating more park-n- north to south the Downtown Kendall area. office building providing more density to the riders to get commuters to the Metrorail line. area and jobs. Additionally, MDT are in the process of imple- As mentioned before in the US-1 corridor, most menting Bus Rapid Technology along the entire the areas south of the Downtown Kendall area are residential in nature for the exception of

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APPENDIX A – PLANS FOR SOUTH DADE COUNTY the few mixed use areas where employment in Road/SR-825). SW 137th Avenue provides a On the eastern side of this segment is all single- the commercial and industrial land uses, such north/south connection for the western subur- family residential uses. South of SW 156th as The Falls Mall area. As a result, most of the ban and rural areas of Miami-Dade County. The Street residential suburban land uses continue trips from this area is actually commuter with roadway connects with the Dolphin Express- till SW 160th Street (Colonial Drive) were insti- trips toward the northern part of the County way (SR-836), the County’s major east-west ex- tutional uses are present on the eastern side of were more employment centers are present. pressway. MDT provides bus route service the roadway. The Federal Correctional Institu- along the corridor from SW 8th Street to SW tion, the LTC Luis E. Martinez US Army Reserve Another area to keep in mind, as mentioned in 160th Street and again between SW 180th Street Center are located in the area along with Zoo- the Kendall Corridor, is at the southwestern and SW 184th Street. Miami are located on the eastern side of the reaches of the corridor, the Kendall Baptist roadway. Further south along SW 137th Avenue Hospital area which provides plenty of employ- Starting along Kendall Drive, SW 137th Avenue are additional single family housing land uses ment. This adds to the southbound commute is a six-lane principal arterial roadway aligned mixed with commercial strip malls. At SW 184th and possible north bound commute of resi- with commercial strip malls, single-family and Street, the roadway becomes a two lane road- dents residing in the southern parts of the cor- multi-family residential areas. way and abuts the western UDB line. This ridor. causes the areas south of SW 184th Street to th The roadway segment between SW 120 become more agricultural in use and rural in th Most of the corridor has been built on and will Street and SW 136 Street consist of Miami Ex- nature. now progress to a more vertical development ecutive Airport located on the west side, a ma- trend. This creates a great need for more trans- jor commercial shopping area (London Square) South of SW 200th Street the corridor has a gap portation alternatives in this corridor. Such so- mixed with industrial ware houses and multi- until after US-1. In this area trips are diverted lutions as mentioned in the LRTP will be the ef- family residential areas. either to the west on SW 147th Avenue or to the ficient use of existing infrastructure the Pal- east on US-1 to connect to the rest of SW 137th th metto Expressway with express lanes and ex- South of SW 136 Street the western side of Avenue. More than one study has looked into press buses up and down the corridor. the roadway contains additional industrial bridging the gap between SW 200th Street and ware house areas mixed with single-family res- US-1. Further below are tables indicating the West County idential uses and finishing with a commercial type of roadway, implementation phasing and nd strip mall at SW 152 Street (Coral Reef Drive). status of the project. The West County corridor is located in the far South of SW 152nd Street, the roadway changes west areas of the county, closest to the edges functional classification to a minor arterial ur- SW 137 Avenue south of US-1 is a two-lane ma- of the UDB line. A roadway, which emulates the ban roadway containing on-street bike lanes. jor urban collector roadway aligned with corridor the best, especially through the South th mostly single-family and multi-family residen- Dade region, is SW 137 Avenue (Lindgren tial uses, with a sprinkling of agricultural and

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undeveloped land uses till SW 268th Street. It is City of Homestead) on the western area of Mi- Turnpike (HEFT), with an added draw in the important to note this segment of SW 137th Av- ami-Dade County, in relation to the West Cor- lack of toll needed to access Krome Avenue. enue is within the UDB line. South of SW 268th ridor SR-821 runs on the eastern side of the Current planning includes the widening of Street similar land uses are present and the SR- corridor limits. Being that most of the land uses Krome Avenue to four lanes to accommodate 821 (HEFT) intersects with SW 137th Avenue surrounding the turnpike are mostly suburban increased levels of traffic, with additional four- containing access to the expressway, as a result and residential in nature within the study area, foot bicycle lanes on each side of the road, and the roadway expands to a 4 lane roadway. the facility provides a direct connection to the an 11.6-mile shared-use path from SW 296th St. industrial and employment centers of the to SW 8th St. The roadway segment between SW 288th County located in the northern areas of the Street and SW 312th Street is predominantly county. These areas include the City of Doral Trips made from this corridor are usually from single-family residential use on the west side, and the Okeechobee Industrial Corridor, lo- South Dade to the northern areas of Miami- on the east the Homestead Reserve Airforce cated within the cities of Medley, Hialeah and Dade County towards the employment centers Base exists along with mostly agricultural uses Hialeah Gardens. located in the City of Doral and further north surrounding the former base. The corridor con- along the SR-281 corridor, especially around tains on-street bike lanes starting from SW Krome Avenue is a principal arterial located in the Okeechobee Road (US-27) industrial area. 288th Street till the southern end of the road- the western edge of the county. The north- As a result, the Florida Turnpike has planned fu- way. South of SW 312th Street the corridor south roadway connects to Okeechobee Road ture expansions of the SR-821 express way to passes the UDB line creating more of a rural ag- (US-27) to the north and US-1 to the south by include express lanes in order to provide ricultural land use. the City of Homestead. Within the corridor greater efficiencies on the expressway. Addi- area, the roadway is mostly surrounded by ag- tionally, the use of express buses forms the The roadway segment between SW 366th ricultural land uses, except for the southern South Dade area to the Northwestern employ- Street and SW 344th Street is surrounded by part which runs through the historical down- ment centers of the county has been planned. recreational uses, including the Motor Speed- town of Homestead. Land uses abutting Krome way and the Homestead Sports Complex. Avenue in City of Homestead are mostly resi- As noted above, one major issue with the SW dential and commercial uses, with a small mix 137th Avenue corridor is lack of a roadway con- Due to the expanse of the West Corridor, two of industrial areas. Krome Avenue and the nection between SW 200th Street and US-1. The more roadways need to be analyzed: Krome HEFT both provide alternatives for the resi- Miami-Dade MPO has labeled this project as a th Avenue (SW 177 Avenue/SR-997), and the dents of Homestead whom may work in the priority in both Transportation Improvement Homestead Extension of the Florida Turnpike northwestern employment centers of Miami- Plan and Long Range Transportation Plans. (HEFT/SR-821). SR-821 is a tolled highway run- Dade County. Additionally, traffic associated ning from north (I-75) to south (US-1, by the with agricultural uses such as freight trucks utilize the corridor as an alternative to the Florida

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Task 2.2.4 Traffic try to leave South Dade for Doral and Figure A-29. SERPM 7.0 No Build Scenario Miami, and internally to Kendall, the Review of traffic data from the MPO Arterial traffic will begin to bunch up and em- Grid Analysis Phase II indicated that for most of anate from the main arterial “choke- South Dade south of Cutler Bay, the traffic is points” leaving the sub region. Taking generally manageable, with few links below a the employment numbers into ac- LOS C/D. North of Cutler Bay, however, we find count, this is consistent with the LOS that the traffic is more significantly congested, findings of the MPO seen below in due to the limited number of arterial egresses Figure A-28. from the area. For work, 20 percent of all of South Dade’s workers heads towards Miami, Traffic is expected to increase in the 6.6 percent head to Kendall, 5.8 percent head future, with the roadways noted in to Doral, and 5.3 percent head to Coral Gables, blue in Figure A-29 failing to meet which serve as the top four employment-based LOS D. destinations in the area (Table A-12). As people

Figure A-28. South Dade Arterial LOS Table A-12. South Dade Employment South Dade

Total Primary Jobs 2014 Count Share Total Primary Jobs 299,183 100.0%

Jobs Counts by Places (Cities, CDPs, etc.) 2014 Count Share Miami city, FL 60,150 20.1% Kendall CDP, FL 19,684 6.6% Doral city, FL 17,483 5.8% Coral Gables city, FL 15,994 5.3% Hialeah city, FL 6,288 2.1% Three Lakes CDP, FL 6,025 2.0% Homestead city, FL 4,694 1.6% University Park CDP, FL 2,886 1.0% Tamiami CDP, FL 2,614 0.9% Source: The Corradino Group Source: US Census Bureau Source: Arterial Grid Network Analysis Phase II 2013

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APPENDIX B Travel Demand Forecast

EVALUATION OF MULTIMODAL MOBILITY OPTIONS IN THE SOUTH MIAMI-DADE AREA

APPENDIX B – TRAVEL DEMAND FORECAST

TRAVEL DEMAND FORECAST Although SERPM7 has period-specific highway The following assumptions are built into the assignment routines, the model combines all analysis: Travel demand model forecasts for 2040 condi- period assigned traffic volumes to report the tions were developed to support the Miami- daily model volumes. • Mode 292 (MDT Local) was assumed Dade MPO study to Evaluate Multimodal Mo- for all the new feeder/circulators bility Options in the South Miami-Dade region. The 2010 base year model was validated to the routes; The following is a summary of the travel de- year 2010 Annual Average Daily Traffic (AADT). mand forecasting effort. Overall, the 2010 base year model volume • Mode 251 (MDT Express) was assumed root-mean-square error (RMSE) was within the for the following express routes: Ex- Southeast Florida Regional Planning Model, allowable range for regional modeling pur- press Route B, Route D, and Route E; version 7.0 (SERPM7) was used to develop poses (Table B-1). The RMSE statistics for the forecasts for the South Miami-Dade region. regional volume is 38.21 percent with an over- • Route 31 and 34 were eliminated; The SERPM model is based on the CT-RAMP all volume-to-count ratio of 1.03. (Coordinated Travel Regional Activity-Based • Rerouted on to US-1: Routes 35, Route Modeling Platform) family of Activity-Based 38, Route 52, Route 200, and Route Models (ABM). SERPM7 was used to develop 252; the recent 2040 Regional Long Range Transpor- tation Plan (RLRTP). The model has a 2010 base Table B-1. Regional – RMSE and Volume/Count by Volume Group year and 2040 horizon year. The 2040 horizon year scenario includes the MPO-approved Traf- Allowable Volume Model Volume/ No of Count Range RMSE Volume Count fic Analysis Zones (TAZ) data and the cost feasi- Group RMSE (%) Count Links ble network inputs. SERPM7 is a time-of-day Range model validated using period-specific and daily 1 1- 5,000 94.17% 45 - 55% 6,171,126 4,864,305 1.27 1,571 2 5,000- 10,000 57.80% 35 - 45% 14,236,303 12,902,708 1.1 1,742 traffic counts. The five periods that are mod- 3 10,000- 20,000 34.70% 27 - 35% 31,583,467 30,890,153 1.02 2,091 eled are: 4 20,000- 30,000 25.08% 24 - 27% 20,877,144 21,539,635 0.97 898 5 30,000- 40,000 24.33% 22 - 24% 6,198,180 6,099,327 1.02 180 • Early AM Period 6 40,000- 50,000 21.14% 20 - 22% 2,684,329 2,769,095 0.97 61 • AM-Peak Period 7 50,000- 60,000 14.61% 18 - 20% 1,248,678 1,212,303 1.03 22 • Midday Period 8 60,000- 70,000 18.86% 17 - 18% 2,545,531 2,504,020 1.02 38 9 70,000- 80,000 21.33% 16 - 17% 4,226,563 4,093,369 1.03 54 • PM-Peak Period 10 80,000- 90,000 23.53% 15 - 16% 4,327,363 4,194,300 1.03 50 • Evening Period 11 90,000-100,000 21.09% 14 - 15% 2,200,457 2,275,971 0.97 24 12 100,000-500,000 11.62% LT 14 % 4,367,935 4,360,258 1 40 ALL 1-500,000 38.21% 32 - 39% 100,667,076 97,705,444 1.03 6,771 Source: The Corradino Group

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APPENDIX B – TRAVEL DEMAND FORECAST

• Green Line Metrorail extended to Cut- transit routes. As part of the transit projects, (V/C) ratio was computed for LOS B, LOS C, LOS ler Bay Mall (South Dade Busway two Metrorail route extensions, three express D and LOS E capacities. For Urban area links, ROW): Assumed speed 33.3 and no routes, one route with a headway improve- LOS D was the threshold, while for rural and changes to headway. ment and ten circulator/feeder routes were transitioning areas, LOS C was the threshold developed. • Orange Line Metrorail extended to “Reasonableness” checks were performed Florida City (South Dade Busway DEFICIENCY ANALYSIS comparing evaluation statistics for the regional ROW): Assumed speed 33.3 and no highway system (Table B-3) and the Miami- changes to headway. Roadway Dade system (Table B-4). It is noted that the Volume-to-capacity ratios were used as the pri- lane miles increase by 20 in the build scenarios • Kendall LRT in mixed traffic works sim- mary performance measure to identify the de- due to the roadway improvements in the pro- ilar to BRT/Express bus. Mode 251 ficiencies in the region for build and no-build ject list. In addition, for the build scenario, the (MDT Express) includes this route. scenarios. The 2012 FDOT LOS handbook ca- decrease in vehicle miles travelled (VMT) and pacities were used to perform the analysis. The vehicle hours travelled (VHT) statistics for are TAZ/SOCIO-ECONOMIC DATA LOS handbook lists capacities, based on area expected. Table B-2 presents population and employ- type, facility type, signal densities, ment data for South Dade, Miami-Dade and other roadway characteristics. Table B-3: Regional Highway Evaluation Statistics

County, and the SERPM region for 2010 and Capacity lookup tables were devel- No-Build* Build** 2040. oped to assign the appropriate LOS Total Number of Directional Links 34,392 34,471 handbook capacities to the model Total Lane Miles 17,015.05 17,035.29 Total Directional Miles 8,752.20 8,773.48 The 2040 build scenario includes 14 road and networks. A separate Area Type Total Volume All Links 551,007,186 546,010,985 33 transit improvements. The transit improve- variable called AREA3 was coded Average (Directional) Volumes of All Links 16,021.38 15,839.72 ments include 16 park-and-ride facilities and 17 into the networks that fix the area Total VMT All Links 143,499,190 142,230,438 Total VHT All Links 4,257,280 4,142,501 type characteristics of SYSTEM USER SPEED SUMMARY (excludes Centroid Connectors) Table B-2: Socio-economic Data Profile the links. AREA3 varia- Original Speed (VMT/Freeflow VHT) 43.23 43.29 2010 2040 ble has codes of 1, 2, Congested Speed (VMT/Congested VHT) 33.71 34.33 and 3, corresponding Posted Speed (MPH, weighted by Dir. Miles) 41.93 41.95 Population Employment Population Employment Original Speed (MPH, weighted by Dir. Miles) 40.71 40.71 South Dade 557,493 181,928 790,417 297,254 to urban, transitioning, Congested Speed (MPH, weighted by Dir. Miles) 37.01 37.25 and rural area types, Change in Speed (MPH, Congested-Original) -3.71 -3.46 Miami-Dade 2,515,905 1,125,068 3,307,549 1,636,614 respectively. Finally, Percent Change in Speed (Change/Original) -9.10% -8.50% Regional 5,591,127 2,634,587 7,013,526 3,409,450 *No-Build 2040 Cost Feasible the volume-to-capacity ** 2040 Cost Feasible with South Dade Improvements Source: SERPM 7.0 Source: The Corradino Group

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APPENDIX B – TRAVEL DEMAND FORECAST

th Table B-4: Miami-Dade Highway Evaluation Statistics and Build scenarios, links north of SW 136 Street (V/C of 0.83). Green over capacity in 2040 are lines on the map indicate positive effects on lo- No-Build* Build** Total Number of Directional Links: 15,461 15,536 indicated by the blue cal congestion. In some cases, such as on Old th Total Lane Miles: 6,459.60 6,480.32 lines. The comparison of Cutler Road by SW 168 Street (V/C change Total Directional Miles: 3,499.41 3,518.07 V/C maps for both sce- from 1.16 to 0.84), the traffic reduction means Total Volume All Links: 252,332,368 247,669,427 narios indicates that, alt- that road link no longer fails to meet LOS D Average (Directional) Volumes of All Links: 16,320.57 15,941.65 hough specific links may standards. Total VMT All Links: 57,029,184 55,943,741 benefit, and the overall Total VHT All Links: 1,976,449 1,877,012 effect on the regional Transit SYSTEM USER SPEED SUMMARY (excludes Centroid Connectors) system is a net positive, Original Speed (VMT/Freeflow VHT): 40.23 40.28 Table B-5 compares transit ridership by individ- this net positive is small Congested Speed (VMT/Congested VHT): 28.85 29.8 ual modes showing moderate improvement in Posted Speed (MPH, weighted by Dir. Miles): 39.62 39.69 and there are no signifi- the transit ridership. Note the decrease in rid- Original Speed (MPH, weighted by Dir. Miles): 38.39 38.41 cant improvements on ership for Mode 242 might be due Metrorail Congested Speed (MPH, weighted by Dir. Miles): 33.38 33.9 the roadways. extension to south and the route elimination — Change in Speed (MPH, Congested-Original): -5.01 -4.51 Routes 31 and 34. Percent Change in Speed (Change/Original): -13.04% -11.73% Figure B-3 indicates the *No-Build 2040 Cost Feasible ** 2040 Cost Feasible with South Dade Improvements change between the No- Overall ridership for the new routes, excluding Build and Build Scenar- Metrorail is 24,000, and the Metrorail exten- Source: The Corradino Group ios. The red links indi- sions realize a ridership increase of 30,000. Ta- cate where traffic in- ble B-6 provides more detailed projected rid- Roadway No Build/Build Model Results creases, and green links indicate a traffic reduc- ership data for each of the 17 Transit Lines tion. However, not all cases of increase in traf- Systemically, there are minor increases in over- which were evaluated for the Build Scenario for fic on individual links are to be considered neg- all speed, while regional VMT and VHT de- South Dade. ative as the most cases the increase of traffic crease. The decrease in both were expected on specific links can be attributed use/attrac- based on the project list, as the addition of new tion underutilized roadway capacity. Examples roadway facilities and bridges allowed for include SW 136th Street west of SW 107th Ave- fewer circuitous routes. The Volume/Capacity nue (V/C of 0.77), SW 77th Avenue between SW data on specific links are illustrated on the No- 162nd Street and SW 144th Street (V/C of 0.71), Build and Build scenario graphics, Figure B-1 SW 128th Street east of SW 107th Avenue (V/C and Figure B-2, respectively. In the No-Build of 0.95), and SW 97th Avenue immediately

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APPENDIX B – TRAVEL DEMAND FORECAST

Figure B-1: SERPM 2040 No-Build Scenario

Source: The Corradino Group Corradino The Source:

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APPENDIX B – TRAVEL DEMAND FORECAST

Figure B-2: SERPM 2040 Build Scenario

Source: The Corradino Group Corradino The Source:

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APPENDIX B – TRAVEL DEMAND FORECAST

Figure B-3: 2040 V/C Comparison (Build vs. No-Build Scenarios)

Corradino Group Corradino

Source: The Source:

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APPENDIX B – TRAVEL DEMAND FORECAST

Table B-5. Transit Ridership Comparison by Mode

Source: The Corradino Group

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APPENDIX B – TRAVEL DEMAND FORECAST

Table B-6: Projected Transit Ridership for Proposed Projects

Source: The Corradino Group

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