Coconut Grove Station Is Within One Mile of the Heart of the Coconut Grove Village Center, the Dinner Key Recreation Complex and the Coral Way and S.W

Home , Coconut Grove, Coconut Grove station, Dinner Key

- ---, . \ n. THE SETTING Located in the C~tyof Miami at the intersection of S.W. 27th Avenue and South Dixie Highway (U.S.1).the Coconut Grove Station is within one mile of the heart of the Coconut Grove village center, the Dinner Key recreation complex and the Coral Way and S.W. 27th Avenue commercial corridors. In the immediate vicinity of the station are two distinct low density residential areas separated from each other by U.S. 1. North of Dixie Highway, the Douglas Park and Silver Bluff neighborhoods both contain predominantly Latin populations with average socio- economic characteristics.The Silver Bluff I area is a particularly stable neighborhood of well-kept single family homes I I which are predominantly owner occupied, This neighborhood has a relatively large number of senior citizens (21 percent over age 65) in comparison to young people (18 percent under age 18) In the Douglas Park neighbofhocd where homes are being converted or replaced by duplex rental housing, a slight decline in average income and neighborhood conditions has occurred since 1970. Some overcrowding of housing is now occurring in this neighborhood as adequate housing in moderate price ranges has become increasingly difficult to locate within the City. In the Coconut Grove area. ' !! the population is predominantly white non-Latins, with generally middle and upper middle level incomes and high 1 I educational levels. Most of the residents are homeowners. a trend which is increasing with the development of numerous townhouse projects west of S.W. 27th Avenue. Over 40 percent of the house- hdds are made up of only one individual. mast of which are young people living in rental apartments.

NORTH SlNQlEMMlLY RNUt m OFFlOE SERVlCoADIlUSEMENT MUfflMMlLY W~ALUlWWSTRIM PARKS THE STATION AREA Land Use The area surrounding the Coconut Grove has experienced a succession of small Station is residential, including both single retail and service businesses. Despite the family homes and apartments, in gener- high visibility of this location a number of ally established, stable neighborhoods. businesses have failed to survive here. The areas most likely to experience new probably due, in part, to access difficulty development or redevelopment due to created by traffic congestion, and the the opening of the Coconut Grove rapid area's poor visual environment created transit station are the commercial and by the maze of advertising, aerial wires industrial zones along the S.W. 27th and marginal businesses. Avenue and U.S. 1arterials and the prop- Along 27th Avenue to the north of U.S.1 are erties immediately surrounding the station several new two and three story office site. buildings. a number of marginal service The ~ndustrialstrip which parallels the activities, and some small cafes and north side of US. 1includes light manufac- markets. Recent trends along 27th Ave- turing, auto and marine services, contrac- nue to the south of U.S.1 have been toward tors and construction supplies, wholesale adaptation of existing structures for new distributors, professional offices, and a uses, the most significant including a large Southern Bell distribution service Burger King, two private clubs and several center. These uses appear viable, particu- professional offices, larly in the southwestern section where The Miami Boys Club, located on S.W. several buildings have recently been 32nd Avenue at the western edge of the constructed or renovated. Marine related station impact area, is a major institu- businesses have been attracted to this tional use providing athletic, social, and area because it offers reasonable rents, cultural activities for youth throughcut the regional accessibility via U.S. 1, and county. The transit station could become proximity to a large local market at Dinner an important means of access to this Key. facility. . The intersection of 27th Avenue and U.S.1 Zoning Based upon recommendations of the1974 Coconut Grove Master Plan, several zoning changes have been implemented in the station area. These changes were intended to curtail direct auto access to U.S. 1 and to encourage high amenity, mixed-use developments and townhouse redevelopment in the vicinity of Bird Avenue and 27th Avenue. Only a small portion of the development potential of these zones has been realized thus far. North of U.S. 1 more traditional commercial zones (C-I and C-4) and relatively shallow lot depths have constrained the quality and intensity of development. Over one million square feet of additional floor area could be developed in the industrial zone (1-1) along U.S.I. The residential zones (R-2 and R-3A) west of 27th Avenue allow duplex and low density townhouse type structures on multiple lot development. Although there is little vacant land available in these areas, considerable additional development is possible through conversion of existing single family homes or demolition and replacement of deteriorated structures.

Circulation U.S. 1 and S.W. 27fh Avenue are the major traffic routes in the Coconut Grove Station area. Both of these arterials have segments in the vicinity of the transit station currently carrying more traftic than they were designed to handle. Roadway and intersection improvements along S.W. 27th Terrace and S.W. 27th Avenue adjacent to the station are planned to better accommodate the traffic projected to come to the station from the east and west. However, traffic crossing U.S.1 is presently severely llmited by the priority which must be given to U.S.1 traffic, and this condition is not likely to ease in the fo~esxmbleMure. Pedestrian movements across U.S. 1are severely constrained by conflicts with turning vehicles at 27th Avenue and the considerable distance transit patrons would have to walk to reach the signalized pedestrian crossing south of S.W. 24th Avenue. Additional pedestrian linkages between the station and nearby areas will be identified and addressed in the SADD program. The protection of nearby residential neighborhoods from traffic infiltration will be a major concern, due to the lack of major east-west streets directly serving the station and the potential for disruptive traffic spilling over into local residential areas. $uilding Characteristics Most of the bulld~ngsin the stat~onarea 1 are well maintained and tn good struc- tural condit~on,having been built since 1945 when building code regulations became relatively stringent However, In the low density resldentlal areas there remain a significant number of older I. hmes, many of which are of wmd frame construction The overall appearance and condition of properties in the station area is generally better in the stable I single family neighborhood east of 27th Avenue than In the transitional duplex areas to the west, where there is a need for minor maintenance and general improvement to prevent deterioration The reluctance of lending institutions to make mortgage and home improvement loans on these older structures has been a major factor in the process of decline and redevelopment in these neighborhoods.

7 7

I II~'~*+&BMITTED INTO THE awl - huctural Condition 1975 PUBLIC RECORD FOR ITEM~-,IP oN5-d-ol . eve opment Trends 3-'a --ODD: 0 c3ncmc~. ;:,[icun 3 2o a OD"88: Slnce 1970, building activity in the oqrswr 3 8 ~g SUL-J~C 00 .nooo D 8 o Coconut Grove station area has con- ! - - --- ?------sisted primarily of duplex and multi-family residential construction. In the area north ~urrj-~c~ro~ of U.S.1 the process has included infill and replacement of wood frame structures with conventional "I-"-shaped duplexes esz: lacking in distinctive design, landscap- !P--- ,-, _ _ ina. or site amenities. Medium densitv re;tal apartments have been con: structed alona U.S. I.The du~lexareas ,IVm=b.:cl=3;!cr;~ so~thd~.~.lCIT;bthe~-3~z&alon~Bird D ..oF10c a& Road have seen a trend toward parcel mzm91 assemblage and construction of quality ZdouG GooaG -0 planned developments. The numerous older wood frame structures remaining in this area plus the apparently strong market demand for moderate priced housing in Coconut Grove appear to present considerable opportunity for continuation of this trend. Along S.W 27th Avenue in the northern to sector of the station area, offices have been created both by new construction and by renovation of existing commercial and residential uses. The strength of the office market in tt?e station area will be m AM I. carefully assessed in the SADD program. b-1970-1977 eq+ Bulpunouns SD~JD ~eq+oUI un3m (uw~O~~A~J'DeJD eAOJ3 +nu0303 eq+ WOJ) SSe33D 04 UO!(Ue++DlD!3edS SpuDWQp 1 .sn Aq pe+ueSaldJe!JJDq e(q -0plWJO) w'83S!UeAUO3 pUD 48~slo) UO~+DJ8p!suO3~e~!nbe~ UO!lD(S I!SUD4 ec(+ o+ssmw el3&!q ~UDBU!YIDM 'uo!+!ppo Ul 'SUO!pesle+Ul U]Dpe3 +D S~DU~!S3!jJDJ+ j0 UO!+DIID+SUlel# PUD S+WJ+S10301 eWOS lo f3u!uepw puD MPnqsUo='J Aq me Gq lllM UO!(olD+S8q4 O+ SSe33D JDln3!qeA 'QD3986 lo PUoWW 4!DP Pe+='@d D ehles 04 96~106BU!AJD~ D e(Dp0W -W33D AIID~~U~A~O+ S! +! 'W3 OPZ +nOqD JOJ 401 BU~~JD~~PDJ~-+D UD AllJO ePnlm! AllD!+!u!ll!M uo!+D+sW e1!4M 'el!qowolno Aq ~(l~nb-euolouo!+!ppo UD puo sesnq Jepeej 1~x1Aq +~~dap 10 e~p~o+ pe+38@~d ~JD suo~+~d eseq~ j0 IIDq-euo AIeW~coddv'OOOZ JKXA eW AqAI!~ suo4od oop~SAO ems 04 peu8!s -ep eq II!M uol+~+s~AOJ~ +nu0303 eql OPPORTUNITIES mediately south of the station is under experienced limited in-filling and rede- single ownership. It is mostly vacant with velopment with duplexes and town- For the same reason that business and only a few marginal uses occupying a houses. The continued replacement of industry seek locations along major roads small portion of it. older deteriorating structures and devel- and highways where visibility and access opment of vacant lots with moderate are greatest, transit stations with high The next area (2) is immediately north and west of the station site and is presently priced medium density residences will vdumes of people entering and leaving likely accelerate with the increase in are expected to attract new develop- occupied with residences. This area's immediate access to the station could accessibility the transit system will provide ment. In addition to the visibility afforded this area. by transit. the Coconut Grove Station area lead to its redevelopment with more has a unique locational advantage. intensive uses, such as offices. Finally, the industrial areas (5) located along S.W. 28th Lane possess the potential Situated at the gateway to Coconut The S.W. 27th Avenue corridor, (3), pos- Grove. one of the most attractive and for an increased reuse and infilling by sesses the potential for substantial infill more intensive uses. growing activity centers within the transit development and redevelopment to cmidor, thb station area has the potential higher intensity uses than presently exist. In summary, the station area has one to capture the "spillover" commercial, As the corridor for both the Coconut large area under single ownership that is residential and office uses that cannot Grove center and the Coral Way business vacant and available and also possesses compete with the high land acquisition area, S.W. 27th Avenue's cunent marginal a variety of locations where infilling and and rental costs d the village center. development could attain permanent redevelopment appear likely. The possi- Particular locations with potential for new viability. bility of land use changes, the intensity of development include the new uses, their location and type will The residential area (4)south of U.S. 1and be addressed by the SADD program. The triangular block (1) located im- west of S.W. 27th Avenue has already . n PLANNING POLICIES/ The major objectives concerning new offlce and resldentlal uses along Bay- GOALS AND OBJECTIVES development include conservation of shore Drive is recommended, and inten- single family residential neighborhoods sive retail redevelopment of the Coconut Developmental policy for the area south and incentives for townhouse and Grove pedestrian oriented village center of U.S. 1 in the Coconut Grove station area planned unit duplex redevelopment in is being encouraged through zoning was initially set with the adoption by the the area west of 27th Avenue and south of incentives and pedestrian sidewalk City of Miami in1974 of the Coconut Grove U.S 1. Along Coral Way. local retail/ improvements. Master Plan. In I976 the City Commission service activities should be concentrated In appropriate locations near the transit adopted the Miami Comprehensive at the major intersections, with high station site. the MCNP proposes redevel- Neighborhood Plan (MCNP) which in- intensity office and multi-family residen- opment of retail and moderate to high corporated the provisions of the Coconut tial uses located between the retail/ density residential uses. This follows a Grove Master Plan and added goals and service nodes. Commerc~al/serviceuses city-wide objective to promote concen- objectives for the remainder of the station will be expanded along 27th Avenue. trated multi-use activity centers at station area north of U.S. I. Continued intensive development of sites in order to ca~italizeuDon the opportunities created'by rapid kansit for revitalizing the city, increasing its tax base, reducing congestion. and improving the mobility of transit dependent citizens. This new development must be carefully integrated into the existing fabric of the community so that stable residential neighborhoods and businesses are preserved and enhanced.

~mrrnL LowDeisw I VMITTED INTO THE BLlC RECORD FOR

THE DOCUMENT The Coconut Grove Statron Area Profile is the first c ge rep in the preparation of land cr~develg ent plans foc each Stage I Rapid Transit Station Area. The second and third s, which ore for+h-ming are 7 d nd Ile Final ( C =tion Area Design and ~ivelapment a (SADD) is a cooperative effort involving the Kaiser Transit Group, Dade County Planning Department. Dade County Department of Traffic and Transportation, the City of Miami, City of Coral Gables, City of Swth Miami, City of Hialeah, the Downtown Development Authority and theTransit System Development Division of the Office of Transportation Administra- tion. The project is funded through a gmnt from the U.S. Department of Transporta- tion, Urban Mass Transportation Administ- ration, under the Urban Mass Transporta- tion Act of V64, as amended. For further information about Dade County's Station Area Design and Development Program. call (305) 579-5323 or write the Office of Transportation Administration, 44 West Flagler Street, loth Floor, Miami. Florida METRGPOLI?A.:< CADE COUNTY TQANSF-'ORTATION IM%€3VEMENT PROGRAM STAGE 1 RAPID TRANSIT SYSTEM

STATION AREA DESIGN AND DEVELOPMENT

A PLAN FOR TRANSPORTATION IMPROVEMENTS COCONUT GROVE STATION AREA

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1379 T885 SEPTEMBER 3 ,: .--- , - ,, ., > ..f ..m.: . ,,. S75 ..!. .+' . /< k.f-- 9. , . DACop draft STATION AREA DESIGN AND DEVELOPMENT BAM 32 A PLAN FOR TRANSPORTATION IMPROVEMENTS COCONUT GROVE STATlON AREA Metropolitan Dade County Transportat~onImprovement Program Stage 1 Rapid Transit System SUBMITTED INTO THE PUBLIC RECORD FOR

the ICAISE~~3dn511: GWU? KAISER ENGlNEERS.OlVlSlON OF HENRY J KAISER COMPANY a joint venture HARRY WEESE 8 ASSOCIATES. LTO POST. BUCKLEY SCHUH 8 JERNIGAN INC CARR SMITH AND ASSOCIATES INC SCHIMPELER . COAHAOINO P S C TABLE OF CONTENTS

-PAGE 1

11.

111.

IV. LAND USE ALTERNATIVES AWD'COWCEPT PLANS------v. TRAFFIC GENERATION AND PROJECTIONS------

B. PROJECTED TRANSIT PATRONAGE ACCESS------

C. TRAFFIC PROJECTED AS A RESULT OF REDEVELOPMENT------

VI. ALTERNATIVE TRAFFIC CIRCULATION PLANS------

VII. RECOMMENDED VEHICULAR CIRCULATION PLAN------A. TRAFFIC ANALYSIS------

SUBMITTED INTO THE PUBLIC RECORD FOR LIST'OF FIGURES

-TABLE -PAGE 1 METHODOLOGY-,------3

ALTERNATIVE DEVELOPMENT STRATEGY 2-9------11 , ALTERNATIVE DEVELOPMENT STRATEGY 3------12

ALTERNATIVE DEVELOPMENT STRATEGY J------

ALTERNATIVE DEVELOPMENT STRATEGY 5-3------

ALTERNATIVE DEVELOPMENT STRATEGY 6------ALTERNATIVE DEVELOPMENT STRATEGY 7------

ALTERNATIVE DEVELOPMENT STRATEGY 8------ALTERNATIVE CONCEPT PLAN I------ALTERNATIVE CONCEPT PLAll 2------

RECOMMENDED LANO USE PLAN------

PROJECTED 1985 TRAFFIC VOLUMES------

35 PROJECTED 2000 REDEVELOPMENT TRAFFIC------

RECOMMENDED TRAFFIC CIRCULATION PLAN------4 6 SUBMITTED INTO THE PUBLIC RECORD FOR LIST OF FIGURES (CONT'D)

TABLE , -PAGE 24 S.W. 27TH AVENUE & S.W. 27TH TERRACE G/C ANALYSIS, -..1985------53 2 5 S.W. 27TH AVENUE & S.W. 27TH TERRACE G/C ANALYSIS - 2000------5 4 2 6 S.W. 27TH AVENUE & U.S. 1 G/C ANALYSIS - EXISTING------5 5 2 7 S.W. 27TH AVENUE & U.S. 1 G/C ANALYSIS - 1985------5 6 2 7 S.W. 27TH AVENUE & U.S. 1 G/C ANALYSIS - 2000------5 7

LIST OF TABLES TABLE -PAGE 1 GREEN TIME/CYCLE LENGTH (G/C) REQUIREMENTS FOR CRITICAL INTERSECTIONS------52

SUBMITTED INTO THE PUBLIC RECORD FOR ITEM 'pze1e ON s-~/-m. - SUBMITTED INTO THE

.SF I. INTRODUCTION PUBLIC RECORD FOR A. BACKGROUND ITEM .- ~ZPON,K!~! 07,, This report, Background Analysis Memorandum 32 (Transportation), i s one of a series of technical papers forming the basis of the Station Area Design and Development CSADD), program. This el ement of the Coconut Grove Station SAD0 program addresses the traffic effects of the various a1 ternative development concept plans developed as part of the SADD program.

The traffic aspects of station area development are particularly important. This is the case because each station will be a potential catalyst for dramatic changes in traffic volumes and flow patterns in areas surrounding the station not only because many patrons will be ar- riving at the station by automobiles and buses, but, also because each station may spur new development in its vicinity, resulting in more dwelling units, offices, and retail establishments which will, in turn, generate even grater traffic vol umes .

Thus, i t is important that a1 ternati ve 1and use schemes be evaluated, in part, by testing their transportation impacts. Also, transportation plans have been devised for selected a1 terna ti ve development plans .

Through the mechanism of citizen meetings held in the neighkorhoods of each of the stations, the public js given the opportunity to identify problems, suggest solutions, and,react to transportation analyses and proposals.

The transportation improvements discussed below represent the transportation element of the SADD and Citizen Participation programs. An attempt has been made to balance the requirements of existing and any proposed future land use changes with the provision of direct and efficient access for transit patrons. Wherever possible, the transportation improvements are directed toward

I 1 increasing efficiency and capacity so that the level of service present

after the station is in operation and planned land use changes have occurrid is ' equivalent to or better than the service now being provided.

The remainder of the report includes sections tracing the development of the recomnended transportation plan for the Coconut Grove Station Area. These cover, in addition to thls section, the following: I. Introduction and Analysis Methodology

11. Data Collection 111. Description of Existing Traffic Conditions IV. Description of the Land Use Plan A1 ternati SUBM~~EDINTO THE V. Trip Generation and Traffic Projections mBllC RECORD FOR vr. Analysis of ~lternatiueTraffic Ciraulatiol'b~&. 1s ON SC4C07 a VII. Description of Recornended Transportation Plan

B. METHODOLOGY The methodology consists of eight basic elements employed to develop the recommended transportation plan (-see Figure 1). The initial step was to collect and organize an array of traffic and roadway data followed by a documentation of existing traffic and roadway conditions. These two elements alofig with data derived from the land use alternatives under / study were combined to yield trip generation and traffic projections for the target years 1985 and 2000.

The traffic projections and station traffic estimates were inputs to the analysis of traffic conditions and identification of deficiencies. This element was prepared for the "base case" a1 ternative (which assumes a relatively stable level of traffic growth with few if any land use changes SLSMITTEDINTO THE PUBLIC RECORD FOR

EXISTING LAND USES AND ALTERNATIVE CONCEPT PLANS

DATA - COLLECTION TRIP GENERATION AN D 'TRAFFIC PROJECTIONS

< J EXISTING - + CONDITIONS

C 1 2 f ANALYSIS AND PROBLEMS IDENTIFICATION OF DEFICIENCIES 1 i-- CITIZEN I Coo-INPUT TEST IMPROVEMENT L-, - J SUGGESTIONS TRANSPORTATION 1 IMPROVEMENTS

RECOMMENOEO TRANSPORTATION PLAN I

FIGURE 1 in the station area other than the station itself) and for each of the

-.-alternatives proposed in the SADD process. Improvements were aimed at or even el iminating the deficiencies identified. The proposed

improvements were then tested by repeating the analysis step. This process was continued until the problems and deficiencies were satisfactorily re- solved, identifying a set of improvements which then ,form the recommended transportation plan.

SUBMlllED INTO THE PUBLIC RECORD FOR ITEM- ?t.\g ON 5-4-01. 11. DATA COLLECTION AND INVENTORY

After a review of traffic and related data to determine the availabi 1 ity -- of data, traffic counts at key locations in the station area were undertaken. I .. parking, traffic control devices, accident and pedestrian activity infor-

mation was a1 SO CO~lected.

The Dade County Department of Traffic and Transportation (DOTT) was responsible for providing the bulk of this traffic data. Where existing I - traffic counts were applicable th.ey were used. There were, however, 1 locations where traffic counts had to be taken specifically for SADD. Parking data was obtained to determine the potential number of on-street parking spaces. Traffic control devices [signals and signs) were a1 so inventoried so that current levels of control could be considered. Accident data was obtained for each. intersection atwhich traffic counts were re- quested to give a general picture of traffic safety in the station area.

SUBMITTED INTO THE PUBLIC RECORD FOR ITEM ?2. IPON 94-07 . 111. EXISTING CONDITIONS Existing traffic volumes and movements were analyzed to faci 1 i tate the determination of future circulation patterns and vehicular movements. This data was also used for identifying existing conflict points and impact areas which influence proposals for changing the existing circulation patterns.

Peak hour volumes provided by the Dade County Department of Traffic and Transportation show (Figure2) that the highest traffic volumes occur on

the major roadways. South Dixie Highway (U.S. 1), S.W. 27th Avenue and Bird Avenue (S.W. 40th Street). Substantial volumes also occur along S.W. 27th

Street, a local street, west of S. W. 27th Avenue. ,

The intersection of U.S. 1 and S.W. 27th Avenue is presently severely congested with extended delays occuring during both the morning and after- ! noon peak hours on all four approaches. Although the existing volumes on I S.W. 27th Avenue are below the capacity of the roadway cross-section, the number of vehicles that can pass through this intersection is constrained by the green time required for the vehicular volumes on U .S. 1.

As was previously pointed out, traffic volumes on S.W. 27th Street are

, higher than would be anticipated for a residential neighborhood with similar housing characteristics. This is because a large number of trips on this street are through trips and not local trips. S.W. 27th Street provides continuity between S.W. 27th Avenue and S.W. 32nd Avenue (McDonald Street). In order to avoid the congestion of S.W. 27th Avenue at U .S. 1 and to EXISTING TRAFFIC VOLUMES

0000 A.M. PEAK.

1ooo01P. M PEAK. SUBMITTED INTO THE STATION AREA MW;N AN0 WV~LOPMENT .-..,-, -,...-- t- ...-.. ---.. _-I _-I - -I..-&-I -.I- PUBLIC RECORD FOR - . I. COCONUT GROVE ITEM 92.ie ON ~-4~07. I m~u FIGURE 2 I~ ~ - circumvent the left turn prohibition on U.S, 1 during the afternoon peak hours, motorists use S.W. 27th Street and S.W. 32nd Avenue, a. less congested route than S. W. 27th Avenue for destinations east of U .S. 1 . Many drivers also use local streets for long trips and avoid the congestion on U.S. 1.

SUBMITTED INTO THE PUBLIC RECORD FOR . .. IV, -LAND USEALTERRATIVES'ANDCONCEPT PLANS

In response to the goals and objectives of the Coconut Grove SADD Citizens t Committee and pub1 ic officials eight land use develop&nt strategies were

generated. These a1 ternatives , (Figures 3 through lo), range from low

growth to high growth with residential and residential-office options.

These strategies were used to initiate dialogue with.the citizens committee

and were later refined to a smaller number of concept plans. Refinement I of the eight development strategies resulted in the identification of two I concept plans. These plans, [Figures 11 and 12 and described on the pages following) were based upon an analysis of impacts from traffic, an economic

analysis, a reevaluation of goals and objectives, and additional input

from the Citizens Comi ttee. A The final step in this process was the development of a plan to be recom-

mended by the City of Miami Planning Department. This final plan, (Figure

13 and summarized on the pages following) was the culmination of staff,

citizens and policy makers analyses of numerous strategies and alternative

concept plans which respond to the identified planning goals. t Identification of a1 ternative station access plans was an integral element of th.is process. The analysis of these a1 ternatives and the recommended

transportation circulation plan wi 11 be discussed in Sections VI and VII

of this report. Because there was not a significant difference in traffic

1> I volumes generated by the various alternative land use plans proposed, i a detailed traffic analysis was only conducted for the recommended land 1 1 use plan. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM ON s-4-07 . .Ino-_lve. ;I ;I 'r--, 7-1 (1 LOW GROWTH RESIDENTIAL Concept: Minimize growth and change by confining zoning changes to the properties facing the station site on 27th Terrace and 29th Avenue (arccn a + b). Decrease intensities currently permitted south of US I (~4). ALTERNATIVE -Areas: a - restrict strip commercial/auto oriented retail and permit local service retail. DEVELOPMENT b&c - strictly residential, low density townhouse up to 3 stories in height. STRATEGY I d - unify zoning in this blodc to permit miduse development of low density office and/or low density townhouses or garden apartments with retail services fronting on 27th Avenue. STA- IRA CSSGM uQ OWELONU1 __.._.-_ _-..-- _.. - --1. e - maintain residential uses but reduce from moderate/high to low/moderote density. -.----. -.- f - maintain industrial character, but .restrict incompatible, noxious uses ond encwrage office and COCONUT GROVE specialty uses. m m'i-- I- I0 FIGURE 3 . -. - -- mlmo-.~.wa: - I,-? :I I,-? .- !1

LOW GROWTH . PUBLIC RECORD FOR RESIDENTIAL-.OFFICE . Concept: Same as strategy 11 I -Areas: ITEM- E.IP ONse4 -03 , ALTERNATIVE a - same as strategy u I DEVELOPMENT b &c- permit low density office and commercial services (new or conversion of existing homes) as well as new law density townhann I STRATEGY 2 d - same as strategy #I I I e - permit low density office and commercial services as well as low to moderate density townhouses and garden apartments.

f - same as strategy #I

I I I FIGURE 4 I MODERATE ; Concept: Encourage a moderate amovnt of new residential development with increased densities north of the station where vacant proprrties md small aging homu GROWTH provide more imminent redevelapent potential. RESIDENTIAL ALTERNATIVE a ,- expand commercial zone wetward to provide sufficient depth for parking and/or substantbl new local commercial developtnt DEVELOPMENT b - strictly residential, moderate density garden apartments wtd townhouses with incentives for parcel assemblage and planned unit development. STRATEGY 3 ,< c - strictly residential, moderate density garden apartments md townhouses. - d - moderate to high density mixed use development of office, apartments or hotel with retail facing 27th Avenue. e - increase permitted intensity to moderate to high density apartments, put prohibit office md ) COCONUT GROVE retail uses. I i f - restrict incompatible noxious industrial yses Fddiversify new uses including office, speciol 1 services and residential. i l2 FIGURE 5 I\\ II I~DINIOTE MODERATE GROWTH PUBLIC RECORD FOR RESIDENTIAL-OFFICE 4 Conceot: Same as strategy #3 ALTERNATIVE -Areas: DEVELOPMENT a - same as strategy 83 STRATEGY 4 b - same as strategy P3, except allow office or commercial services along the station frontage c - same as #3, except allow office and commercial services. r" STAT- A-A WfCI* -e-M-LNT d - same 5 strategy #3. -I.--.-.-..------.- -.- e - same as strategy 13. COCONUT GROVE I f - same as strategy #3.

13 I Concept: Encwragc a moderate amount of new development (primarily south of US I) of sufficient MODERATE intensity to be emnornically attractive and supportive of tramit. Expand higher densities westward along 27th Lane recogntzing pressures of station circulation and proximity to the GROWTH industrial orea. Encourage increased commercial services for the neighborhood and tmnsit patrons. RESIDENTIAL -Areas: a - restrict new commercial uses to neighborhood oriented retail services - office orM ALTERNATIVE residential also permitted. DEVELOPMENT I b - include at leost one lot Mind 27th Terrace properties to provide sufficient depth for I 5 moderate density apartments or townhoutes. I STRATEGY I c - moderate density townhouses or aprtmentr extend the buffer zone between industrial and ln low density residential areas.

d - moderate to high density mixed use development of office, apartments, or hotel with retail facing 27th Avenue. COCONUT GROVE e - increase permitted intensity to moderatJhigh density oportments, but prohibit office and retail uses. f - restrict incompatible. mxious industrial uses and encwrage a diversity of new uses including office, special services, d residentiat. FIGURE 7 14 Same as strategy US. 11 cmce.+: 11 .- I ALTERNATlVE I a - same as strategy 15 . DEVELOPMENT b & c - same as strategy 115, except alu, permit low density office and commercial services. STRATEGY 6 d - same as stategy 115. I I e - increase permitted intensity along 27th Avenue and encourage mixed officelrwidential development. I .-*..-STNU -..1-1 -.--- CR- -.- ---an-L=nr -.- I f - same a stratew l15.

-- - 1 15 --FIGURE 8 Concept: Maximize the potential of transit access by encouraging the maximum new development and II growth achievable without affecting established low density residential areas. I RES'DENT'AL -Areas: a - restrict strip and auto oriented retail and encourage local serving retail uses. ALTERNATIVE b - strictly residential, moderate to high density apartmen?s with incentives for parcel DEVELOPMENT assemblage and planned unit dwelapnent. STRATEGY 7 c - strictly residential, moderate density townhouses or apartments. d - high intenrity mixed use develapnent of office, apartments, or hotel with retail facing 27th Y Avenue. .-. ._ __A-A mucu -.w - mvrLc-e*r --- I ------.. --- -.- I e - increase permitted intensity to moderatelhigh denrity apartments but prohibit office and - retail uses. COCONUT GROVE

f - restrict incompatible noxious industrial uses and encourage a diversity of new uses inclding office, special services and residential. 1~qm I- 16 FIGURE 9. HIGH GROWTH PUBLIC RECORD FOR RESIDENTIAL-'OFFICE Conceot: Same a strategy 117 I o - some a strategy C7 ALTERNATIVE DEVELOPMENT H b - some a strategy 117, but allow office or Cmmerciol services along the station frontage. 61 c - some a C7, but allow office or commercial services STRATEGY 8 d - some a strategy $7 e - same m strategy H7 f - some m strategy 17 COCONUT GROVE g - extend mixed use zoning centrals from area f to encourage reuse or redevelopment of this opartment strip, possibly cs professional offices (but with adequate off-street parking).

-- - ALTERNATIVE MODEPATE DENS I TY T(MNH0USE CONCEPT ...... '. HIGH DENSITY OFFICE / RESIDENTIAL 'PLAN 1 '...... I NDUSTR IAL / COP.WERCIAL / RESIDENTIAL ...... 0.. . . \\\\v LOW DENSITY OFF ICE LOCAL CW!EF?CIAL SEW1 CES COCONUT GROVE TRAPIS I T STAT1 ON

I FIGURE 11 1 SUBMITTED INTO THE A ALTERNATIVE CONCEPT 1 PUBLIC RECORD FOR ITEM E.K ON6*&47 . I - POLICY 1 CREATE A MODERATE INTENSITY CORE OF MIXED USE

REDEVELOPMENT ADJACENT TO THE TRANSIT STATION.

EMPHASIS ON RESIDENTIAL REDEVELOPMENT AND PROVISION

OF LOCAL RETAIL SERVICES.

A1 MIXED USE DEVELOPMENT OF OFFICE AND RETAIL

SERVICES WITH OPTION OF TOTAL REDEVELOPMENT

AS RETAIL SHOPPING COMPLEX.

6) MODIFIED INDUSTRIAL DISTRICT PROHIBITING

WAREHOUSING AND HEAVY MANUFACTURING USES

BUT PERMITTING RESIDENTIAL, LOCAL RETAIL

AND ENTERTAINMENT ACTIVITIES.

C) MODERATE DENSITY (25 UNITS/ACREI TOWNHOUSE

REDEVELOPMENT. '.

0) LOCALCOMMERCIAL RETAIL AND SERVICES WITH

CONDITIONAL USE PROVISIONS FOR EXTENDING

ON-SITE PARKING REQUIREMENTS 100 FEET FROM

PRINCIPAL SITE.

E) LOW'DENSITY BUSINESS AND PROFESSIONAL OFFICES

TO ENCOURAGE RE-USE AND UP-GRADING OF PROPERTIES. - 19 ALTERNATIVE

HIGH DENSITY OFFICE / RESIDENTIAL

S-7- rSSb DCYU ADOL*CLQN*T LOCAL CIXPIERCIAL SERVICES ____._ ...-..._.. .,-.. -.--. -.-- --a. TRAPIS IT STAT1 ON SUBMITTED INTO THE

ALTERNATIVE CONCEPT 2 PUBLIC RECORD FOR

POLICY: CREATE MODERATE TO HIGH DENSITY REDEVELOPMENT

EMPHASISING OFFICE AND RETAIL SERVICES.

A) HIGH DENSITY REDEVELOPMENT OF OFFICE OR

RESIDENTIAL USES WITH PROVISION FOR LIMITED

RETAIL SERVICES PRIMARILY, ALONG 27TH AVENUE.

0) MODIFIED INDUSTRIAL DISTRICT PROHIBITING

WAREHOUSING AND HEAVY MANUFACTURING USES

BUT PERMITTING RESIDENTIAL, LOCAL RETAIL

AND ENTERTAINMENT ACTIVITIES.

C> REDEVELOPMENT OF PROPERTIES FACING TRANSIT . . STATION PRIMARILY AS BUSINESS OR PROFESSIONAL

OFFICES WITH LIMITED RETAIL SERVICES PERMITTED.

Dl LOW DENSITY BUSINESS AND PROFESSIONAL OFFICES

(PRIMARILY CONVERSION OF EXISTING STRUCTURES).

E) LOCAL COMMERCIAL RETAIL AND SERVICES WITH

CONDITIONAL USE PROVISIONS FOR EXTENDING ON-SITE

PARKING REQUIREMENTS loo FEET FROM PRINCIPAL SITE. low density multi-family moderate density. multi -family industrial low density office community commercial moderate to high intensity residentialloff ice/ retail

FIGURE 13 SUBMITTED INTO THE PUBLIC RECORD FOR

area a ITEM pz. w ON 504 -07. Objectives . . As the (entrance) gateway to the Coconut Grove transit station, this area should achieve a visual and functional character that reflects the Coral Way and Coconut Grove commercial centers that it serves.

. Encourage infill development and use of existing structures with commercial activities. that provide important services to the local neighborhood and transit patrons.

. Respect the established commercial character of the 27th Avenue frontage.

. Minimize traffic and parking conflicts by encouraging uses conducive to multiple-purpose trips, encouraging remote-site or pooled parking, and establishing strict site design guidelines.

Re commended . Change from liberal com.ercia1 zoning (currently north of Policies : US1 only) to a mare restricthe community comrcial district.

Permit parking requirements to be met on-site or within 300 feet in the commercial district or 100 feet In adjacent residential zones.

. Provide landscaping and street furniture compatible with . the station site.- . . area b Objectives: . Provide an alternative use for single family and duplex homes that will be negatively impacted by facing the station site.

. Maximize the relationship of new uses to the transit station by providing convenient services and jobs for transit patrons and neighborhood residents.

. Recognize limitations on intensity of new development created by potential traffic conflicts, small lot sizes and neighborhood character.

Recommended . Permit low density townhouse residential or professional Policies : off ices and service retail uses (max FAR.6) . . Permit parking requirements to be met on-site or within 50 feet in adjacent residential zones.

. Provide landscaping and street furniture compatible with the station site.

23 SUBMITTED INTO THE PUBLIC RECORD FOR area c ITEM st. \g ON S~SI-07 . Objectives: . .In view of new development opp~rtunitiesin this area on vacant lots and by replacement of aging wood frame houses, encourage construction of new moderate cost housing for families interested in locating near transit.

. Respect the established low density character and scale of the surrounding residential neighborhood.

Recommended . Permit moderate density townhouses &d garden apartments Policies : (actual density to be determined by size of the development parcel - eg. 2 lots = 4 units, 4 lots = 9 units, 6 lots = 14 units, etc.).

. Height limitation of 4 stories.

area d Objectives: . Provide a transition buffer between the industrial area and.the low density residential neighborhood north of .2 7th Lane.

. Provide an alternative use for residential structures on 27th Lane that may be negatively impacted.by traffic and/or activities in the industrial area.

Recommended . Permit low densityprofessional offices (max. FAR.6). Policies : . Require adequate on-site parking.

-. area e, Objectives: . Maximize the relationship of this industrial district to transit and the local community.

. Reduce parking and traffic conflicts.

Recommended . Restrict new uses incompatible with transit and the Policies : neighborhood such as warehousing, trucking, and businesses creating noise or air pollution.

. Encourage new employment intensive businesses and permit residential uses.

. Permit parking requirements to be met on-site or within 600 feet in the industrial district or within 100 feet in adjacent office and residential district.

. Provide on-street parking where possible and enforce parking violations. . Create a major activity center adjacent to the transit station.

. Devdlop uses compatible with tran'sit functions, i.e. generate high transit ridership.

. Minimize traffic generation' &acts on Dixie Highway and 27th Avenue.

. Provide incentives for mixed use development. . Protect scale relationships between residential on the south side of 28th Stree.t and new development to the north.

. Maintain high quality development with substantial landscaping and pedestrian amenities to create a ' visual impact as the entrance to Coconut Grove.

. Provide incentives to private developers of the site .to construct a pedestrian overpass to the transit station.

. Accommodate the economic need for moderate cost retail space to service the Coconut Grove, Silver Bluff neighborhoods.

. ~imitheight of new development in keeping with the moderate scale of the Grove setting.

%commended * Policies : . Rezone the tract to one uniform district permitting off ice, residential and/or accessory retail uses.

. Restrict the site's vehicular access and egress to 28:h street.

. Permit a 10% reduction in on-site parking requirements if an overpass is built . . Require a minimum 30 foot building setback on 27th Avenue and 20 Foot setback on 28th Street.

. Require development to include knock-out panels and internal circulation corridors to accept a 2nd or 3rd level pedestrian overpass connection.

. Provide an incentive for mixed use development by allowing 30% of the parking required for commercial or residential development on site to be credited toward parking requirements for office space provided. . Restrict Floor Area Ratio to 1.0 with an increase to 1.5 for construction of a pedestrian over pass.

. Require external access to the pedestrian over2ass (for late hour and weekend public access) with +m M surface pedestrian connections to public street sidewalks.

. Orient commercial development to 27th Avenue with landscaped open plazas linking it to 27th Avenue walkways.

. Restrict building heights along 28th street to 3 stories within 50 feet of 28th street and 8 stories overall. .

. Require on-site landscaping of a-minimum one tree per 300 square feet of open space.

Summary of Development Potential

Area Maximum Development

a 122,000 sq. ft. office/retail b 62,700 sq. ft. commercial

80-120 housing units

40,800 sq. ft. office

237,900 sq. ft. office/retail/residential i ,, V. TRAFFIC GENERATION AND PROJECTI-ONS. '-LL To effectively evaluate proposed traffic circulation plans; projected om + h %! = !/ traffic volumes, transit generated traffic volumes and any additional Z 0% Z traffic generated by proposed land use changes must all be examined in- teractively . si e A. PROJECTED TRAFFIC VOLUMES mmr Traffic volumes for 1985 and 2000 are determined by computing average gCd;Xha - factors for all roadways in the station area and applying these growth factors to the existing traffic volumes. In general, the year 2000 growth factor is established by comparing the latest Average Daily Traffic (ADT) with the Miami Urban Area Transportation Study (MUATS) projected year 2600 (ADT) . This growth factor is then applied to those streets in the area for which no MUATS projections are available. The methodology for determining 1985 growth factors involves a comparison of historical traffic counts, current traffic counts collected specifical ly for. the SADD program, and MUATS year 2000 projections.

Projected peak hour traffic volumes were computed using the above process

. , for 1985 and 2000 (Figures 74 and 15). These volumes with any future reassignment due to street closure were the basis for analyzing the re- / commended traffic circulation plan.

B,. PROJECTED TRANSIT PATRONAGE ACCESS These forecasts were obtained by utilizing a "Mode Choice Model" developed by the Kaiser Transit Group. The Mode Choice Model sequentially evaluates three fundamental choices for an individual making a trip from one area to another. PROJECTED 1985 TRAFFIC. VOLUMES

0000 A.M. PEAK HOUR. IOOOOJ P. M PEAK HOUR - SUBMITTED INTO THE m,,m ,, A, ,,,.T _I.*_,._._,l..-II I. ----.I -__-I "I*1,. - . -.- I PUBLIC RECORD FOR ITEM- P2.18 ON 92q -0, ,

2 8 FIGURE 14 I - - - - PROJECTED 2000 TRAFFIC VOLUMES

0000 A.M. PEAK HOUR. loooor P..M PEAK HOUR. SUBMITTED INTO THE At the first level of choice an individual is faced with. the decision of . (-1) making the trip entirely by automobile or (2) using transit in some way. A computer model, called the "Prime Modal Split" model, is developed to give the proportion of individuals choosing transit. For those patrons selecting transit the next level of choice is in mode of access. Two

modes of access are considered: Non-auto access (wal k) ' to transit and Auto Access (-bus or auto) to transit. A model, called the "Mode of Access Spl it" model , is developed to determine the proportion of transit patrons using auto access to transit.

The third level of choice in the Mode Choice Model consists of separating the patrons who access transit by auto into those who access by kiss-and- ride and those who access by park-and-ride. The proportion of park-and- ,- ,- ride patrons is determined by an "Auto Access Split" model.

Patronage forecasts obtained were converted to motor vehicle trips and their origins and destinations plotted on. traffic zone maps as a guide to establishing directional distribution. These directional distributions were then used for the assignment of vehicle trips to the projected street network which will be serving the site. .For the roadway and site analysis, only peak hour volumes were used.

I Vehicular trips to and from the station will be by one of three modes: feeder bus, park-and-ride and kiss-and-ride. Buses serving the station operate on assigned routes and represent trips to and from the station during both the morning (A.M. ) and afternoon (P.M. ) peak hours. Park-and-ride trips represent patrons who drive to the station, park their vehicles and then SUBMITTED INTO THE PUBLIC RECORD FOR take transit to their destination. Typically, these vehfcles will enter the station during the morning peak hour and exit the station during the afternoon peak hour. Kiss-and-ride trips will occur when transit patrons are dropped off at the station. The majority of these trips will enter and exit the station during both the morning and afternoon peak hours. (Projected vehicular trips to and from the Coconut Grove Station fpr the 1985 and 2000 AM and PM peak hours are shown on Figures 16 and 17.)

The rnajori ty of the trips to and from this station will occur along S.W. 27th Avenue and S.W. 32nd Avenue north of U.S. 1. This indicates that the service area of this station will be the residential areas to the north and west of the station site. On a daily basis, ap,proximately 60 percent of the Coconut Grove Station patrons wi 11 begin and/or terminate their tri P r in this area; The other major service area for this station will be the Coconut Grove residential and business district directly south of the station.

C. TRAFFIC PROJECTED AS A RESULT OF REDEVELOPMENT The final traffic projection is that of additional traffic volumes generated

by the redevelopment proposed for the station area by the Recommended Land Use Plan. Since the Recommended Land Use Plan is a long range proposal

it was assumed that redeve10,prnent will not have occurred by 1985, but that it will be completed by 2000. Consequently, increased traffic as a result of .redevelopment was used only for the year 2000 traffic analysis.

The first step in this procedure was to project the peak hour traffic volumes generated by the recommended land uses. These volumes were obtained by mu1 tiplying the units of land use (square feet for office, retail and SUBMITTED INTO THE PUBLIC RECORD FOR

ITEM a.re ON 5-~+-07 .m ILICOCONUT GROVE S.W. 27TH.ST

' 2000 PEAK HOUR TRANSIT TRAFFIC

00 A.M. PEAK. 1001P.M. PEAK. SUBMITTED INTO THE PUBLIC RECORD FOR I ..__..__.___S~AT~AR~A_-...._.*. DLSGIl AN^.- OLVEWFUENT ^*.. h _._._.-I-I--.. - .-.- ITEM 7z.g ON 5-4-07 .

? 3 FIGURE 17 commercial, and dwelling units for residential) by the traffic generation rates for each land use. The generation rates used were those provided by the Dade County Department of Traffic and Transportation (DOTT) and those contained in "Trip Generation" (Institute of Transportation Engineers, 1976) .

Using data from the Mode Choice Model, previously discussed, Modal Splits (transit riders versus non-transi t riders) were determined for each traffic zone in which redevelopment is proposed. The percentage of non-transit riders obtained was applied to the vehicular volumes generated above to determine the actual number of trips which will be generated by redevelopment.

In order to determine the net increase in vehicular traffic, the traffic . . - volumes generated by existing land uses were deducted from the actual - number of trips previously determined. This net increase in vehicular traffic was then assigned to the street network serving the area.

Assignment of vehicular trips to the street system Was based on the 1985 person trip table provided by the Dade County Office of Transportation Administration (OTA). Because similar data was not available for 2000, the same trip distribution was assumed. The person trip table shows the number of total trip movements forecast to occur on a typical weekday between the 723 traffic zones within Pade County. Projected vehicular volumes and roadway assignments for 2000 are shown on Figure 18.

A comparison of the projected 2000 traffic volumes for transit (Figure 17) and redevelopment (Figure 18) indicated that almost a1 l the additional trips projected will occur along S.W. 27th Avenue. A majority of these trips SUBMITTED INTO THE PUBLIC RECORD FOR S.W. 27TH.ST

PROJ ECTED 2000 REDEVELOPMENT TRAFFIC

00 A.M. PEAK HOUR-

1001 P.M. PEAK HOUR. SUBMITTED INTO THE

______..-_ST4T10W 4WEA_._.. DCw I .No -._CXVELwMENT rC4 PUBLIC RECORD FOR _._ _._....._..- _... _.. ITEM PL.IP ON 5-4-07. ICOCONUT GROVE I10 35 FIGURE 18

: 1,- are attributable to the transit station. A further comparison of these volumes to those projected for 2000 (Figure 15) did not indicate a parti-

cularly significant increase.

Following the assignment of the projected peak hour traffic volumes to the

street network serving the area and the transit station, these volumes were

broken into turning movement volumes. These turning movernents,with adjust-

ments as necessary to compensate for turning movements that will not be

allowed due to proposed street closures or new circulation patterns, were

used for the detailed traffic analysis contained in section VII of this

report.

. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM- PZ.W ONS~-Q~ . VI . ALTERNATIVE TRAFFIC CIRCULATION PLANS During the Station Area Design and Development Citizens Committee meetings and in conjunction with the Alternative Development Strategies and Alternative Concept Plans, a series of Alternative Station Access Plans were developed and presented to the citizens group. (Figures 19 through 21)

The major goals of all three plans is to improve transit access to and from Coconut Grove and provide direct access to proposed redevelopment areas. The fulfillment of these goals should not be to the detriment of the single family characteristics of the neighborhood which will be preserved under the Alternative Development Strategies.

A general analysis of the Station Access Plans based on the goals and objectives establ ished during SADD meetings resulted in the el imination of Station Access A1 ternatives 2 and 3. The reasons for' el irninating these Alternatives are as follows: Access A1 ternative 2 Routing of traffic north on S.W. 30th Avenue between S. W. 27th Lane and S.W. 27th Terrace and then we-st along S.W. 27th Terrace to S.W. 29th Avenue would result in circuitous travel for patrons accessing the Coconut Grove Station and proposed redevelopment areas.

The single-family homes proposed to be preserved along S.W. 30th Avenue and S.W. 27th Terrace would be adversely impacted by vehicles entering and exiting the Transit Station and redevelopment areas. Impacts would include, but not be limited to, increases in both air and noise pollution. station

concept: Utilize the most direct route from McDonald to the access station- 27th Lane. alternative Option 1: Street closures on 29th Avenue, 30th Avenue, and ' 31th Avenue would prevent infiltration of minor volumes of transit related traffic from the north on 27th Street. u Oiztion 2 : Extension of 30th Avenue accross US1 with new traffic signal provides another viable access route to the ST4TD1 Am4 DL- UO OMLLX*I ._..._.__ - .-.- -. -.. - .,- e.. transit station for Grove residents. This would -- .- . .-. . - .- -.- minimize traffic impacts on 27th Lane west of 30th COCONUT GROVE Avenue, provide incentive for redevelopment of the industrial area, and provide a reasonably safe r--l pedestrian crossing of US1. FIGURE 19 Concept : Potential traffic conflicts at the intersection of l access I 27th Lane and 29th Avenue suggest closure of 27th Lane and 28th Lane, forcing traffic from the west to use 30th Avenue and 27th Terrace.

Option I: Street closures on 29th Avenue and 30th Avenue would prevent infiltration of minor volumes of transit related traffic from the north on 27th Street.

Option -2 : Extension of 30th Avenue across US1 with a new traffic signal provides another viable access route to the transit station for Grove residents. This would minimize COCONUT GROVE traffic impacts on 27th Lane west of 30th Avenue, provide incentive for redevelopment of the industrial area, and provide a reasonably safe pedestrian crossing of US1. .,.. station access Concept : Force all traffic accessing the transit from McDonald (32nd Avenue) to use 27th Street by closing 27th Terrace, alternative 27th Lane, and 28th Lane on the west side of 30th venue. 3) In order to improve traffic flow, el imination of on-street parking would have to occur in the single-family areas along the access route. No potential exists for creating a1 ternate parking for area resi dents.

Access A1 ternati ve 3 1 ) Routing of traffic, accessing the transit station . from S.W. 32nd Avenue (.McDonald Street), along S.W. 27th Street and S.W. 29th Avenue would increase travel times for transit patrons whose origins and destinations are in Coconut Grove.

2) As with Alternative 2, the single-family homes along S.W. 27th Street and S.W. 29th Avenue would be adversely impacted.

3) Existing high traffic volumes along S.W. 27th Street,

between S.W. 27th Avenue and S.W.32nd Avenue, would increase wi th the potenti a1 for adverse safety conditions .

4). As with A1 ternative 2, the need to el iminate on-street / parking would resul t in the loss of parking for single- family areas along the access route.

5) The potential to create an additional access route

across U.S. 1 at S.W. 30th Avenue is not available without increasing travel times and adversely irnpacti ng single- family areas. With the elimination of Alternative Station Access Plans 2 and 3, A1 ternative 1 was carried forward and discussed in conjunction with the A1 ternative Concept Plans for land uses. This plan (Figure 22 as described on the page fol lowing it) was compatible with both Concept Plans. Analysis of this plan based on long-ten and short-term transit patronage forecasts and the land use Concept Plans indicated that the S.W.'30th Avenue crossing of U.S. 1 was not necessary for the short-term. The potentia-1 to create this crossing for future use was identified as desirable. This chaoge and additional modifications reflective of changes to the Recommended Land Use

'I Plan are discussed in the following section of this report.

SUBMITTED INTO THE PUBLIC RECORD FOR YUBNII I I r=u in 1.u I I 1

.e.ea SIGNALIZED CROSSWALK ITEM n.18 ON 6'4-61 0 PEDESTRIAN OVERPASS I PRIMARY STATION ACCESS ROUTE

SECONDA!!Y STAT1 ON ACCESS ROlJTE STAT- .me. ocsu _~m~Y~LOP.~NT llaalwaa .___ __.__._-_...._._.._.-- ...- - -.-- --.. I STREET CLOSURE COCONUT GROVE

-- 4 3 FIGURE 22 CIRCULATION CDNCEPT

PRIMARY ACCESS TO THE STATION WILL BE FROM 27~~AVENUE WITH

STATION CIRCULATION CONFINED TO PERIMETER STREETS BY A DIAGONAL

CLOSURE AT Z~THTERRACE AND 29TH AVENUE.

TO ALLEVIATE CONGESTION AND TRAFFIC QUEUES FOR NORTHBOUND

27~~AVENUE TRANSIT PATRONS AT DIXIE HIGHWAY AND AT 27~~

TERRACE, A SECONDARY ACCESS ROUTE FRoM.307~AVENUE WITH A

CROSSING OF DIXIE HIGHWAY AT VIRGINIA ATREET IS PROPOSED.

A PEDESTRIAN AT-GRADE CROSSING OF DIXIE HIGHWAY IS PROPOSED

AS A PART OF THE VIRGINIA STREET SIGNALIZED CROSSING.

A POTENTIAL PEDESTRIAN-ONLY CROSSWALK SIGNALIZATION IS

RECOMMENDED, PARTICULARLY IF A PEDESTRIAN OVERPASS AT 27~~

AVENUE CANNOT BE CONSTRUCTED.

A PEDESTRIAN OVERPASS SHOULD BE REQUIRED AS A PART OF THE

1 REDEVELOPMENT OF THE FOUR ACRE PROPERTY AT DIXIE HIGHWAY

AND 27T~AVENUE WITH SUBSTANTIAL COST PARTICIPATION'. BY THE PROPERTIES DEVELOPER. SUBMITTED INTO THE PUBLIC RECORD FOR VII. RECOMMENDED VEHICULAR CIRCULATION PLAN The vehicular circulation plan proposed for the Coconut Grove Station (Figure 23) addresses the requirements of transit and responds to the goals and objectives of the Coconut Grove Station Citizens Committee.

The major objectives of this plan are to:

1. Provide adequate means of 'ingress and egress to serve the Coconut Grove Station, 2. Prevent transit generated and through traffic from in- filtrating into the low density residential neighborhoods, 3. Provide equal or better traffic service than presently exists, if possible, and

4. Investigate tk feasihility of providing additional ingress and egress routes if a presently unfor-eseen demand occurs.

The proposed plan recommends that both-major north/south roadways in the area he utilized in providing vehicular access to the station. Primary access (-bus and auto) would be from S.W. 27th Avenue with station circulation confined to S.W, 27th Terrace and S.W. 29th. Avenue by a diagonal street closure at the S.W. 27th Terrace/S.W. 29th Avenue intersection. Secondary access (auto only) to the station would be from S.W. 32nd Avenue (McDonald Street), on tfie west, via S.W. 27th Lane. The street closure on S.W. 30th Avenue in conjunction with the one previously discussed would prevent traffic from infi 1 trating into the low density residential neighborhoods to the north and west of the station site. Reconstruction of S.W. 28th Lane to intersect S.W. 27th Lane at right angles, west of S.W. 29th Avenue, would simplify the S.W. 27th Lane/S.W. 29th Avenue intersection. Realignment of S.W. 27th Lane across S.W. 30th Avenue would facilitate traffic flow along this roadway. fi

AE ' traffic circulation plan

1111 transit station access route PUBLIC RECORD TR

1 "Z/ potential future station access rout JTEM ~24~ON 5*~ 7 a

street closure

COCONUT GROVE

I FIGURE 23 1 Access from S.W. 32nd Avenue would be provided because of the large number of patrons projected to access the Coconut Grove Station from the north and west. Improvement of S.W. 27th Lane from S.W. 32nd Avenue to S.W. 29th Avenue would provide access tothe station and proposed redevelopment areas around the station. This should divert some traffic that would otherwise use S.W. 27th. Avenue.

A new traffic signal proposed for the S.W. 27th Avenue/S.W. 27th Terrace

intersection. would faci1'i:tate traffic movement. As with' any' . . new signal installation, one of the eight warrants contained in the manual of Uniform Traffic Control Devices would have to be met. The proximity

of the signal to the existing U.S. 1/S.W. 27th Avenue signal would require coordinated design to optimize traffic flows and mininiize vehicular delays ,- at this intersection.

The potential to create two additional access routes to the station site exists. These options should be exercised if presently unforeseen demand occurs around the station site. The first of these potential future access routes would require extending S.W. 30th Avenue across Rapid Transit System right-of-way to intersect U.S. 1 where it would provide continuity with Virginia Street south of U.S. 1. Development of this route would provide direct vehicular and pedestrian (including bicycles) access to and from the

, core of the Coconut Grove business and residential areas. Proposed signalization of this new intersection would allow both vehicular and pedestrian crossings of U.S. 1 and should also divert traffic from the U.S. l/S.W. 27th Avenue intersection. Any new traffic signals on U.S. 1 willhave to be I I compatible with the existing computerized progressive signal ization sys tem I - i i presently in operation. SUBMITTED INTO THE PUBLIC RECORD FOR A second potential access route is S.W, 29th. Avenue from S.W. 27th street

to S.W. 27th Terrace. This access route would require movi.ng the diagonal street closure at the S.W. 27th Terrace/S.W. 29th Avenue intersection to the west of S.W. 29th Avenue on S.W. 27th Terrace. Use of this roadway for station access would only occur if the properties on S.W. 29th Avenue

north of S.W. 27th Terrace are redeveloped to higher densities. This access route would provide an a1 ternative to S.W. 27th Lane for accessing the station from S.W. 32nd Avenue.

All the elements of this plan are compatible with the Recommended Land Use Plan.

A. TRAFFIC ANALYSIS Two time periods on an average weekday require study. One period is during peak hours when forecasted traffic volumes and roadway capacity control the design. Under these peak hour conditions, the intersection is nalyzed for capacity utilizing the methodology contained in the Highway apaci ty Manual, 1965. During off-peak hours when speed, safety, level of ervice and roadway characteristics are control 1ing factors, the intersectional roadway geornetrics must be analyzed in re1 ation to safe highway design practices. The design standards that control for this period of the day / are those established by the Dade County Department of Public Works and Florida Department of Transportation and based on "A Policy on Design of 3 3 Urban Highways and Arterial Streets, 1973," published by the American V, Association of State Highway and Transportation officials (AASHTO) .

In order to provide a precise analysis, based on standard definitions of P-- level of operation, the following definition of level of service was taken from theHighway Capacity Manual, 1965, and were applied to this study. "Level of service is a term which, broadly interpreted, denotes an infinite number of differing combinations of oeprating conditions that may occur on a given lane or roadway under various traffic volumes. Level of service is a qualitative measure of effect of a number of factors which include speed, travel time, traffic interruption, freedom to maneuver, safety operati ng costs, and driver comfort. "

The analysis of urban arterials during the peak hour periods required use

of the procedures contained in the Highway Capacity Manual . The Manual suggests that urban arterials should be analyzed at the points of major

congestion. The street system is considered to have an ability to serve

traffic no better than the weakest link along the arterial.

With regard to intersections, the Highway Capacity Manual defines different

1evel s of service at signal ized locations. These 1evel -of-s-ervice definitions * are an attempt to measure the comfort and convenience of,a driver utilizing

an intersection and to then specify these criteria as 'design standards.

The following two of six 1evel -of-service definitions at an intersection

are applicable to this report.

Level of service C is still in the zone of stable flow, but speeds and maneuverabi 1i ty are more closely control led by the higher volumes. Most of the drivers are restricted in their freedom to select their own speed, change lanes, or pass. A re1atively satisfactory operating speed is sti11 zoz obtained, with service volumes perhaps sui tab1e for urban design practice. moo I a Level of service D approaches unstable flow, with tolerable WE operating speeds being maintained though considerably af- -Lo ~j fected by changes in operating condi tions. Fluctuations a- in volume and temporary restrictions to flow may cause i substantial drops in operating speeds. Drivers have 1i ttle mmz freedom to maneuver, and comfort and convenience are low, but 3 3 conditions can be tolerated for short periods of time. m[Lk

1- Desirable design practice would indicate provision of Level of Service "C" operation at all intersections. However, in many urban areas a Level of I Service "0" operation has been acceptable in some case. Each intersection within the area of influence of the station was analyzed to determine if proposed design revisions will maintain Level of Service "C" or would operate at Level of Service "0".

Utilizing the 1965 Highway Capacity Manual and the Intersection Capacity Analysis Chart and Procedures (pub1 ished by the Traffic Institute at Northwestern University) the fol lowing intersections within the area were analyzed: 1. S.W. 27th Avenue with U.S. 1 2, S.W. 27th.Avenue with S.W. 27th.Terrace

In order to properly conduct the intersection analyses, it was necessary to determine the roadway and i ntersec tional improvements planned for the street network. The roadway and intersectional improvements which affect this analysis, some of which have been programmed or proposed by the City of Miami, Metropol i tan Dade County, the Florida Department of Transportation . - or Kaiser Transit Group are as follows: .) 1. S.W. 27th Avenue (State Road 9), from U.S. 1. to N.W. 46th Street, to be improved to a 6-lane facility +LL with medians of sufficient width to accommodate left turn bays. no0 2. S.W. 27th Terrace,, from S.W. 27th Avenue to S.W. WW 29th Avenue, to be improved to provide two thru-lanes and 1 eft turn lanes as requfred. 1 mms 3. Signalization of the S.W. 27th Avenue/S.W. 27th Terrace XU intersection and modifications to provide turn 1anes as mak req u i red. Reconstruction of S.W. 27th Avenue, from U.S. 1 to South Bayshore Drive, to provide two thru lanes with protected left-turn lanes and widening at U.S. I to provide four thru lanes. Reconstruction of U.S. 1 , from 1-95 to the Snapper Creek Expressway, to replace the existing med,ian with two reversi ble/left-turn lanes. This proposal wi 11 provide an additional thru-lane in the peak direction during . both morning and afternoon peak hours.

The analysis contained in this report assumed that the improvements listed in 1 through 4 above will be in place by 1985 and that the improvements indicated in 5 above will be in place by the year 2000. n The results of the intersection analysis (Figures 24 through 28), for the previously described intersections are summarized on Table 1. As can be

- seen from these results, the S.W. 27th Avenue/U.S. 1 intersection is presently operating below level of service C. With the present. traffic projections and proposed roadway geometrics, this intersection will continue to operate below level of service C for both 1985 and 2000. .

The improvements previously discussed wi 11 not substantial ly improve the geornetrics on S.W. 27th ~veilue,at its intersection with U.S. 1, by either 1985 or 2000. The proposed additional lanes on U.S. 1 will not be operational I unti 1 the year 2000. Consequently, operating conditions at this i ntersecti on will continue to deteriorate. By 1985, the southeast bound approach on i U.S. 1 will require over 90 percent of the green time available for the entire ,! dC4 intersection. Because of the increased demand on both approaches of S.W.

,I 27th Avenue it would be erroneous to assume any additional green time, in excess of that presently avail able (70 percent), can be assigned to U .S . 1 .

5 1 TABLE 1 GREEN TIME/CYCLE LENGTH (G/c) ' REQUIREMENTS FOR CRITICAL INTERSECTIONS (.LEVEL OF SERVICE C)

AM PEAK PM PEAK

EXISTING

S.W. 27th Avenue with U.S. 1 1.13 1.20

S.W. 27th Avenue with S.W. 27th Terrace Not Presently Signalized

PROJECTED 1985

S.W. 27th Avenue with U.S. 1

S.W. 27th Avenue with S.W. 27th Terrace

PROJECTED 2,000

S.W. 27th Avenue with U.S. 1 ' 1.09

S. W. 27th Avenue with S.W. 27th Terrace 0.45 SUBMITTED INTO THE PUBLIC RECORD FOR

h he G/C ratio is the total time of green signal indication needed for all approaches at an intersection, divided by the cycle length of the signal. A G/C of 1.0 indicates the intersection is operating at capacity for the specified level of service. rC h

I I

csv / f I / f l, ASV frs ASV - 1

4 I 53 FIGURE 24

-- - - ASV I I 1 I I I 1

I I I I I I 1 54 FIGURE 25 .

INTERSE CTlON

56 FIGURE 27 INTERSECTION DIAGRAM: 2000 pro ertsd

E7 FIGURE 28 LU I I- Such conditions will probably influence motorists to use other para1 lel 0 I- ; routes, such as South Bayshore Drive and/or Coral Way, or local streets =- avoid the congestion at U.S. 1. These conditions would indicate that then

improvements proposed for U,S. 1 for the year 2000 should, in fact, be l.l.l I- in place by 1985. However, the timing of these improvements is a policy -I- decision yet to be made. is- - With the addition of two lanes (.one thru lane in the peak direction and a one turn lane) to U.S. 1 by 2000, as presently proposed, operating conditions

along this route should improve over existing and projected 1985 conditions. I With increased demand on both approaches of S.W. 27th Avenue and no ad- I ditional available green time, e~tensivequeuing will occur. This may force I motorists to use other parallel routes, either east or west of S.W. 27th I- Avenue, where congestion is less severe. I The addition of a left-turn lane on U.S. 1 may have an indirect positive

impact on S.W. 27th Avenue. With the existing situation, vehicles destined

for points east of U.S. 1 must use north/south corridors to access these areas.

If left turns from U.S. 1 are reinstated at select locations during the peak I hour, vehicles which would otherwise have to use north/south corridors could I then use U. S. 1 . A1 though this may decrease traffic vol urnes on S .W. 27th Avenue, the preqiminary status of this proposal means possible left turn locations

have not been identified. Consequently, the impacts of this proposal on

roadways intersecting U. S. 1 cannot be-accurately assessed.

As previously indicated, the potential to create an additional crossing of

U.S. 1 to serve the Coconut Grove Station and the station redevelopment area

4 has been identified. Present projections of traffic volumes that may use such route were of nsuff ient magnitude to justify the required&= w & izat Consequently from traffic operations perspect'ive, constaim - and signalization of this intersection cannot be proposed at this

B. CONCLUSIONS XI A previous study undertaken by the Florida Departmentof ~rans~ortatem w 1- indicated that a large portion of the vehicular trips occuring on th-r=n sections of U.S. 1 had origins and destinations south of North Kendall Drive. This indicated that although U.S. 1 is designed as an urban arterial, it was actually serving the higher function of an expressway. The resultant congestion and hazardous conditions from this overutilization has forced many trips onto parallel roadways, with a resultant decrease in these streets 1 eve1 s of service.

U.S. 1 is the major north-south route, providing a direct connection between the population centers of southwest Dade County and its e~nploymentcenter in Downtown Miami. As these southern and western suburbs continue to grow, the demand on U.S. 1 is projected to increase. The net result of this increased demand will be a continued decline in the level of service that can be provided along U.S. 1 and all intersecting roadways. The implementation of Rapid Transit and proposed improvements to U.S. 1 will provide some re1 ief to this si tuati-on.

As a part of the continuing design and development of the Rapid Transit System; warrant studies, additional traffic operation studies, and detailed design studies will be undertaken to assure the proposed signalization of the S.W. 27th Avenue/S.W. 27th Terrace intersection will not adversely impact traffic operations at this intersection or the S.W. 27th Avenue/U.S. 1 intersection. C, RECOMMENDATIONS

The recommendations contained in this section are in two parts. The first (1) deals with proposed improvements which do not directly affect transit, while the second (2) deals with improvements which could affect transit.

1. Improvements proposed for the U.S. 1 corridor should

be thoroughly evaluated by the responsible governing

agencies in order to determine the feasibility of

accelerating the present construction schedule.

2. After the Metrorail System begins operations, traffic

accessing and egressing the station site should be

monitored to determine if the S.W. 30th Avenue and

Virginia Street crossing of U.S. 1 is required. If

it is not, as traffic projections indicate, this

monitoring program should be continued through

redevel opment of the station area. ~ven'if these

traffic volumes do not indicate the need fo,r this

crossing it may warrant consideration to re1ieve the

congestion at the S.W. 27th Avenue intersection with

U.S. 1. Other considerations such as adverse safety

impacts may also indicate the need for this crossing.

SUBMITTED INTO THE PUBLIC RECORD FOR METROPOLITAN DADE COUNTY TRANSPORTATION IMPROVEMENT PROGRAM STAGE 1 RAPID TRANSIT SYSTEM FINAL REPORT

MARKET POTENTIAL

COCONUT GROVE RAPID TRANSIT STATION AREA

(BACKGROUND ANALYSIS MEMORANDLIM NUMBER 21 )

SUBMITTED INTO THE =. PUBLIC RECORD FOR

METROPOLITAN DADE COUNTY RAIL RAPID TRANSIT PROJECT

STATION AREA DESIGN AND DEVELOPMENT

The preparation of this report has been financed in part through a grant from the U.S. Department of Transportation, Urban Mass Transportation Ad- ministration, under the Urban Mass Transportation Act of 1964; as-amended. . .

. . . . I .. r - .. I.. >.,.. ., ...... : . ,._. . . ..: :, !,*,'>f,':.~:' ., , , '' ! -,, .; , .. ; <. >. r ,. g:' ;-. ,? ..- , ..ii , '. . <, <..a: -. . . I - .., , . ;..,'I :..l.--*i. ,I.. ,.,,.$.. v;;':j" .," 7 A. * .- , , % ,. .. s, .' ,4.7 \:,.-., , -.. .' S:::. . . ., - * .-. , ,:,-::::. ., .,:,;: *;;.. .*:-. . - ::;

THE KAISER TRANSIT GROUP

FEBRUARY, 1980 TABLE OF CONTENTS

PAGE NO .

INTRODUCTION ...... PURPOSE AND SCOPE ...... METHODOLOGY ...... THE MARKET AREA ...... RETAIL DEVELOPMENT ...... OFFICE DEVELOPMENT ..:...... RESIDENTIAL DEVELOPMENT ......

HOTEL-MOTEL DEVELOPMENT ...... SUMMARY ......

APPENDIX (Names & Addresses of Hotels/Motels) ......

BIBLIOGRAPHY ......

SUBMITTED INTO THE PUBLIC RECORD FOR SUBMITTED INTO THE PUBLIC RECORD FOR

INDEX OF TABLES ITEM'p2.16 ON 5a~)-07.'

TABLE NO. PAGE NO.

7 SELECTED SOCIO-ECONOMIC VARIABLES ...... 11 2 RETAIL MARKET POTENTIAL CALCULATIONS ...... 13

3 TOTAL SUPPORTABLE SQURRE'FEET OF RETAIL FLOOR AREA ...... 7 4 4 RETAIL CENTERS ...... 15

5 PERSONAL CONSUMPTION EXPENDITURES ON SERVICES ...... 18 6 HOUSING UNITS ...... 2 0 7 QUALITY RATING, LOCATION, NUMBER OF ROOMS, RESTAURANTS, AND AVERAGE ANNUAL OCCUPANCY OF HOTELS AND MOTELS ...... 2 2 8 EFFECT OF NEW HOTEL ON EXISTING HOTEL & MOTEL OCCUPANCY ...... 24 9 SUMMARY OF PROJECTED DEVELOPMENT POTENTIAL ...... 28 'UBMITTED INTO THE PUBLIC RECORD FOR

I. -INTRODUCTION ~TEMPzB ON 5*4-b7, This report, Background Analysis Memorandum (BAM) #21, is one of a series of studies undertaken as part of the Station Area Design and Development

(SADD) program. The SADD program is a federally-funded effort directed toward the development of plans and programs for the areas around the twenty stations of the Stage I Rapid Transit System of Metropolitan Dade

County, Florida. The market potential analysis which this study presents is for the Coconut Grove Station brea (Map I), located in the City of s

Miami.

11. PURPOSE AND SCOPE

The projections presented herein are of the market potential for specified land development types which could occur within the area around the Coconut

Grove Station which will be most directly impacted by the introduction of the station into the community (Map 2). The projection periods are the years 1975 to 1985 and 1385 to 2000.

In terms of its geographic scope, this memorandum relates to the "market area", surrounding the station area. That is the area from which development within the station area can be expected to draw most of its patronage.

It also includes consideration of activity centers beyond the market area, but nearby, containing facilities which would be expected to exert competitive influence upon new developrent in the Station Areas.

This report is divided into nine major sections, of which this section is the second. Section II1 describes the hethodology used to arrive at the projections. Section IV shows the market area boundary and describes its development and socio-economic characteristics. Sections V, VI, VII, and

VIII respectively present projectjons of retail, office, residential and hotel-motel development. Section IX provides a summary table of the projections. 1 rsq 1 \

Map 1 STAGE 1 RAPID TRANSIT SYSTEM

- SUBMITTED INTO Tl-11 PUBLIC RECORD For PZ-18 s -0 I I I . METHODOLOGY ITEM ON -w

The basic methodology employed, which wi 11 be expanded and refined in the ensuing, paragraphs is generally recognized as the "market share" or "residential market share" method. In brief, this approach consists of the delineation of a market area. Then, using this geographic region as a basis, the rate of change of various socio-economic determinants of consumer and/or commercial spending/use potential are used to project future market needs in terms - of retail/service/conercial development. Through analysis of the status and location of existing retail/service/comnercial development, the projected un- met market needs of the market area are calculated, and a "market share" of currently unserved proportion of net future needs is ascertained. Finally, this share of the market's spending potential is used to project future retail/ service/commercial development potential in terms of such measures as square feet of retail space, square feet of commercial space and hotel rooms.

The projections presented in this document are based on data d~ ived from the Transportation Planning Data Base, the Housing Plan - :liami Me opolitan ~rea~(Dade

County Planning Department, March, 1978), U.S. Censuses of Pog --tion on (U.S. Bureau of the census; 19702, U.S. Census of Retai 1 Trade (U.S. Sureau of the Census, 1972)', Background Analysis Memorandurn 62 (BAM#2), Socio-Economic

Inventory, Roqi onal/Subregi onal (Kaiser Transit Group, February, 1 976i4, field research and various reports dealing with the impact of rapid transit systems on development.

This memorandum fol lows from Backqround Analysis Memorandum #19 (BAM #19$, Re- aional Market Potenti al (KTG, December, 1978)5, which provided projections of the amount of transit related development which may be expected to occur at "UBMITTED1 INTO THE PUBLIC RECORD FOR S-4- 07 the regional (countpi de) 1eve1 , and. for that po AJEM +'Pi:rQN -' community mst imediately affected by introduction of transit (the

"Corridor" ).

The reliance upon data generated by Dade County agencies is necessary in order to be in coformity with the Florida Local Government Comprehensive 6 Flanning Act of 1975 (F.S. 103) which requires that all elements of a c~n?rehensiveplan (land use, public facil ities, transportation, housing, etc-. =s

'5 consiste~t. Because the Transportation Planning Data Base is derived from and, therefore, consistent with the County's Comprehensive Development Master

Plar (:3#?)', the data utilized in this study is also consistent with the C9X3.

A market area is defined as that area from which business establishments

stain 2 major portion of their total business volume. Delineation of the Coconut Grove market area (Map 3) followed field reconnaissance of such determinant factors as natural and man-made barrier:, travel times, distances of residential concentrations and their locations, and the sizes and estimated customer volumes of competitive commercial centers.

Since some of the trade that will accrue to a retail or service facility will come from beyond its market area, the potential market dmand attributable to the market area must be increased by an ac~ropriatefactor to account for the total potential. The mode of access model tabulates 3atrons accessing the respective stations by Traffic Zone of origin. The percentage of total patrons that are projected to originate their trip to the station from Traffic Zones within the market area is:used to make this adjustment. This, estimate of geographic cu.storwr concentration is based upon the 1985 projection of transit patrons who will access the station in the A.M., by Traffic Zone of origin. This projection was taken from the Mode of Access Model. It is assumed that future commercial development in the subject Station Area will be largely oriented to convenience goods and personal services, as opposed to shopper durables and headquarters off ice instal 1ations.

BAM #19 establ ished the following transit-supportive devel'opment types and -- measures, for projections:

1. Retai 1 (floor area), SUBMITTED INTO THE 2. Personal Service-Type Office (floor area)PUBLIC RECORD FOR 3. Residential (dwelling units), and

4. Hotel-Motel (number of rooms).

The amount of potential retail development was projected using a "disposition of income" approach. To do this, the average income levels of the market area and the County as a whole were determined. The difference in these figures was then used to adjust the projected per capita personal income of the County for the years of 1985 and 2000 to the market area. These projections were then applied to the projected population for the market area to determine aggregate persona7 income for the market area in the years specified.

For the purpose of this study, personal income sales expenditures were derived I, :I: by deducting social insurance payments, tax payments and personal savings from ij 1 il total personal income. The remainder is personal consumption expenditures, I iI which consists of spending on durable goods, non-durable goods and services. I/

The breakdown of these expenditures is based on figures provided in the Survey I of Current Business, (U.S. Department of Commerce Bureau of Economic Analysis, I I I I February 1979)'. 1I

A- SUBMITTED INTO THCI" PUBLIC RECORD FONI ITEM 'PZ.I~-ONS-+~~ Spending on durable and non-durable goods constitutes the potentia l retai1

sales volume generated by the residents of the market area. Once potential , {I: sales were projected in this fashion the resultant amounts were a1 located ,I I I I to the specified retail store types in accordance with the proportions / I > established in the Dade County 1972 Census of Retail Trade (U.S. Bureau of the Census) 9 .

To project the amount of retail floor area needed to accommodate projected *I -- sales, sales per square foot of floor area factors from the Urban Land Insti- tute, Dollars and Cents of Shopping Centers (1975 and 1978) lo'l1 were used.

To estimate the market area's proportion of selected types of projected regional office space, the market area's proportion of regional personal consumption expenditures on services was applied to the regional and corridor- level projections of office space (BAM 819). It should be noted that non- personal services, such as corporate headquarters, central offices and s imi 1ar uses, have not been projected in this report. This is due to their virtual unpredictabi lity on a small area basis. Each particular headquarters office operation has a unique set of locational requirements, arranged in a unique set of priorities. Hence it is not possible to generalize about the locational requirements of headquarters office operations as a class, as it is about other uses considered and projected in this study. Thus, the office space projections included in this report are necessarily conservative estimates, and do not purport to convey a comprehensivs projection of office space demand.

Projections of residential development (new dwelling units) for the Market Area and Station Area were based upon projections from the year 2000 Transportation

Master Plan Traffic Zone Data Set. The plan-based distribution of new units I I by traffic zone was evaluated to anticipate how the introductiov of transit ,

. uXBMITTED INTO THE PUBLIC RECORD FOR

The Station Area (Map 2) Is located in the Clty of Miami at the intersection of

S.W. 27th Avenue and South Dixie Highway (U.S. l), within one mile of the heart o-f the Coconut Grove village center, the Dinner Key recreation complex,

Coral Way, and S.M. 27th Avenue commercial corridors.

The Coconut Grove Market Area (Map 3) (comprised of Traffi-c Analysis Zones

032-035 and 042-052) is bounded on the north by S.W. 16th; on the east by --- S.W. 17th Avenue and S.W. Fairview; on the west by Douglas Road, S.W. 37th

Avenue; and on the south by Grand Avenue and McFarlane Road.

In the immediate vicinity of this station are two distinct low density resi-, dential areas separated from each other by U.S. 1. North of U.S. 1, the I

Douglas Park and Sil ver Bluff neighborhoods both contain predominantly Latin I populations with middle income group socio-economic characteristics. The I Silver Bluff area is a particularly stable neighborhood of well maintained 1 single family homes which are predominantly owner-occupi ed. This 1 I neighborhood has a relatively large number of senior citizens (21% over age 65) in comparison to young people (18%under age 18). In the Doug1 as I

Park nei ghborhood , where homes are bei ng converted or rep1 aced by dupl ex ,I rental units, a slight decline in income and neighborhood conditions has occured since 1970. Some overcrowding of housing is now occuring in this area as adequate housing in moderate price ranges has become increasing: y difficult to locate within the city.

The second area, to the south of U.S. 1, is the Coconut Grove area, where the population is predominantly white, non-lati n, with general ly middle to upper middle level incomes and high educational levels. Most of the residents are homeowners, a trend which is increasing with the development - SUBMITTED INTO THE PUBLIC RECORD FOR ITEM .pz.rs ON ~~~-07 of numerous townhouse projects west of S.W. 27th Avenue. Ovet +U/O OT Rouse- holds are made up of only one individual, most of which are young people living in rental apartments.

The area's most likely to experience new development or redevelopment due to transit are the commercial and industrial zonss along the S.W. 27th Avenue and U.S. 1 arterials, and the properties immediately surrounding the station site.

The industrial strip which parallels the north side of U.S. 1 includes 1ight manufacturing, auto and marine services, contractors and construction supplies, wholesale distributors, professional offices, and a large Southern Bell distribution service center. These uses appear viable, particularly in the southwestern section where several buildings have recently been constructed or renovated. Marine related businesses have been attracted to this area because it offers reasonable rents, regional accessibility via U.S. 1, and proximity to a large local market at Dinner Key.

The intersection of 27th Avenue and U.S. 1 has experienced a succession of small retail and service businesses. Despite the high visibility of this location a number of businesses have failed to survive here, probably due, in part, to access difficulties created by traffic congestion, and the area's poor visual environment created by the maze of advertising, aerial wires and marginal businesses.

Along 27th Avenue to the north of U.S. 1 are several new two and three story office builditlgs, a number of marginal service activities, and some small cafes and markets. Recent trends along 27th Avenue sotith of U.S. 1 have been toward adaptation of existing structures for new uses, the most significant including a Burger King, two private clubs and several professional offices.

8 SUBMITTED INTO THE , PUBLIC RECORD FOR 1 ITEM pr*rp ONh5 -2qp ; The Miami Boys Club, located on S.W. 32nJ Avenue at the wes~~~oft station area, is a major institutional use providing athletic, social, and cultural activities for youth throughout the county.

Based upbn recommendations of the 1974 Coconut Grove Master ~lan,"several

zoning changes have been implemented in the station area. These changes were

intended to curtail direct access to U.S. 1 and to encourage high amenity, mixed-use developments and townhouse redevelopment in the vicinity of Bird

Avenue and S.W. 27th Avenue. Only a small portion of the development potential of these zones has been realized thus far. North of U.S. 1, more tradi-

tional commercial zones and relatively shallow lot depths have constrained the quality and intensity of development. Over one million feet of additional floor area could be developed in the industrial zone along U.S. 1.

The residential zones west of S.W. 27th Avenue a1 low duplex and Tow density townhouse type development. Although there is little vacant land available

in these areas, considerable additional development is possible th~ough

conversion of existing single farni ly homes or demo1 i tion and replacement of deteriorated structbres.

Dade County's adopted 1985 Metropol itan Development Pattern Map 13recoonizes the established and stable development configuration of the Market Area. The Market Area is generally designated for low-medium density residential uses (up to 5.0 dwelling units per gross residential acre) with concentrations

of greater intensity near the Station (8.k'. 27th Avenue and U.S. 1) and along S.W. 27th Avenue to S. Bayshore Drive.

Medium density (up to 11.0 dwelling units per gross residential acre) is

allowed near the Station (S.W. 27th Avenue and U.S. 1) and along S.W. 27th

Avenue south to S. Bayshore Drive. Again, medium density is allowed along

the westward boundary of the Market Area along S.W. 37th Avenue. A minor northwest sector of the Market Area, located on S.N. 22nd Street at the intersection of S.W. 37th Avenue which extends to S.W. 16th Street, allows for medium-high density (up to 25.0 dwelling units per gross residential acre).

Table 1 provides projections of selected socio-economic attributes of the

Market Area to 1985 and 2000. During 1975-1985, it is anticipated that the Market Area will experience a smaller rate of population growth than

Dade County as a who1 e (8.3% compared to 20.7%), but a rate of employment growth well above the County (54.7% compared to 33.3%). During 1985-2000, however, it is anticipated that Market Area population growth rate will be smaller than that of the County (7.7% compared to 18.1%) while employment growth for the Market Area nearly matches that of the County (23.4% compared to 25.1%). SUBMITTED INTO THE

11 PUBLIC RECORD FOR I i ITEM 'PZ*\P ON G~-07@ 1 TI1

SELECTED 7OC 10-CCONOMTC VAR 1ABl.ES

COCONIIT GROVE MARKVT I\RCA

1975, 1985, 2000

CHANGE 1975-1985 CHANGE 1985-2000 I I VARIABI-ES 1975 1985 2000 AMOUNT PERCENT AMOUNT PERCENT

TOTAL I'OPUI_AT ION 35,767

FAMILT ES 30,545

UNREI-ATE[) INDIV. 5,222

? TOTAL HOUSING UNITS 14,395

TOTAI- EMPLOYMENT 11,239

PER CAP ITH PERSONAL' 6,040 INCOME (1975 $)

SOURCE: U.S. DEPARTMENT OF COMMERCE, BUREAU OF THE CENSUS

TRANSPORTATION PLANNING DATA BASE (JULY 19781

KAISER TRANSIT GROUP . SUBMITTED INTO THE PUBLIC RECORD FOR RETAIL DEVELOPMENT lTEM.pz.1~ON 5-4ru7,.

As stated in Section 111, "METHODOLOGY", projected demand for retail floor area was first determined by projecting the total income of market area residents and the proportion of such income that they would spend on goods at retail stores. Once retail spending was projected, the amount of retail floor area imp1 ied in such spending levels was determined, using sales per 14 square foot parameters developed by the Urban Land Institute . Computations and results are presented in Table 2.

Since, as indicated in Section 111, some of the sales will come from beyond the Market Area, the mode of access proportion of 54% of Coconut Grove station transit patrons attributable to the Market Area was used to adjust the

"supportable floor area" figures upward in Table 2 (See Section I11 for basis of estimation). The results are shown in Table 3. These figures show that total market growth could support the addition of 394,000 sq. ft. of retail deve1op;ierit by 1985, and 670,000 between 1985 and 2000*

The existing major retail centers in the vicinity were inventoried and inspected in order to analyze their potential competitive pressure. These existing centers, shown on Map 4, are listed in Table 4.

* Automotive dealers and gasoline service stations were excluded from the floor area calculations as sales per square foot measures are not meaning- ful for these businesses.

TABLE 2

SUBivilTTED INTO THE RETAIL MARKET POTEN'IIAL CALCIJLATIONS COCONUT GRV MARKEIT AREA YEARS 1975 1985 2000 PUBLIC RECORD FOR (DOLLAR AMOUNTS ARE CONSTANT 1975 DOLLARS)

1975 1985 2000 CHANGE CHANGE ...... 1975-1985 1985-2000

TOTAL POPULATION PER CAPITA PERSONAL INCOME (IN DOLLARS)

---- THOUSANDS OF DOLLARS---- TOTAL PERSONAL INCOME TOTAL PERSONAL CONSUMPTI EXPEND*

DURABLE GOODS NON-DURABLE GOODS TOTAL GOODS 91598 115587

TOTAL SERVICES SERVICES EXCL* OF HOUS, AND TRANSPORT.

----$HOUSANDS OF DOLLARS---- BUILDING MATERIALr HARDWARE ETC GENERAL MERCHANDISE STORES FOOD STORES AUTOMOTIVE DEALERS GASOLINE SERVICE STATIONS APPARELr ACCESSORY STORES FURNITUREr FURNISHINGS EATING AND DRINKING PLACES URUGr PROPRIETARY STORES MISCELLANEOUS RETAIL STORES TOTAL GOODS

---- sa, FT. OF FLOOR AREA---- BUILDING MdTERIALr HARDWARE ETC GENERAL MERCHANDISE STORES FOOD STORES AUTOMOTIVE UEALERS GASOLINE SERVICE STATIONS APPARELr ACCESSORY STORES FURNITUREr FURNISHINGS . EATING AND DRINKING PLACES DRUGr PROPRIETARY STORES MISCELLANEOUS RETAIL STORES TOTAL SUPPORTABLE Sfl FT RETAIL FLOOR AREA

SOURCES: U~SIBUREAU OF THE CENSUS SURVEY OF CURRENT RUSINESSr DECEMBER 1978 nADE COUNTY FLANNINO DEPARTMENT lJRRAN LAND INSTITUTEt DOLLAR:; AND CENTS OF SHOPPINrj CENTERS KAISER TRANSIT GROUP TABLE 3

TOTAL SUPPORTABLE Sn, FTI RETAIL FLOOR AREA COCONIJT GKV MARKET AREA AND BALANCE OF MARKET YEARS 1975 1985 2000 ___-__------.------, 1975 1985 2000 CHANGE CHANGE ...... 1975-1985 1985-2000

RUILDINO MATERIAL, HARDWARE ETC GENERAL MERCHANDISE STORES FOOD STORES APPARELr ACCESSORY STORES FURNITUREr FURNISHINGS EATING AND DRINKING PLACES DRUGr PROPRIETARY STORES MISCELLANEOUS RETAIL STORES TOTAL EXCL. AUTOMOTIVE AND SERVICE STATIONS

SOURCE: KAISER TRANSIT GROUP ------.------STOP

#STOP >.. ST0 NOT FOUND* # TABLE 4 RETAIL CENTERS VICINITY OF COCONUT GROVE MARKET AREA 1979

MA? MAP NUMBER -NUMBER 1. Miami Downtown 94 Red-Bird Shopping Center 1,808,000 Sq. Ft. Retail Floor Area 90,000 Sq. Ft. Retail Floor Arer Anchors: Burdines, Richards Anchor: Grand Union, Belks, Walgreen's 2. Coconut Grove Business Oistrict 232,000 Sq. Ft. Retail Floor Area 98 Coral Gate Shopping Center Anchors : Mayfai r, Winn-Dixi e 285,0007 Sq. Ft. Retail Flcor Fr? Anchor: Sears, Grand Union 4. Coral Gables Business District Winn-Di xi e =S (Miracle Mile) 688,241 Sq. Ft. Retail Floor Area 110 West Miami Shopping Center Anchors: J. Byrons, Grand Union, 37,800 Sq. Ft. Retail Floor Are Wool worth's, McCrory's Anchor: Grand Union South Miami Business District 477,000 Sq. Ft. Retail Floor Area Anchors: Winn Dixie, Public, Pantry Pride SUBMITTED INTO THE Grove Gate Shopping Center 104,908 Sq. Ft. Retail Floor Area Anchors : Zayre , Pantry Pride, PUBLIC RECORD FOR Wal green ' s

Air Park Plaza 170,000 Sq. Ft. Retail Floor Area Anchors: Pantry Pride

Central Shopping Plaza 330,000 Sq. Ft. Retaii Floor Area Anchors: Zayre, Grand Union

Tarniarni Shopping Center 38,300 Sq. Ft. Retail Floor Area Anchor: Pantry Pride

Grosse Pointe Plaza 23,500 Sq. Ft, Reta'l Fioor Ar?a Anchor: Grand Union

Granada Plaza 80,000 Sq. Ft. Retaii floor Are3 Anchor: Eckerd 3ruc

Puciix ('A. Fla~ler5 N.A. 3E C:.) 33,312 59. Ft. Retzil Flocr Arsa Anchcr: Publix Based on an analysis of these competitive retail centers and facilities, their locations, their relative accessabil ity, sizes, and tenant composition, it is the conclusion of KTG that the Coconut Grove Station Area could capture at least 11%of the Market Area's additional supportable retail floor area projected to the year 2000--or approximately 115,000 sq. ft.

Considering the existing mix of retail types in the area, the following types of stores are considered best suited for new retail development in the Station

-d Area :

CONVENIENCE

Supermarket 30,000 Sq. Ft. Drug Store & Sundries 10,000 Sq. Ft. Junior Variety Store 20,000 Sq. Ft. Miscellaneous Convenience Stores 18,000 Sq. Ft.

Sub-Total 78,000 Sq. Ft.

SHOPPING GOODS

Clothing & Apparel 10,000 Sq. Ft. Accessori es 5,000 Sq. Ft. Electronics, Photo, Etc. 5,000 Sq. Ft. Jewelry & Gifts 5,000 Sq. Ft. Other 12,000 Sq. Ft.

Sub-Total . 37,000 Sq. Ft.

TOTAL : 115,000 Sq. Ft.

SUBMITTED INTO THE PUBLIC RECORD FOR SUBMlTED INTO THE PUBLIC RECORD FOR VI. OFFICE DEVELOPMENT

6AM #19, Regional Market Potenti a1 , (KTG, 1978) 15 provided projections of the demand for selected kinds of personal service type, transi t-supporti ve office,.uses, for the region and the corridor. The kinds of services considered were banks, savings and loan associations, security dealers, insurance agents, real estate agents, physicians offices, dentists offices and legal services.

Table 5 provides estimates and projections of expenditures on services by Coconut Grove Market Area residents, computed according to the method described in Section I11 and used in the development of Table 2. According to these projections, the Market Area would account for 4.5% of corridor service expenditures in 1975, 4.4% in 1985 and 3.8% in 2000. Applying these percentages to the corridor estimate and projections of new supportable floor area of the indicated office uses, the Market Area theoretically could have supported 187,140 square feet in 1975, and is projected to be capable of supporting 205,294 square feet and 220,572 square feet in 1985 and 2000 respectively.

Applying the mode of access factor of 54% of patronage attributable to the Market Area (See Section I11 for basis of estimation), the total projected office floor area potential (indicated uses) for the Station Area is 346,556 square feet in 1975, 380,174 square feet in 1985 and 408,467 square feet in the year 2000. This represents an increase of 33,618 square feet between 1975 and 1985, and an additional increase of 28,293 square feet during 1985-

It is the conclusion of KTG that the Coconut Grove station area could capture about 37% of this additional potential--or about 23,000 square feet by the year 2000--with most of the remainder going to Vizcaya and the central Coral

Gables area. TABLE 5 PERSONAL CONSUIIPTION EXPENDITURES ON SERVICES COCONUT GROVE MARKET AREA 1975, 1985 and 2000 (THOUSANDSOF DOLLARS )

CHANGE 1975- 1985:

AMOUNT

PERCENT

CHANGE 1985-2000:

AMOUNT

PERCENT

SOURCES: U.S. Bureau of the Census Survey of Current Business , December 1978 Trans~ortationPlanninq Data Base, 1978 Urban Land Institute, Dollars and, Cents of Shopping .Centers, 197'8. SUBMITTED INTO THE PUBLIC RECORD FOR - --- ITEM- pz. w ON ~4-07. SUBMITTED INTO THE PUBLIC RECORD FOR VII. RESIDENTIAL DEVELOPMEN ITEM- R*IPON 5-2qp07, A Total of 1,528 new housing units are anticipated to be added to the Market Area inventory during the 1975-85 period (TABLE 6), with an additional 1,327 new unGts anticipated during 1985-2000. Traffic analysis zones 42 and 43, which abut on the northeastern boundary of the Station Area and extend to the most easternly reaches of the Market Area between U.S. 1 and Coral Way

(S .W. 22 Street), is expected to ,Accountfor 435 units of potential growth. -d Traffic analysis zones 48 and 49, located southeast-of the Station Area, extending from U.S. 1 to the shore line of Biscayne Bay, are expected to provi.de.

1,494. Therefore, these four zones are expected to account for 68% of the

1975-2000 growth of the Market Area's housing stock.

It is not possible to utilize the MUATS projections to narrow down the above figures to the Station Area itself, inasmuch as the Station Are.a was so de- lineated as to take in relatively minor portions of several traffic zones. However, considering the Market Area in its entirety, it has been estimated in BAM #19 that 60% of all new residential construction in the transit corridor would be multi-family--the type of residential development most compatible with, and supportive of, rapid transit. By application of this factor to the Market Area projection for 1975-2000, the resultant figure would be 1,713 net new multi-family residential units for the Market Area.

It is the conclusion of KTG that slightly more than one-fifth of these units could be expected to be located in the Station Area, with much of the balance going to Vizcaya and the Douglas Road Market Area. Therefore, approximately 343 multi-family units appear to be justified by this analysis. SUBMITTED INTO THE PUBLIC RECORD FOR TABLE 6 HOUSING UNITS ITEM .pzw ON s*+-b7' . COCONUT GROVE MARKET AREA 1975, 1985 and 2000

CHANGE 1975-1985:

NUMBER

PERCENT

CHANGE 1985-2000:

NUMBER

PERCENT

SOURCES: TRANSPORTATION PLANNING DATA BASE, 1978 KAISER TRANSIT GROUP SUBMITTED INTO THE PUBLIC RECORD FOR ~111. HOTEL-MOTEL DEVELOPMENT ITEM- I?. 19 ON sr4-o7 . Transportation Planning Data Base projections for the Market Area anticipate only only 5 new hotel-motel units during 1975-1985, and a further additional 38 during 1985-2000. This amounts to a total of only 43 new units (1 small sized motel) during the 1975-2000 projection period.

Current occupancy rates experienced by hotels and motels in the area suggest that these projections are not in line with future development. In recogni- --C tion of the prevail ing hotel-motel occupancy levels in the southerly reaches of the transit corridor, BAM $19, Regional Market Potential projected 400 to

450 new hotel-motel units for the southerly reaches of the transit corridor during 1978-1988. Further, data compiled by Laventhod and Horwath in "Trend of Business in the Florida Lodging 1ndustry1'16show that sales of Dade County (mainland) hotels and motels are currently increasing by about 132 per year.

In order to properly assess the potential for additional hotel/motel development it is necessary to analyze the market from a qualitative standpoint as well as a quantitative basis.. The rationale for this methodology lies in the fact that different "service classes" of hotels/motels appeal to different market segments. For exampl e, an economy faci 1 i ty , such as Travel -Lodge com- petes only in an indirect sense with a luxury facility such as Omni. Hence, if hotel-motel development is to be recommended for the Coconut Grove Station Area, a recornmendatio-n of the appropriate "quality class" should follow.

A field survey conducted by the Kaiser Transit Group (Table 7, Map 5) identified 38 hotels and motels in the vicinity of the Coconut Grove Station containing 2,713 rooms which could he considered competitive with a projected facility developed in conjunction with the Coconut Grove Station. Each of these was inspected on-site, in o~aerthat they might be qualitatively classi- fied as economy, standard or luxury. 2 1 . . : ......

-'SUBMITTED INTO THE PUBLIC RECORD FOR

NUMBER NUMBER ANNUAL MAP CODE OF OF OCCUPANCY & CLASS ROOMS RESTAURANTS RATE

-LUXURY: CAFE BRASSIERE-COCONUT GROVE 200 2 90% HOTEL INTERCONTINENTAL HOTEL 630 4 85 MUTINY AT SAILBOAT BAY . 100 1 95 RIVIERA COURTS MOTEL 3 0 0 7 5 DAVID WILLIAM APT/HOTEL 84 2 90

TOTAL LUXURY: STANDARD :

6. DINNER KEY LODGE 7. TOPS MOTEL 8. URMEY HOTEL 9. HOLIDAY INN 10. TRIO MOTEL 11. EL NIDO 12. CHATEAVBLEAU INN 13. GABLES MOTOR INN 14. HOWARD JOHNSON'S 15. KIb!S RICHARD INK 16. LA PALMA HOTEL 17. HOLIDAY INN 1E. HOLIDAY INN

TOTAL STANDARD:

ARROWHEAD MOTEL BRICKELL INN DOWNTOWN SOUTHW INDS MOTEL RAMONA MOTEL SAN JUAN MOTEL SANBORN MOTEL STARLlTE MOTEL SYLVANIA HOTEL TORREGROSA HOTELJAPTS TOWER HOTEL BALI-HA1 MOTEL 77-MOTEL EL EDEN MOTEL HONEYWELL MOTEL DIXIE COURT MOTEL MALIBU HOTEL PINE TERRACE MOTEL PONCE DE LEON HOTEL UNIVERSITY INK TOWN AND COUNTRY APT/HOTEL

TOTAL ECONORY : 657 2 GRAND TOTAL: 2713 17

SOURCE: FIELD SURVEY, KASIER TRANSIT GROUP, 1979 -3UBMITTED INTO THE PUBLIC RECORD FOR In performing this rating, criteria used included u~~e?$i(J~e-Erg4 - o', rooms), amenities (recreation, landscaping, architecture), parking, size of rooms, quality of furnishings, level of maintenance and quality of food and beverage facil ities and service.

Qualitatively, the survey identified 5 luxury hotels in the area with a total of 1,044 rooms, 13 standard facil ities with a total of 1,012 rooms, and 20 economy facilities with a total of 657 rooms (Table 7). The addresses of these hotels and motels are listed in the appendix.

Survey results further show that each quality category of lodging facilities in the area is registering substantially higher average annual occupancy rates than the market-wide average of all facilities on the Dade County mainland. The Laventhol and Horwath report, cited above17, indicated that, for the 12 months ending January 31, 1978, hotels and motels on the mainland (including the Key Biscayne hotels which are grouped with the mainland hotels) averaged 64.5% occupancy. In contrast, the 38 facilities studied are averaging

82% occupancy over the year. Economy, standard and luxury groups recorded 762,

80% and 87% respectively.

As shown on Map 5, there is some concentration of lodging facilities within a mile of the Station Area, at Dinner Key, with five facilities located within the Market Area. It is also noteworthy that the Malibu at 2936 S.W. 37th

Court, (~apKey #34), the closest lodging fzcility of consequence to the Station

Area is recording an average occupancy of 70% over the year*.

Quantitative and qualitative analysis of the hotels/rnotels in the Station Area suggest that there is not sufficient existing amenities to justify construction of an additional lodging facility in the Coconut Grove Station Area.

* according to interview with the management '7 3 SUBMITTED INTO THE PUBLIC RECORD FOR

TABLE 8

EFFECT OF A NEU HOTEL ON EXISTIKG HOTEL & MOTEL OCCUPANCY

COCONUT GROVE HOTEL-MOTEL SURVEY AREA, 1979

/ QUALITY NEW FACILITY OVERALL OCCUPANCY LUXURY STANDARD EC0E:OKY CLAZS OF NUMBER CLASS OCCUPANCY CLASS OCCUPANCY CLASS OCCUPANCY NEW FACILITY OF ROOMS OCCUPANCY BEFORE AFTER ORE AFTER n

, -- - ' LUXURY: 100 100 1% 150 200 200 2 50 2 5C 30C 3 00 3 50 3 50 400 400 450 4 50

SOURCE: KAISER TRA2SIT GROUP. 1979 ~UBMITTEDINTO THE PUBLIC RECORD FOR P2 *r s ~n order to finalize this demand potential, the fie1 results ITEM s*. 07 'IIILI -' secondary source data have been refined to simulate the effect of various sizes and classes of new hotel/motel facilities upon the existing hotel/ motel mix (Table 8).

Review of Table 8 indicates that the development of a moderately sized hotel/ motel of any class type (re: luxury, standard, or economy) would not have any serious deleterious effect upon hotels/motels in the study area. That is, - even given a new entry into the market, the occupancy levels of existing 1 facilities would remain above the market-wide average.

Generally, in selecting a site for a lodging facility, transportation and proximity to major activity centers and amenities are of primary importance. For a resort facility, it is perhaps more important to be close .to recreation and amenities than convenient to major transportation networks. For a commercial lodging facility, on the other hand, it is important to be close to the major centers of commercial activity, and conveniently accessible via the surface transportation network.

However, the Coconut Grove Station Area is already developed as a stable and substantially large residential cornrnuni ty, along with the commercial-industrial land use mix, and hardly any vacant land. Therefore, considering the poor accessibility at the 27th Avenue and U.S. 1 intersection and the lack of lodging facility amenities, the chances of a viable and attractive facility locating within the Station Area are poor, at the least.

The Station Area, of all those located south of Vizcaya, offers the poorest I I environs for this type facility. And, furthermore, the Area is completely developed, as mentioned previously, and there is no indication the land use pattern will undergo significant change within the projection periods. Considering the Market Area, the existing lodging facilities seem to be sufficient to satisfy the present demand and most probably will satisfy demand created over the projection periods. The Market Area has residual lodging facility space of nearly 20% after meeting its present demand.

Assuming the traditional growth rate within Dade County's lodging industry, this market and its competitive areas in the south corridor should prove sufficient. This conclusion is based on the adverse effects that the Coconut Grove Station Area would likely produce for a lodging facil ity. -- Therefore, KTG makes no projection or recommendation for a lodging facility I I within the Coconut Grove Market Area. I

SUBMITTED INTO THE PUBLIC RECORD FOR SUBMITTED INTO THE PUBLIC RECORD FOR IX. SUMMARY ITEM PLJQON 5-d-07 - -: This report has provided projections, summarized in Table 9, of uses considered suitable for development in conjunction with or nearby, the Coconut Grove Rapid Transit Station (retail, office, housing and hotel-motel development). Geographically, the projections relate to both the Market Area, from which business near the Station are expected to obtain most of their customer volume, and the Station Area, an area surrounding the Station site which will -L be most impacted by the Transit.

The Coconut Grove Market Area is a mixture of good to poor quality residential as well asa viable to marginal commercial area which is expected to experience fairly moderate growth over the balance of the decade. Its population in 1975 was estimated by the Dade County Planning Department at 35,767 residents. In the year 2000, that agency projects a Market Area population of 41,696 residents.

It is estimated that the Station Area could obtain at least 11%of the Market Area's projected retail development, 37% of projected office development and as much as one-fifth of projected multi-family residential development to the year 2000. As stated, no projection or recommendation seems appropriate for lodging facility within this Station Area. SUBMITTED INTO THE 1

TABLE 9 PUBLIC RECORD FOR I'

I COCONUT GROVE MARKET AREA AND STATION AREA I

RETAI L OFFICE HOTEL- FLOOR FLOOR HOUSING MOTEL AREA (sq. ft.) AREA (sq. ft.) UNITS UNITS

CHANGE :

1975-1985 AMOUNT

PERCENT

1985-2000

AMOUNT

PERCENT

1975-2000

AMOUNT

PERCENT

STATION AREA SHARE 115,000 23,000 343 0* 1 OF MARKET AREA GROWTH, 1975-2000

I SOURCES: TRAFFIC DATA BASE KAISER TRANSIT GROUP SUBMITTED INTO.THE

PUBLIC RECORD FOR , ITEM ~z.19ON s -A-07 .

APPENDIX APPENDIX SUBMITTED INTO THE NAMES AND ADDRESSES OF HOTELS AND MOTE J?!J&IC RECORD FOR VICINITY OF THE COCONUT GROVE STA?(;~~EMpL.18 ON s -4-07; 1979

MAP CODE AND CLASS NAME ADDRESS

LUXURY:

COCONUT GROVE HOTEL 2649 Bayshore Drive INTERCONTINENTAL HOTEL 801 S. Bayshore MUTINY AT SAILBOAT BAY 2951 S Bayshore Drive RIVIERA COURTS MOTEL 5100 Riviera Drive DAVID WILLIAM APT/HOTEL 700 Biltmore Way

STANDARD:

DINNER KEY LODGE 2669 S. Bayshore Drive TOPS MOTEL 3151 S.W. 8th Street URMEY HOTEL 34 S.E. 2nd Avenue HOLIDAY INN 2500 Brickell Avenue TRIOMOTEL . 3622 S.W. 8th Street EL NIDO 3141 S.W. 8th Street CHATEAUBLEAU INN 1111 Ponce De Leon Blvd. GABLES MOTOR INN 730 S. Dixie Highway HOWARD JOHNSON'S 1430 S. Dixie Highway KING RICHARD INN 162 Alcazar Avenue LA PALMA HOTEL 116 Alhambra Circle HOLIDAY INN 2051 Le Jeune Road HOLIDAY INN 1350 S. Dixie Highway

ECONOMY:

19 ARROWHEAD MOTEL 1050 Br ickel 1 Avenue 20 BRICKELL INN 2475 Brickell Avenue DOWNTOWN SOUTHWINDS MOTEL 636 Brickell Avenue RAMONA MOTEL 3301 W. Flagler St. SAN JUAN MOTEL 2390 S.W. 8th Street SANBORN MOTEL 106 S.W. 8th Street STARLITE MOTEL 135 S .W. 8th Street SYLVANIA HOTEL 226 S.W. 5th Avenue TORREGROSA HOTEL/APTS 835 S.W. 2nd Street TOWER HOTEL 1430 S.W. 7th Street BALI-HA1 MOTEL 1350 S .W . 2nd Avenue 77 MOTEL 3021 S.W. 8th Street EL EDEN MOTEL 115 S.W. 8th Street HONEYWELL MOTEL 34 S.W. 7th Street DIXIE COURT MOTEL 762 S. Dixie Highway MALIBU HOTEL 2936 S.W. 37 Ct. PINE TERRACE MOTEL - 3209 S.W. 27 Avenue POIVCE DE LEON HOTEL 1721 Ponce De Leon Blvd. UNIVERSITY INN 1390 S. Dixie Highway TOWN & COUNTRY APT/HOTEL 600 Coral Way 29 *SUBMITTED INTO THE BIBLIOGRAPHY PUBLIC RECORD FOR

ITEM pt-r ON s-&--m* --- . I Metropolitan Dade County Planning Department, Housing Plan - Miami Metropol itan Area (March, 1978).

U.S. Bureau of the Census, Census of Population: 1970 General Social and Economic. Characteristics - Final Report PC(1) - C11 Florida. U.S. Government Printing Office, Washington, D.C. ,' 1972. U.S. Bureau of the Census, Census of Population and Housing: 1970 Census Tracts, Final Report PHC(1) - 129. Miami, Florida SMSA

U.S. Bureau of the Census, Census of Population and Housing: 1970 Census Tracts, Final Report PHC(1) - 129. Miami, Florida SMSA.

Kaiser Transit Group, Background Analysis Memorandum #2, Socio- Economic Inventory, Regional /Subregional , February, 1978.

Kaiser Transit Group, Backqround Analysis Memorandum #19, Regional Market Potential , December, 1978.

Florida Local Government Comprehensive Planning Act of 1975. Chapter 163, Part 11, Florida Statutes, Sections 163.3161 through 163.-3211.

' Metropolitan Dade County, Comprehensive Development Master Plan for Metropolitan Dade County, as amended, March, 1975.

8 U.S. Department of Comerce/Bureau of Economic Analysis, Survey of Current Business, Volume 59, Number 2, February, 1979.

U.S. Bureau of the Census, Census of Retail Trade, 1972, Area Series. Florida RC 72-A-10. U.S. Government Printing Office, Washington, D.C., 1974.

lU Urban Land Institute, Dollars & Cents of Shopping Centers 1978- a study of receipts and expenses in Shopping Center Operations, Washington, D.C., 1978.

Urban Land Institute, Dollars & Cents of Shopping Centers 1975 - a study of receipts and expenses in Shopping Center Operations, Washington, D. C., 1975.

12 City of Miami, Coconut Grove Master Plan, adopted 1974