T r y a f u d f f i c S t u

Since 1978 Prepared By: David Plummer & Associates

Prepared For: Miami Freedom Park, LLC

Prepared In: June 2019

DPA Job #: 18180

DAVID PLUMMER & ASSOCIATES | Project No. 18180

TABLE OF CONTENTS Page List of Exhibits ...... ii

EXECUTIVE SUMMARY ...... iii 1.0 INTRODUCTION...... 1 1.1 Project Background ...... 1 1.2 Study Objective ...... 1 1.3 Study Methodology ...... 3 1.4 Project Site Access and Circulation ...... 6 2.0 DATA COLLECTION ...... 9 2.1 Intersection Turing Movement Counts ...... 9 2.2 Roadway Segment Volume and Speed Counts ...... 10 2.3 Ramp Roadway Volume Counts ...... 11 2.4 Intersection Data ...... 11 2.5 Multimodal Transportation Data...... 12 2.5.1 Pedestrian Mobility ...... 12 2.5.2 Public Transit ...... 13 2.6 Major League Soccer Data ...... 15

3.0 PRELIMINARY TRANSPORTATION MANAGEMENT PLAN...... 16

4.0 PROJECT TRIP GENERATION AND DISTRIBUTION ...... 20 4.1 Weekday AM and PM Peak Hour Trip Generation ...... 20 4.2 Saturday Game Day Arrival and Departure Trip Generation ...... 21 4.3 Weekday Game Day Arrival and Departure Trip Generation ...... 24 4.4 Project Trip Distribution ...... 26

5.0 INTERSECTION CAPACITY ANALYSIS...... 31 5.1 Existing Conditions ...... 31 5.2 Future With Project Conditions ...... 32 5.2.1 Intersection Analysis for Weekday AM and PM Peak Hours ...... 33 5.2.2 Intersection Analysis for Saturday Game Day Arrival and Departure ...... 36 5.2.3 Intersection Analysis for Weekday Game Day Arrival and Departure .....39

6.0 RAMP ROADWAY CAPACITY ANALYSIS ...... 42 6.1 Existing Conditions ...... 42 6.2 Future With Project Conditions ...... 42

7.0 TRAFFIC CALMING EVALUATION ...... 45 7.1 Traffic Flow Modification Thresholds ...... 45 7.2 Traffic Calming Evaluation ...... 46 7.3 Traffic Calming Alternatives ...... 48

8.0 PARKING ANALYSIS ...... 49

9.0 CONCLUSIONS ...... 51

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LIST OF APPENDIXES Appendix A: Site Plan Appendix B: Data Collection Appendix C: Traffic Counts Appendix D: Transit Documentation Appendix E: Project Trip Generation Appendix F: Roadway Improvements Appendix G: Intersection Capacity Analysis Worksheets Appendix H: Traffic Calming Documentation Appendix I: Parking Analysis Documentation

LIST OF EXHIBITS Exhibit Page 1 Location Map ...... 2 2 Site Ingress (Daily Non-Event) ...... 7 3 Site Egress (Daily Non-Event) ...... 8 4 Site Ingress (MLS Game) ...... 18 5 Site Egress (MLS Game) ...... 19 6 Project Trip Generation Weekday AM and PM Peak Hours ...... 22 7 Project Trip Generation Saturday Game Day Arrival and Departure ...... 23 8 Project Trip Generation Weekday Game Day Arrival and Departure ...... 25 9 Cardinal Distribution ...... 26 10 Project Trip Distribution Non-game Day Inbound ...... 27 11 Project Trip Distribution Non-game Day Outbound ...... 28 12 Project Trip Distribution Game Day Arrival ...... 29 13 Project Trip Distribution Game Day Departure ...... 30 14 Intersection Capacity Analysis Weekday AM and PM Peak Hours ...... 34 15 Intersection Capacity Analysis Saturday Game Day Arrival and Departure ...... 37 16 Intersection Capacity Analysis Weekday Game Day Arrival and Departure ...... 40 17 Ramp Roadway Capacity Analysis Weekday AM and PM Peak Hours ...... 43 18 Ramp Roadway Capacity Analysis Saturday Game Day Arrival and Departure ...... 43 19 Ramp Roadway Capacity Analysis Weekday Game Day Arrival and Departure ...... 44

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EXECUTIVE SUMMARY

The Miami Freedom Park & Soccer Village (Miami Freedom Park) project is bounded by NW 14th Street on the south, NW 21st Street on the north, NW 37th Avenue on the east, and NW 42nd Avenue on the west in Miami, FL. The site is currently occupied by Miami International Links - Melreese Country Club. Miami Freedom Park will be the home of Miami’s new Major League Soccer (MLS) professional soccer team Club Internacional de Fútbol (Inter Miami CF) and the development program includes: MLS Stadium 25,000 seats Soccer Village (Retail) 600,000 SF Technology Hub and Office Space 400,000 SF Hotel and Conference Center 750 Rooms New Public Park 58 acres Youth Sports Fields 11 soccer fields and 1 football field

The Project will be developed in multiple phases. Full Project build-out is anticipated by 2025. Access to the site will be provided via three access points:  New off ramp from northbound NW 42nd Avenue collector-distributor (c-d) road to the northwest corner of the Project (inbound access only).  New signalized full-access driveway on NW 14th Street midway between NW 42nd Avenue and the WB SR 836 off ramp.  New signalized full-access driveway located at the west leg of the existing NW 37th Avenue / NW 19th Street intersection.

The purpose of the study is to provide a preliminary traffic impact analysis that follows the methodology for a typical study for the City of Miami. The traffic study documents the anticipated traffic impacts of the proposed Miami Freedom Park development and includes data collection efforts, a preliminary Transportation Management Plan (TMP), Project trip generation and distribution, intersection capacity analyses, ramp roadway analyses, a preliminary traffic calming evaluation for the Grapeland Heights Neighborhood (GHN), and a parking analysis.

Data collection for this study included 27 intersection turning movement counts, 24 roadway segment volume and speed counts, 10 ramp segment volume counts, intersection signal timing and

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phasing, intersection lane configurations, seasonal adjustment factors, and multimodal transportation information.

Trip generation for the proposed Project was estimated using the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition. For the typical weekday, non-event scenario, it is estimated that the Project will generate approximately 640 am peak hour two-way, net new trips and approximately 1,550 pm peak hour two-way, net new trips. For the Saturday night game day scenario, it is estimated that the Project will generate approximately 3,380 two- way, net new trips the hour before kickoff and approximately 4,050 two-way, net new trips the hour after the match concludes. For the weekday night game day scenario, it is estimated that the Project will generate approximately 3,125 two-way, net new trips the hour before kickoff and approximately 3,740 two-way, net new trips the hour after the match concludes.

Intersection capacity analyses were completed for 27 intersections during the weekday am and pm peak hours, the Saturday night game day arrival and departure periods, and the weekday night game day arrival and departure periods. All signalized intersections that were analyzed are projected to meet the City’s level of service (LOS) standards with the Miami Freedom Park project. LOS is a qualitative assessment of a road’s operating conditions and is represented by the letters A through F, where A is free flow (best condition) and F is the most congested condition. It should be noted that some intersections will be under police control up to two hours pre and post-match.

Ramp capacity analyses were completed for existing conditions (2018) and future with Project conditions (2025). Twelve ramp roadways were analyzed during weekday conditions and four ramp roadways were analyzed for Saturday conditions. The results of the analyses show that all ramp roadways are projected to operate under capacity with the Miami Freedom Park project.

A preliminary traffic calming evaluation for the Grapeland Heights Neighborhood (GHN) was completed. Existing condition traffic counts and speed data collected at 20 roadway segments was evaluated against the Miami-Dade County’s traffic calming thresholds. In order for Miami-Dade County (MDC) to consider a traffic calming device on residential streets, the volume or speeding

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threshold and one additional criteria (cut-thru traffic) defined in the MDC procedures must be met. Ten of the 20 locations are eligible for traffic calming devices.

The County’s process to install traffic calming devices like all-way stop control, speed tables, traffic circles, and the like is significant. It also takes neighborhood agreement on the type and location of the traffic calming devices. Miami Freedom Park is committed to working with the GHN, the City, and the County to resolve these existing conditions traffic issues.

A parking analysis was completed for a Saturday night and weekday night Inter Miami CF soccer match. The analysis shows that the estimated peak parking demand for a Saturday night game day is approximately 5,400 parking spaces. For a weekday night game day, the estimated peak parking demand is 5,100 parking space. There are approximately 5,500 parking spaces planned for the Project. Therefore, there is an adequate number of parking spaces planned for the Project.

The Project’s close proximity to the Miami Intermodal Center (MIC) is critical to its success, as it is anticipated that up 30% of the game day patrons (7,500 patrons for a sellout) will use other modes of transportation (Metrorail, TriRail, Metrobus, City Trolley, etc.) to get to match. The MIC is the main transportation hub in Miami-Dade County where various modes of transportation come together. It connects the Miami International Airport, long distance bus services (Greyhound and MegaBus), Tri-Rail, Metrorail, City of Miami Trolley system, Miami-Dade Metrobus System in one centralized location. Amtrak, which is long-distance train service, is also going to open at the MIC. The Car Rental Center (RCC) and taxi center is also located at the MIC.

The results of this traffic study are predicated on the enhancements listed below being in place:

Site vehicular access improvements include:  Constructing a new off ramp from northbound NW 42nd Avenue collector-distributor (c-d) road to the northwest corner of the Project, (inbound access only).  Adding a new signalized full-access driveway on NW 14th Street midway between NW 42nd Avenue and the WB SR 836 off ramp. An exclusive westbound right-turn lane and eastbound left-turn lane into the Project site are being proposed.

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 Constructing a new signalized full-access driveway located at the west leg of the existing NW 37th Avenue / NW 19th Street intersection. An exclusive southbound right-turn lane and northbound left-turn lane into the Project site are being proposed.  Adjusting signal timing at the intersections of NW 42nd Avenue / NW 14th Street and NW 37th Avenue / NW 14th Street in order to improve the overall intersection operations.

Transit accessibility enhancements include:  Partnering with Miami-Dade County Transit to provide more Metrorail vehicles to the MIC station with shorter headways for both pre and post-game is critical given the anticipated amount of patrons expected to use other modes of transportation to get to a game.  Providing incentives to patrons to use the Metrorail. Some of the proposed incentives include: o Providing in-game promotional items with proof of Metrorail ridership o Offering app-based rewards for using the Metrorail  Partnering with Miami-Dade County Transit to enhanced transit service on game days by arranging for City of Miami trolleys to circulate between the MIC and the stadium.

Pedestrian mobility improvements include:  Providing a grade-separated pedestrian crossing over NW 21st Street. This elevated crossing will provide a direct, safe, and convenient way for pedestrians to gain access to / from the site from the MIC’s Miami Central Station. With up to 7,500 patrons using transit anticipated for a game that is sold out, this is a very important enhancement for pedestrians.  Enhancing pedestrian improvements such as ADA pedestrian ramps with detectable warning surface, pedestrian push buttons and countdown signals, high-emphasis crosswalks, and an exclusive pedestrian phase during game days (locations include: NW 42nd Avenue / NW 14th Street, NW 37th Avenue / NW 14th Street, NW 37th Avenue / NW 17th Street, NW 37th Avenue / NW 19th Street, and NW 37th Avenue / NW 21st Street). These enhancements are critical for non-game days when there will not be police control of intersections adjacent to the site.  Installing rapid rectangular flashing beacons, like the ones installed on South Bayshore Drive and Ponce de Leon Boulevard, is also being considered at non-signalized pedestrian crossings.

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Prior to opening the Inter Miami CF stadium, a comprehensive Transportation Management Plan (TMP) will need to be developed and approved by the agencies. The purpose of the TMP is to address pedestrian and vehicular traffic movements on game days. Both the pre-game and post- game scenarios will be addressed in the TMP. Components of the TMP will include:  Coordinating with representatives from FDOT, MDX, MDC, police agencies, and the City of Miami.  Modifying streets temporarily (pre and post-game).  Implementing police control of intersections.  Managing access, parking, and pedestrian routes.  Coordinating shorter headways, additional Metrorail vehicles, and Miami Trolley system vehicles to / from the MIA station on game days.  Designating valet locations / operations.  Promoting transit and rideshare incentives.  Assigning rideshare drop-off / pick-up locations, bus / limo staging, and disabled passenger drop-off / pick-up areas.  Designating fire-rescue access and circulation.  Placing permanent and temporary signage (expressway system and surface streets).  Conducting extensive public information programs.  Prohibiting vehicular game day traffic from using NW 37th Avenue between NW 14th Street and NW 19th Street, and the like.

Miami Freedom Park and Inter Miami CF want to provide their patrons with the best possible game day experience, and they are committed to the betterment of their neighboring communities. Miami Freedom Park can achieve this by implementing the recommendations in this report thereby minimizing to impact to current traffic operations. In addition, this comprehensive transportation management plan will enhance pedestrian mobility and facilitate the use of transit to and from the site.

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1.0 INTRODUCTION 1.1 Project Background The Miami Freedom Park & Soccer Village (Miami Freedom Park) project is bounded by NW 14th Street on the south, NW 21st Street on the north, NW 37th Avenue on the east, and NW 42nd Avenue on the west in Miami, FL (See Exhibit 1). The site is currently occupied by Miami International Links - Melreese Country Club. Miami Freedom Park will be the home of Miami’s new Major League Soccer (MLS) professional soccer team Club Internacional de Fútbol (Inter Miami CF) and the development program includes: MLS Stadium 25,000 seats Soccer Village (Retail) 600,000 SF Technology Hub and Office Space 400,000 SF Hotel and Conference Center 750 Rooms New Public Park 58 acres Youth Sports Fields 11 soccer fields and 1 football field

The Project will be developed in multiple phases. Full Project build-out is anticipated by 2025. See Appendix A for the proposed site plan. Access to the site will be provided via three access points:  New off ramp from northbound NW 42nd Avenue collector-distributor (C-D Road) to the northwest corner of the Project (inbound access only).  New signalized full-access driveway on NW 14th Street midway between NW 42nd Avenue and the WB SR 836 off ramp.  New signalized full-access driveway located at the west leg of the existing NW 37th Avenue / NW 19th Street intersection.

1.2 Study Objective The purpose of the study is to provide a preliminary traffic impact analysis that follows the methodology for a typical study for the City of Miami. The traffic study documents the anticipated traffic impacts of the proposed development and includes data collection efforts, a preliminary TMP, Project trip generation and distribution, intersection capacity analyses, ramp roadway analyses, a preliminary traffic calming evaluation for the Grapeland Heights Neighborhood (GHN), and a parking analysis.

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NW 36th Street MIAMI FREEDOM PARK & SOCCER VILLAGE NW South River Drive

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NW 25th Street NW 42nd Avenue

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Project Location NW 37th Avenue Exhibit 1 NW 42nd Avenue Location Map NW 7th Street Since 1978 p.2

1.3 Study Methodology The analysis undertaken follows the methodology for a typical City of Miami traffic study. A synopsis of the methodology is as follows.

Data Collection Data collection for this study included intersection turning movement counts, roadway segment volume and speed counts, ramp roadway segment volume counts, intersection signal timing and phasing, intersection lane configurations and seasonal adjustment factors. The data collection effort is described in Section 2.0 of this report.

Project Trip Generation Trip generation estimates were prepared for typical weekday am peak hour, typical weekday pm peak hour, weekday soccer match arrival peak hour, weekday soccer match departure peak hour, weekend soccer match arrival peak hour, and weekend soccer match departure peak hour. Trip generation was estimated using information provided by the Atlanta United MLS team, and trip equations and rates provided in the Institute of Transportation Engineer’s (ITE) Trip Generation Manual, 10th Edition. The trip generation estimates accounts for internal capture, pass-by capture, and alternative mode of transportation usage using readily available information.

Project Trip Distribution / Assignment Net new external Project traffic was assigned to the adjacent street network using the appropriate cardinal distribution from the Miami-Dade 2040 Long Range Transportation Plan Update, published by the Metropolitan Planning Organization. Normal traffic patterns were considered when assigning Project trips during the weekday am and pm peak hours. A preliminary transportation management plan was developed to set traffic patterns and assign game day Project trips during the arrival and departure hours.

Intersection Analysis Intersection analysis was done using Trafficware’s Synchro 10.0 software based upon Highway Capacity Manual (HCM) methodologies. Operation analysis at driveways providing access to / from the site was also conducted. If capacity deficiencies were identified, strategies and improvements were developed to attain adopted levels of service.

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• Analysis Scenarios – Intersection analysis was completed for existing conditions (2018) and future with Project conditions (2025).

• Signal Location and Timing – Existing signal phasing and timing for the signalized intersection were obtained from Miami-Dade County (MDC).

• Background Traffic – Available Florida Department of Transportation (FDOT) and MDC counts were consulted to determine a growth factor consistent with historical annual growth in the area. The growth factor was applied to the existing traffic volumes to establish background traffic.

• Future Transportation Projects – The 2018 TIP and the 2040 LRTP was reviewed and considered in the analysis at Project build-out.

• Multimodal Considerations – Pedestrian, bicycle and transit facilities, existing bus and mass transit routes, including schedule and bus stop locations were researched as part of the study.

Ramp Roadway Capacity Analysis Ramp roadway volumes were compared to ramp roadway capacities based on the Highway Capacity Manual (HCM).

Analysis Scenarios – Ramp capacity analysis was completed for exiting conditions (2018) and future with Project conditions (2025).

Traffic Calming Evaluation In order for MDC to consider a traffic calming device on these segments, the volume or speed threshold and one additional criteria defined in MDC procedures must be met.

MDC has defined 150 vehicles per hour (vph) during the peak periods or 1,500 vehicles per day (vpd) as the volume thresholds where residential local streets begin to lose their “livability.” For residential collector streets, MDC has defined 300 vehicles per hour (vph) during the peak periods or 3,000 vehicles per day (vpd) as the volume thresholds.

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MDC has determined that a speeding problem can be verified when the 85th percentile speed of all vehicles is greater than 10 mph over the posted speed limit on both residential collector and local streets. The 85th percentile speed is simply the speed that 85% of the motorists do not exceed.

MDC has determined that when cut-through traffic is greater than 25% of the traffic volume counted on the segment, residential local streets also begin to lose their “livability.” For residential collector streets, MDC has defined 50% of the traffic volume counted on the segment as the threshold.

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1.4 Project Site Access and Circulation Miami Freedom Park’s close proximity to the SR 836 interchanges at NW 42nd Avenue and NW 37th Avenue, and SR 112 junction with NW 42nd Avenue provides its patrons with easy access to / from these freeways. Vehicular access to the site will be provided via three access points:  New off ramp from northbound NW 42nd Avenue collector-distributor (c-d) road to the northwest corner of the Project (inbound access only).  New signalized full-access driveway on NW 14th Street midway between NW 42nd Avenue and the WB SR 836 off ramp. An exclusive westbound right-turn lane and eastbound left- turn lane into the Project site are being proposed.  New signalized full-access driveway located at the west leg of the existing NW 37th Avenue / NW 19th Street intersection. An exclusive southbound right-turn lane and northbound left- turn lane into the Project site are being proposed.

Pedestrian access to the site is proposed at multiple locations along NW 37th Avenue and NW 14th Street. A grade-separated pedestrian crossing on NW 21st Street is proposed by Miami Freedom Park from the Miami Intermodal Center (MIC) to the northeast corner of the Project. This will provide connectivity to the site for pedestrians arriving via other modes of transportations available at the MIC. If the reviewing agencies approve this grade-separated pedestrian crossing, Miami Freedom Park will pay for its design and construction. Existing and proposed pedestrian mobility and available transit in the area surrounding the Project is discussed in Section 2.5.

A site ingress / egress plan for the Miami Freedom Park project is shown in Exhibits 2 and 3. It should be noted that for game day site access during the arrival and departure hours, a preliminary traffic management plan (see Section 3.0) was developed.

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2.0 DATA COLLECTION

Data collection for this study included intersection turning movement counts, roadway segment volume and speed counts, ramp segment volume counts, intersection signal timing and phasing, intersection lane configurations, seasonal adjustment factors, and multimodal transportation information. The data collection effort is described in the following sections.

2.1 Intersection Turning Movement Counts Intersection turning movement counts were collected on Thursday, September 6, 2018, during the typical weekday am peak period (7:00 – 9:00 am) and typical weekday pm peak period (5:00 – 8:00 pm). Turning movement counts were also collected on Saturday, September 8, 2018 and Saturday, September 15, 2018 from 5:30 – 7:30 pm (weekend night soccer match arrival peak period) and from 9:30 – 10:30 pm (weekend night soccer match departure peak period). A weekly volume peak season conversion factor of 1.03 and 1.04 corresponding to the dates of the counts was obtained from FDOT and used to reflect average annual daily traffic conditions (see Appendix B). Intersection turning movement counts are provided in Appendix C. The following 27 locations are the study intersections:

1. NW 42nd Avenue (SR 953) / NW 7th Street (S) 2. NW 37th Avenue / NW 7th Street (S) 3. NW 42nd Avenue (SR 953) / NW 11th Street (S) 4. NW 37th Avenue / NW 11th Street (S) 5. NW 34th Avenue / NW 11th Street (AWSC) 6. NW 27th Avenue (SR 9) / NW 11th Street (S) 7. NW 42nd Avenue (SR 953) / NW 14th Street (S) 8. NW 37th Avenue / NW 14th Street (S) 9. NW 37th Avenue / SR 836 EB On Ramps (Yield) 10. SR 836 WB Off Ramp at NW 37th Avenue / NW 14th Street (Stop) 11. NW 27th Avenue (SR 9) / NW 14th Street (S) 12. NW 37th Avenue / NW 16th Street (Stop) 13. NW 37th Avenue / NW 17th Street (S) 14. NW 27th Avenue (SR 9) / NW 17th Street (S) 15. NW 37th Avenue / NW 19th Street (Stop) 16. NW 38th Court / NW 21st Street (S) 17. NW 37th Avenue / NW 21st Street (S)

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18. NW 42nd Avenue (SR 953) / NW 25th Street (S) 19. NW 37th Avenue / NW 25th Street (S) 20. NW 42nd Avenue (SR 953) / NW 28th Street (S) 21. NW 37th Avenue / NW 28th Street (S) 22. NW 42nd Avenue (SR 953) / NW 31st Street 23. NW 42nd Avenue (SR 953) / NW 36th Street (SR 948) (S) 24. NW S River Drive / NW 36th Street (SR 948) (S) 25. NW 42nd Avenue (SR 953) / Okeechobee Road (US 21) (S) 26. NW 45th Avenue / SR 836 EB Off Ramp (S) 27. NW 45th Avenue / NW 12th Drive / SR 836 WB On Ramp (S) S = Signalized AWSC = All-way stop control

2.2 Roadway Segment Volume and Speed Counts Twenty-four hour bi-directional volume and speed counts were collected for the study segments on Wednesday, September 5, 2018. A weekly volume peak season conversion factor of 1.03 corresponding to the date of the counts was obtained from FDOT and used to reflect average annual daily traffic conditions (see Appendix B). Roadway segment volume and speed counts are provided in Appendix C. The following 24 locations within the Grapeland Heights Neighborhood (GHN) are the study roadway segments:

1. NW 14th Terrace between NW 37th Avenue and NW 36th venue 2. NW 15th Street between NW 37th Avenue and NW 36th Avenue 3. NW 16th Street between NW 37th Avenue and NW 36th Avenue 4. NW 16th Terrace between NW 37th Avenue and NW 36th Avenue 5. NW 17th Street between NW 37th Avenue and NW 36th Avenue 6. NW 18th Street between NW 37th Avenue and NW 36th Avenue 7. NW 18th Terrace between NW 37th Avenue and NW 36th Avenue 8. NW 19th Street between NW 37th Avenue and NW 36th Avenue 9. NW 18th Street between NW 32nd Avenue and NW 31st Avenue 10. NW 18th Terrace between NW 32nd Avenue and NW 31st Avenue 11. NW 19th Street between NW 32nd Avenue and NW 31st Avenue 12. NW 17th Street between NW 33rd Avenue and NW 32nd Avenue 13. NW 17th Street between NW 31st Avenue and NW 30th Avenue 14. NW 14th Street between NW 34th Avenue and NW 33rd Avenue 15. NW 14th Street between NW 31st Avenue and NW 30th Avenue 16. NW 11th Street between NW 36th Avenue and NW 35th Avenue

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17. NW 11th Street between NW 32nd Place and NW 32nd Avenue 18. NW 11th Street between NW 30th Place and NW 30th Avenue 19. NW 34th Avenue between NW 19th Street and NW 18th Terrace 20. NW 34th Avenue between NW 16th Street and NW 16th Terrace 21. NW 34th Avenue between NW 14th Street and NW 14th Terrace 22. NW 34th Avenue between SR 836 and NW 11th Street 23. NW 29th Avenue between NW 15th Street and NW 17th Street 24. NW 29th Avenue between NW 14th Street and NW 13th Street

2.3 Ramp Roadway Volume Counts Twenty-four hour volume counts were collected at 10 ramps providing access to / from the Project area on Thursday, September 6, 2018. In addition, 24 hour volume counts were collected at the two MIC ramps on Saturday, September 8, 2018. The counts were adjusted to reflect average annual daily traffic conditions using the latest weekly volume adjustment factors obtained from FDOT (see Appendix B). A weekly volume peak season conversion factor of 1.03 corresponding to the dates of the counts was used. Ramp segment volume counts are provided in Appendix C. The following are the 10 ramp roadways:

1. EB SR 836 On Ramp from SB NW 42nd Avenue 2. WB SR 836 On Ramp from NB NW 42nd Avenue 3. WB SR 836 Off Ramp to NB NW 42nd Avenue 4. EB NW 21st Street On Ramp from SB NW 42nd Avenue 5. EB SR 112 On Ramp from NB NW 42nd Avenue 6. WB SR 112 Off Ramp to SB NW 42nd Avenue 7. EB SR 836 On Ramp from SB NW 27th Avenue 8. WB SR 836 Off Ramp to NB NW 27th Avenue 9. Ramp from MIC to SB NW 42nd Avenue 10. Ramp from MIC to NB NW 42nd Avenue

2.4 Intersection Data Signal timing data was obtained from Miami-Dade County for the signalized intersections analyzed in this study. This information was used for the signal phasing and timing required for the intersection capacity analysis. Signal timing sheets are provided in Appendix B. A field survey was also conducted to obtain the intersection lane configurations to be used in the intersection analysis (see Appendix C). All count locations for study intersections, roadway segments and ramps are graphically shown in an exhibit included in Appendix C.

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2.5 Multimodal Transportation Data

2.5.1 Pedestrian Mobility Sidewalks are available along both sides of NW 37th Avenue, NW 21st Street and along portions of the north side of NW 14th Street. Major intersections adjacent to the site have clearly marked crosswalks, detectable warning surface at most ramps, and pedestrian push buttons and countdown signals. The following signalized intersections adjacent to the site provide clearly marked pedestrian crosswalks:  NW 42nd Avenue / NW 14th Street  NW 37th Avenue / NW 14th Street  NW 37th Avenue / NW 17th Street  NW 37th Avenue / NW 21st Street  NW 38th Court / NW 21st Street

Furthermore, the Project is proposing a new traffic signal at the NW 37th Avenue / NW 19th Street intersection providing for a new marked pedestrian crossing. Rapid rectangular flashing beacons, like the ones installed on South Bayshore Drive and Ponce de Leon Boulevard, are also being considered at non-signalized locations. The Project is also proposing enhanced pedestrians improvements such as ADA pedestrian ramps with detectable warning surface, pedestrian push buttons and countdown signals, high-emphasis crosswalks, and an exclusive pedestrian phase during game days. These type of enhanced pedestrian improvements will be recommended at the following intersections as needed:  NW 42nd Avenue / NW 14th Street  NW 37th Avenue / NW 14th Street  NW 37th Avenue / NW 17th Street  NW 37th Avenue / NW 19th Street  NW 37th Avenue / NW 21st Street

As part of the Project, a grade-separated pedestrian crossing will be put in place over NW 21st Street. If approved by the agencies, Miami Freedom Park will pay for the design and construction of the grade-separated pedestrian crossing. This elevated crossing will provide a direct, safe, and

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convenient way for pedestrians to gain access to / from the site from the MIC’s Miami Central Station.

2.5.2 Public Transit Miami Freedom Park will be located within walking distance to the Miami Intermodal Center (MIC). Located within the MIC is the Miami International Airport Metrorail station (MIA station) and the Miami Central Station. The area surrounding the Project is also served by Miami-Dade Transit bus routes and the City of Miami Trolley System. Available transit is discussed below. Detailed transit documentation is available in Appendix D.

Miami Intermodal Center – The MIC is a transportation hub that connects and provides visitors with various modes of transportation. The MIC connects the Miami International Airport, long distance bus services (Greyhound and MegaBus), Tri-Rail, Metrorail, City of Miami Trolley system, Miami-Dade Metrobus System, and contains the Car Rental Center (RCC) and taxi center.

MIA Mover – A 24 hour free raised rail system that connects the Miami International Airport to the Miami Intermodal Center.

Tri-Rail – Southeast Florida train system that connects Palm Beach, Broward, and Miami-Dade Counties.

Metrorail – The Metrorail system is a 25-mile dual track, elevated rapid transit system that runs from Kendall through South Miami, Coral Gables, and downtown Miami, to the Civic Center / Jackson Memorial Hospital area, and to Brownsville, Liberty City, Hialeah, and Medley in northwest Miami-Dade. The Metrorail also provides connections to transfer to Tri-Rail, Metromover and the Miami Central Brightline Station. The MIC is served by the Metrorail Orange line.

In order to provide enhanced transit service on game days the Inter Miami CF will work with Miami-Dade County to provide more vehicles to the MIC station with shorter headways for both pre and post-game.

Furthermore, the Inter Miami CF will be providing incentives to patrons to use the Metrorail. Some of the proposed incentives include:

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 Providing in-game promotional items with proof of Metrorail ridership  Including a Metrorail pass with each season ticket purchased  App-based rewards for using the Metrorail

Miami-Dade Metrobus – The Project is served by nine Miami-Dade transit bus routes. The closest bus stop to the Project entrances are on the northwest and southeast corners of the NW 37th Avenue / NW 17th Street intersection. The Miami-Dade bus routes serving the Project are:

 Route 7 – Connects to the MIC, Overtown Metrorail Station, Dolphin Mall, and the Miami International Mall. Provides 30 minute headways during peak hours.  Route 37 – Connects to the Hialeah, Douglas Road, and South Miami Metrorail Stations as well as the MIC. Provides 30 minute headways during peak hours.  Route 42 – Connects to the Opa-Locka Tri-rail station, Amtrak, MIC and Douglas Road Metrorail station. Provides 30 minute headways during peak hours.  Route 57 – Connects to the MIC, South Miami Metrorail Station, and Jackson South Hospital. Provides 60 minute headways during peak hours.  Route 110 – Connects to the MIC, Allapattah Metrorail Station, and Middle Miami Beach.  Route 150 (Miami Beach Airport Express) – Connects to Airport Metrorail Station, Middle Miami Beach and South Beach. Provides 20 minute headways.  Route 238 (East-West Connection) – Connects to the MIC and the Dolphin Mall bus terminal in Doral. Provides 40 minute headways during peak hours.  Route 297 (27th Avenue Orange Max) – Connects to the Brownsville Metrorail Station, MLK Metrorail Station, and Miami-Dade Collage North Campus. Provides 15 minute headways during peak hours.  Route 338 (Weekend Express) – A weekend, limited stop, express bus that connects the MIC, Miami International Mall, and the Dolphin Mall. Provides 60 minute headways during peak hours.

City of Miami Trolley – The Project is also served by the Miami Trolley System. The Trolley system is a free public transportation service with 13 connected trolley routes which provide transportation to sub areas of Miami. The Project is directly served by the Flagami Trolley route which traverses the Flagami area, NW 7th Street, W. Flagler Street, SW 8th Street, NW 37th Avenue,

Miami Freedom Park & Soccer Village Traffic Study - # 18180 Page 14

and NW 72nd Avenue. The closest trolley stops to the Project entrance are located on the northwest and southeast corners of the NW 37th Avenue / NW 17th Street intersection.

Since the Flagami Trolley route traverses along NW 37th Avenue it can potentially provide a direct service to Miami Freedom Park. Furthermore, Inter Miami CF will work with Miami-Dade County Transit / City of Miami to provide an enhanced transit service on game days by arranging for City of Miami trolleys to circulate between the MIC to the stadium.

2.6 Major League Soccer Data

Major League Soccer (MLS) is a men's professional soccer league comprised of 23 teams. Miami Freedom Park will be the home of Miami’s new MLS professional soccer team Club Internacional de Fútbol (Inter Miami CF). The 2018 season schedules of two existing MLS teams were reviewed in order to better understand the proposed Inter Miami CF stadium use. MLS team documentation is included in Appendix B. The Atlanta United FC has a 34 game season, 16 are home games. Of those 16 home games, nine are scheduled on Saturdays and six on Sundays. The Orlando City Soccer Club MLS team has a 35 game season, 17 are home games. Of those 17 home games, ten are scheduled on Saturdays and four on Sundays. Most Saturday games are scheduled to start at 7:30 pm.

Therefore, it is estimated that annually there will be 17 home soccer matches for Inter Miami CF and the vast majority will be planned for Saturdays with a 7:30 pm kickoff. Because of this, traffic impact analysis were undertaken for the one hour period leading up to a Saturday 7:30 pm kickoff and a one hour period post-match. Further, a weekday game night was also analyzed. A traffic impact analysis was also undertaken for the one hour period leading up to a weekday 7:30 pm kickoff and a one hour period post-match.

It should be noted that the Atlanta United MLS team provided additional data such as transit, ridesharing, and parking distribution for a typical game day, which was referenced throughout the traffic study.

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3.0 PRELIMINARY TRANSPORTATION MANAGEMENT PLAN

Similar to sporting venues across the country, including the American Airlines Arena in Miami, a detailed transportation management plan (TMP) for game days will be needed. The TMP for this Project will have a “roundtable” approach with representatives from FDOT, MDX, MDC, and the City of Miami. It will also include representatives from the appropriate police agencies. The TMP will be developed and finalized prior to the opening game at the soccer stadium.

Components of the TMP will include the following:  Temporary street modifications (pre and post-game)  Police control of intersections  Pedestrian management  Access / parking management  Shorter headways and more Metrorail vehicles on game days  Miami Trolley system vehicles to / from the MIA station  Valet management  Transit and rideshare promotion/incentives  Designated rideshare drop-off / pick-up locations  Bus / limo staging  Disabled passenger drop-off / pick-up  Fire-rescue access and circulation  Permanent and temporary signage (expressway system and surface streets)  Extensive public information program

For purposes of the traffic impact analysis, the following TMP strategies were assumed:  The following intersections will be under police control up to two hours pre and post- match:

Miami Freedom Park & Soccer Village Traffic Study - # 18180 Page 16

Police controlled intersections during arrival:  NW 42nd Avenue / NW 14th Street  NW 37th Avenue / NW 14th Street  NW 37th Avenue / NW 19th Street  NW 37th Avenue / NW 21st Street  NW 14th Street / Project Driveway

Police controlled intersections during departure:  NW 42nd Avenue / NW 14th Street  NW 37th Avenue / NW 14th Street  NW 37th Avenue / SR 836 EB On Ramps  NW 37th Avenue / NW 19th Street  NW 38th Court / NW 21st Street  NW 37th Avenue / NW 21st Street  NW 14th Street / Project Driveway

 A temporary roadway modification to allow post-match access to the ramping system south of the MIC.  A plan to prohibit vehicular game day traffic from using NW 37th Avenue between NW 14th Street and NW 19th Street.

A site ingress / egress plan for the Miami Freedom Park project during the arrival and departure periods is shown in Exhibits 4 and 5.

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4.0 PROJECT TRIP GENERATION AND DISTRIBUTION

Trip generation for the proposed Project was estimated using the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition. This manual provides gross trip generation rates and / or equations by land use type. These rates and equations estimate vehicle trip ends during the am and pm peak hours as well as weekday and Saturday daily conditions at a free- standing site’s driveways. See Appendix E for Project trip generation worksheets.

4.1 Weekday AM and PM Peak Hour Trip Generation

The Miami Freedom Park project will be a mixed-use development that incorporates the soccer village, a hotel, a park, office space and soccer fields, which can satisfy the work trip, dining, and retail needs for some employees and visitors without making a trip off-site. An internalization matrix was developed to establish the appropriate number of internal Project trips. The ITE Trip Generation Handbook, 3rd Edition, provides internal capture rates for the am and pm peak hours. Internal capture rates used are also included in Appendix E.

ITE research shows that a certain percent of retail trips are “pass-by” trips. These are described as trips “attracted from the traffic passing the site on an adjacent street.” These are not new trips, but trips already using the existing roadway network that stop at the proposed use and go back to their original path. Pass-by trips for this use were established based on guidelines provided in ITE’s Trip Generation Handbook, 3rd Edition. The average pass-by rate published by ITE for land use 820 and the existing volume of the adjacent street were used to establish the pass-by component. Although ITE only provides data for the pm peak hour, the soccer village will attract patrons from the adjacent traffic flow throughout the day. Therefore, the pass-by rate was also applied to the am peak hour trips for this use.

The close proximity to the Miami Intermodal Center (MIC) and Miami International Airport (MIA) provides for an area with readily available mass transit within walking distance (see Section 2.5 of this report for additional transit information). Furthermore, the United States Census Bureau shows that 17.6% of the public within the area currently use other modes of transportation. A 20% adjustment was used to account for other modes of transportation.

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It should be noted, that for the weekday am and pm peak hour trip generation analysis the MLS Stadium was assumed not to be in use (a non-event weekday). For the hotel use, a 45% deduction was applied to account for patrons using shuttle services to / from MIA. This is based on data previously collected at a hotel on NW 42nd Avenue approximately 2.5 miles south of the site (see

Appendix I). The Project trip generation for weekday am and pm peak hours is provided in Exhibit 6.

4.2 Saturday Game Day Arrival and Departure Trip Generation

As described in Section 4.1, the Miami Freedom Park project will provide a mixed-use development, therefore, an internalization matrix was also developed for Saturday game day. Internal capture rates used are also included in Appendix E. A pass-by rate of 25% was applied to the daily trips for the soccer village land use. A 20% adjustment was used to account for other modes of transportation for all other land uses not including the MLS stadium. It should be noted that for the Saturday game day trip generation analysis, the soccer fields were assumed to be closed.

ITE does not provide a land use for a soccer stadium, therefore, the estimated trips for the MLS stadium were based on the Urban Land Institute (ULI) required weekend on-site parking ratios (see Section 8.0 of this report for parking analysis). For the stadium, all assumptions made for parking calculations are reflected in the trip generation. A 30% reduction, based on data from the Atlanta United MLS team, was taken into account for other modes of transportation. In the case of ridesharing, a 15% deduction was used for parking. However, for trip generation purposes the 15% increase was used to account for the in and out ridesharing trips.

In order to project weekday daily trips and Saturday daily trips throughout 24 hours, daily trips were distributed hourly using data provided in ITE’s Trip Generation Manual, 10th Edition. Land use hourly distributions used are included in Appendix E. The MLS Stadium trip distribution during arrival and departure periods are based on parking data provided by the Atlanta United MLS team. Adjustments to soccer village trips include a 20% reduction to account for interactions with stadium users and a 50% game day avoidance factor. The Project trip generation for Saturday arrival (6:30 – 7:30 pm) and departure (9:30 – 10:30 pm) is provided in Exhibit 7.

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Exhibit 6: Project Trip Generation Summary (Weekday AM and PM Peak Hours)

Weekday

1 Number of Units Proposed ITE Land Use Designation / Square Feet AM Peak Hour Vehicle Trips PM Peak Hour Vehicle Trips In Out Total In Out Total 000000

MLS Stadium 25,000 Seats ‐ ‐ ‐‐‐‐‐‐ Other Modes of Transportation ‐30% Rideshare added In/Out Trips 15% MLS Stadium TOTAL 000000

280 172 452 982 1,064 2,046 Soccer Village (Retail) 600,000 SF Land Use Code: 820 T = 0.50(X) + 151.78 Ln(T) =0.74Ln(X) + 2.89 62% 38% 100% 48% 52% 100% Internalization ‐9% ‐9% ‐27 ‐14 ‐41 ‐97 ‐80 ‐177 Pass-By ‐34% ‐34% ‐70 ‐70 ‐140 ‐318 ‐318 ‐636 Other Modes of Transportation ‐20% ‐37 ‐18 ‐55 ‐113 ‐133 ‐247 Soccer Village TOTAL 146 70 216 454 533 986

346 56 402 68 357 425 Office 400,000 SF Land Use Code: 710 T = 0.94(X) + 26.49 Ln(T) = 0.95 Ln(X) + 0.36 86% 14% 100% 16% 84% 100% Internalization ‐10% ‐22% ‐24 ‐16 ‐40 ‐21 ‐71 ‐92 Other Modes of Transportation ‐20% ‐64 ‐8 ‐72 ‐9 ‐57 ‐66 General Office TOTAL 258 32 290 38 229 267

218 152 370 274 263 537 Hotel 750 Rooms Land Use Code: 310 T = 0.50(X) + ‐5.34 T = 0.75(X) + ‐26.02 59% 41% 100% 51% 49% 100% Internalization ‐6% ‐12% 0 ‐21 ‐21 ‐47 ‐20 ‐67 Shuttle Service ‐45% ‐98 ‐59 ‐157 ‐103 ‐109 ‐212 Other Modes of Transportation ‐20% ‐44 ‐26 ‐70 ‐45 ‐49 ‐94 Hotel TOTAL 76 46 122 79 85 164

101437 New Public Park 58 Acres Land Use Code: 411 Rate = 0.02 / Acres Rate = 0.11 / Acres 59% 41% 100% 55% 45% 100% Internalization 0% 0% 000000 Other Modes of Transportation ‐20% 000‐10‐1 New Park TOTAL 101336

7 4 11 119 61 180 Fields Youth Sports 11 Fields Land Use Code: 488 Rate = 0.99 / Field Rate = 16.43 / Field 61% 39% 100% 66% 34% 100% Internalization 0% ‐10% 000‐12 ‐6 ‐18 Other Modes of Transportation ‐20% ‐1 ‐1 ‐2 ‐21 ‐11 ‐32 Soccer Fields TOTAL 6 3 9 86 44 130 Total Gross Trips 852 384 1,236 1,447 1,748 3,195

Internalization ‐8% ‐11% ‐51 ‐51 ‐102 ‐177 ‐177 ‐354

Shopping Center Pass-By ‐34% ‐34% ‐70 ‐70 ‐140 ‐318 ‐318 ‐636

Other Modes of Transportation ‐36% ‐30% ‐244 ‐112 ‐356 ‐293 ‐359 ‐652

NET NEW EXTERNAL TOTAL 487 151 638 659 894 1,553

(1) Based on ITE Trip Generation, 10th Edition.

Miami Freedom Park & Soccer Village Traffic Study - # 18180 Page 22 Exhibit 7: Project Trip Generation Summary (Saturday Arrival and Departure) 3 Saturday Gameday 1 Number of Units Arrival (6:30 - 7:30pm) Departure (9:30 - 10:30pm) Proposed ITE Land Use Designation / Square Feet Vehicle Trips Vehicle Trips In Out Total In Out Total 2,883 0 2,883 0 3,794 3,794 2 MLS Stadium 25,000 Seats 5 5 38% 0% 0% 50% Other Modes of Transportation ‐30% ‐1036 0 ‐1036 0 ‐1363 ‐1363 Rideshare added In/Out Trips 15% 499 499 998 656 656 1312 MLS Stadium TOTAL 2346 499 2846 656 3088 3744

357 352 709 163 270 433 Soccer Village (Retail) 600,000 SF Land Use Code: 820 6 6 1.32% 1.30% 2.62% 0.60% 1.00% 1.6% Internalization ‐4% ‐12 ‐13 ‐25 ‐6 ‐10 ‐16 Pass-By ‐25% ‐86 ‐85 ‐171 ‐39 ‐65 ‐104 Other Modes of Transportation ‐20% ‐52 ‐51 ‐103 ‐24 ‐39 ‐63 Soccer Village TOTAL 207 204 411 94 156 250

31922000 Office 400,000 SF Land Use Code: 710 0.40% 2.20% 2.60% 0.00% 0.00% 0.00% Internalization ‐18% 0 ‐4 ‐4000 Other Modes of Transportation ‐20% ‐1 ‐3 ‐4000 General Office TOTAL 21315000

193 188 381 118 103 221 Hotel 750 Rooms Land Use Code: 310 3.14% 3.06% 6.20% 1.92% 1.68% 3.60% Internalization ‐23% ‐44 ‐43 ‐87 ‐27 ‐24 ‐51 Shuttle Service ‐45% ‐67 ‐65 ‐132 ‐41 ‐36 ‐77 Other Modes of Transportation ‐20% ‐30 ‐29 ‐59 ‐18 ‐16 ‐34 Hotel TOTAL 52 51 103 32 28 60

123000 New Public Park 58 Acres Land Use Code: 411 1.35% 1.35% 2.70% 0.00% 0.00% 0.00% Internalization ‐11% 000000 Other Modes of Transportation ‐20% 0 ‐1 ‐1000 New Park TOTAL 112000

4 000000 Fields Youth Sports 11 Fields Land Use Code: 488 ‐‐‐‐‐‐ Internalization 0% Other Modes of Transportation ‐20% Soccer Fields TOTAL 000000 Total Gross Trips 3,437 561 3,998 281 4,167 4,448 Internalization ‐3% ‐1% ‐56 ‐60 ‐116 ‐33 ‐34 ‐67 Soccer Village Pass-By ‐25% ‐86 ‐85 ‐171 ‐39 ‐65 ‐104 Other Modes of Transportation ‐36% ‐1,185 ‐149 ‐1,334 ‐83 ‐1,453 ‐1,536 Rideshare added In/Out Trips 499 499 998 656 656 1,312 NET NEW EXTERNAL TOTAL 2,609 766 3,375 782 3,271 4,053

(1) Based on ITE Trip Generation, 10th Edition. (2) Stadium Trips based on ULI Parking (see parking analysis). (3) Saturday daily trips distributed hourly by land use. (4) Assumed soccer fields not in use during game day. (5) Based on data provided by the Atlanta United. (6) Includes a 50% game day factor and 20% stadium user interaction.

Miami Freedom Park & Soccer Village Traffic Study - # 18180 Page 23

4.3 Weekday Game Day Arrival and Departure Trip Generation

As described in Section 4.1, the Miami Freedom Park project will provide a mixed-use development, therefore, an internalization matrix was also developed for weekday game day. Internal capture rates used are also included in Appendix E. Assumption discussed in Section 4.2 and used for Saturday game day were also used for weekday game day trip generation calculations. A pass-by rate of 25% was applied to the daily trips for the soccer village land use. A 20% adjustment was used to account for other modes of transportation for all other land uses not including the MLS stadium. It should be noted that for the weekday game day trip generation analysis, the soccer fields were also assumed to be closed.

As previously discussed, ITE does not provide a land use for a soccer stadium, therefore, the estimated trips for the MLS stadium were based on the Urban Land Institute (ULI) required weekday on-site parking ratios (see Section 8.0 of this report for parking analysis). For the stadium, all assumptions made for parking calculations are reflected in the trip generation. A 30% reduction, based on data from the Atlanta United MLS team, was taken into account for other modes of transportation. In the case of ridesharing, a 15% deduction was used for parking. However, for trip generation purposes the 15% increase was used to account for the in and out ridesharing trips.

In order to project weekday daily trips throughout 24 hours, daily trips were distributed hourly using data provided in ITE’s Trip Generation Manual, 10th Edition. Land use hourly distributions used are included in Appendix E. The MLS Stadium trip distribution during arrival and departure periods are based on parking data provided by the Atlanta United MLS team. Adjustments to soccer village trips include a 20% reduction to account for interactions with stadium users and a 50% game day avoidance factor. The Project trip generation for weekday arrival (6:30 – 7:30 pm) and departure (9:30 – 10:30 pm) is provided in Exhibit 8.

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Exhibit 8: Project Trip Generation Summary (Weekday Arrival and Departure) 3 Weekday Gameday 1 Number of Units Arrival (6:30 - 7:30pm) Departure (9:30 - 10:30pm) Proposed ITE Land Use Designation / Square Feet Vehicle Trips Vehicle Trips In Out Total In Out Total 2,641 0 2,641 0 3,476 3,476 2 MLS Stadium 25,000 Seats 5 5 38% 0% 0% 50% Other Modes of Transportation ‐30% ‐950 0 ‐950 0 ‐1250 ‐1250 Rideshare added In/Out Trips 15% 456 456 912 600 599 1199 MLS Stadium TOTAL 2147 456 2603 600 2825 3425

291 265 555 118 202 320 Soccer Village (Retail) 600,000 SF Land Use Code: 820 6 6 1.32% 1.30% 2.62% 0.60% 1.00% 1.6% 1.43% 1.30% 2.73% 0.58% 0.99% 1.57% Internalization ‐4% ‐21 ‐19 ‐40 ‐8 ‐14 ‐22 Pass-By ‐25% ‐68 ‐61 ‐129 ‐27 ‐47 ‐74 Other Modes of Transportation ‐20% ‐41 ‐37 ‐78 ‐17 ‐28 ‐45 Soccer Village TOTAL 162 147 308 66 112 178

33 182 215 38 23 61 Office 400,000 SF Land Use Code: 710 0.82% 4.48% 5.30% 0.92% 0.58% 1.50% Internalization ‐18% ‐5 ‐32 ‐37 ‐7 ‐4 ‐11 Other Modes of Transportation ‐20% ‐6 ‐30 ‐36 ‐6 ‐4 ‐10 General Office TOTAL 22 120 142 25 15 40

124 121 245 180 159 339 Hotel 750 Rooms Land Use Code: 310 1.98% 1.92% 3.90% 2.88% 2.52% 5.40% Internalization ‐23% ‐26 ‐26 ‐52 ‐38 ‐34 ‐72 Shuttle Service ‐45% ‐44 ‐43 ‐87 ‐64 ‐56 ‐120 Other Modes of Transportation ‐20% ‐19 ‐19 ‐38 ‐28 ‐25 ‐53 Hotel TOTAL 34 33 67 50 44 94

123000 New Public Park 58 Acres Land Use Code: 411 1.35% 1.35% 2.70% 0.00% 0.00% 0.00% Internalization ‐11% 000000 Other Modes of Transportation ‐20% 0 ‐1 ‐1000 New Park TOTAL 112000

4 000000 Youth Sports Fields 11 Fields Land Use Code: 488 ‐‐‐‐‐‐ Internalization 0% Other Modes of Transportation ‐20% Soccer Fields TOTAL 000000 Total Gross Trips 3,091 570 3,660 335 3,860 4,195 Internalization ‐4% ‐3% ‐52 ‐77 ‐129 ‐53 ‐52 ‐105 Soccer Village Pass-By ‐25% ‐68 ‐61 ‐129 ‐27 ‐47 ‐74 Other Modes of Transportation ‐35% ‐1,060 ‐130 ‐1,190 ‐115 ‐1,363 ‐1,478 Rideshare added In/Out Trips 456 456 912 600 599 1,199 NET NEW EXTERNAL TOTAL 2,367 758 3,125 740 2,996 3,736 (1) Based on ITE Trip Generation, 10th Edition. (2) Stadium Trips based on ULI Parking (see parking analysis). (3) Weekday daily trips distributed hourly by land use. (4) Assumed soccer fields not in use during game day. (5) Based on data provided by the Atlanta United. (6) Includes a 50% game day factor and 20% stadium user interaction.

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4.4 Project Trip Distribution Project traffic was distributed and assigned to the study area using the Cardinal Distribution for TAZ 0780 shown in Exhibit 9. The Cardinal Distribution gives a generalized distribution of trips from a TAZ to other parts of Miami-Dade County. The distribution can be summarized as follows: 12.90% to the north, 31.80% to the south, 30.35% to the east, and 24.95% to the west.

Exhibit 9: Cardinal Distribution (TAZ 0780) Direction Distribution NNE 6.25% ENE 10.10% ESE 20.25% SSE 19.15% SSW 12.65% WSW 3.45% WNW 21.5% NNW 6.65% Total 100.00% Source: Miami-Dade Long Range Transportation Plan

For estimating trip distribution for the Project traffic during the weekday am and pm peak hours, consideration was given to conditions such as the roadway network accessed by the Project traffic, roadways available to travel in the desired direction, and attractiveness of traveling on a specific roadway. Distribution reflects the Project’s close proximity to the SR 836 interchanges at NW 42nd Avenue and NW 37th Avenue and the SR112 junction with NW 42nd Avenue. It should be noted that the Miami-Dade Expressway Authority (MDX) SR 836 Interchange Improvements (e.g. EB SR 836 Off Ramp to NB NW 42nd Avenue) were considered for trip distribution. For game day Project trips during the arrival and departure hours, a preliminary traffic management plan (see Section 3.0) was developed to set traffic patterns and assign Project trips. Project trip distribution for the Miami Freedom Park project are shown in Exhibits 10 – 13.

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5% 8% NW 36th Street MIAMI FREEDOM PARK 2%

& SOCCER VILLAGE NW South River Drive 15%

NW 31st Street

13% 2%

NW 28th Street

2%

2%

12% 1%

NW 25th Street 1% NW 27th Avenue

NW 42nd Avenue

3%

2% 10%

NW 21st Street

10% 13%

NW 19th Street Project Driveway

1% 1% 8%

NW 17th Street Project Driveway 2%

43%

NW 16th Street

6%

2% 1%

6% Project Driveway 5% 4% NW 14th Street 2% 7% 10% 26% 15% 22% Do NW 45th Avenue lphin

Ex p 6% re 2% ss 6% wa 2% 43% y 22% NW 13th Street 836

43% NW 11th Street NW 11th Street 2% NW 37th Avenue

2%

6%

Project Location 6% Exhibit 10

Project Trip Distribution 2% NW 27th Avenue 2% NW 42nd Avenue NW 7th Street Weekday Inbound NW 7th Street Since 1978 p.27

4%

4% 2% NW 36th Street MIAMI FREEDOM PARK 5% 1%

NW South River Drive 1%

& SOCCER VILLAGE 3% 8%

4%

NW 31st Street

3% 12%

5% NW 28th Street

5%

3% 7% 5% NW 25th Street NW 27th Avenue

NW 42nd Avenue

5%

8% 2%

NW 21st Street 13%

13% NW 19th Street Project Driveway

32%

2%

28% 4%

NW 17th Street 2%

Project Driveway 1%

26% 2% NW 16th Street

1%

53% 2%

12% 14% 1% Project Driveway NW 14th Street 40% 1% 1% 41% 12% 2% 12%

NW 45th Avenue 5%

18% 6%

10% 5% 12% 22%

45% 836 2%

6% 6% D olp y hin Expresswa NW 11th Street NW 11th Street

Project Location

4% 2% Exhibit 11 2% 4% NW 27th Avenue

Project Trip Distribution NW 37th Avenue NW 42nd Avenue NW 7th Street Non-Game Day Outbound NW 7th Street Since 1978 p.28 5% 15% NW 36th Street MIAMI FREEDOM PARK 2%

& SOCCER VILLAGE NW South River Drive 22%

NW 31st Street

19% 3%

NW 28th Street

3%

3%

17% 2%

NW 25th Street 2% NW 27th Avenue

NW 42nd Avenue

5%

2% 17%

NW 21st Street

17% 22%

NW 19th Street Project Driveway

1%

NW 17th Street Project Driveway 1%

43%

NW 16th Street

2% 1% Project Driveway 5% 2% NW 14th Street 2% 3% 8% 27% 15% Do NW 45th Avenue lphin

Ex p 6% re 2% ss 6% wa 2% 43% y 18% 45% NW 13th Street 15% 836

43% NW 11th Street NW 11th Street 2% 2% NW 37th Avenue

6% Project Location 6% Exhibit 12 NW 27th Avenue Project Trip Distribution NW 42nd Avenue 2% 2% NW 7th Street NW 7th Street Game Day Arrival Since 1978 p.29

4%

4% NW 36th Street MIAMI FREEDOM PARK 5%

NW South River Drive

2% 1%

& SOCCER VILLAGE 5% 8% 15%

NW 31st Street 23%

NW 28th Street

23% 23% NW 25th Street

NW 27th Avenue NW 42nd Avenue

23% 17%

NW 21st Street

45% 6%

28% 45%

45% NW 19th Street y a Project Driveway

w

e

v i

6% r

D

t

c 28% e j

o r NW 17th Street

P

NW 16th Street

10%

55% 18% Project Driveway NW 14th Street 27%

6% 14% 27% 22%

18% NW 45th Avenue 18%

14% 4% 45% 836

7% 11% Do lphin way Express NW 11th Street 1% NW 11th Street 4% 1% 1% 2% Project Location

Exhibit 13 1%

2%

2% 5% Project Trip Distribution 4%

2% NW 27th Avenue NW 37th Avenue

Game Day Departure NW 42nd Avenue 3% 1% NW 7th Street NW 7th Street 2% Since 1978 p.30

5.0 INTERSECTION CAPACITY ANALYSIS

An assessment of the traffic impacts associated with Miami Freedom Park was performed in accordance with the requirements of the City of Miami. It should be noted that the City, in its entirety, is located within Miami-Dade County’s Urban Infill Area, which is designated a Transportation Concurrency Exception Area (“TCEA”). A TCEA is a legislative statement designed to promote infill development and redevelopment. Traffic impact analyses were developed for the existing conditions (2018) and the future buildout of the Project conditions (2025). Typical weekday am (7:00 – 9:00 am) and pm (4:00 – 6:00 pm) peak hour analyses were undertaken for non-event days. Traffic impact analyses were also undertaken for the weekday and Saturday game day arrival period (6:30 – 7:30 pm) and departure period (9:30 – 10:30 pm). Synchro 10 software was used to perform intersection capacity analyses at the study intersections. Synchro is a macroscopic analysis and optimization software application that implements the Highway Capacity Manual’s methodology for signalized / un-signalized intersections.

5.1 Existing Conditions Twenty-seven intersections were analyzed for the six time periods described above for the existing 2018 conditions. Existing traffic counts, signal timing and phasing, and lane configurations for the study intersections listed in Section 2.1 were used. All intersection data is included in Appendices B and C. The results show that all signalized intersections currently operate within the City’s adopted level of service (LOS) standards. LOS is a qualitative assessment of a road’s operating conditions and is represented by the letters A through F, where A is free flow (best condition) and F is the most congested condition.

It should be noted that the unsignalized intersection of NW 14th Street / NW 37th Avenue / WB SR 836 Off Ramp currently experiences delay in the westbound approach during the am and pm peak hours, weekday arrival period and Saturday arrival period. The unsignalized intersection of NW 37th Avenue / NW 16th Street currently experiences delay in the westbound approach during the pm peak hour. This may be due to the software tending to overestimate delay measurements for the minor approaches at unsignalized intersections and not accounting for gaps in traffic created by the upstream signalized intersections. This overestimation of delay can be up to 80% of the

Miami Freedom Park & Soccer Village Traffic Study - # 18180 Page 31

actual delay based on field studies. Synchro analysis worksheets for existing conditions are included in Appendix G.

5.2 Future with Project Conditions

The 2018 Miami-Dade County Transportation Improvement Program (TIP) and the 2040 Long Range Transportation Program were reviewed to identify any programmed or planned projects within the limits of the established study area. The Miami-Dade Expressway Authority (MDX) SR 836 Interchange Improvements (e.g. EB SR 836 Off Ramp to NB NW 42nd Avenue) were considered for future with Project conditions (MPO Project No. XA83628). All other documents either show no planned capacity improvements to the study intersections and corridors or are not programmed prior to completion of the proposed Project. Roadway project documentation is included in Appendix F.

Average Daily Traffic counts published by the Miami-Dade Public Works Department and FDOT were reviewed to determine historic growth in the area. This analysis indicated that traffic has decreased in the past years. However, a 0.25% annual growth rate was applied to grow traffic counts to future conditions (2025). Historic growth rate documentation is included in Appendix B.

The trip distributions shown in Section 4.4, and background growth were combined to obtain future with Project traffic at the analyzed intersections. As previously mentioned the Project is proposing three access points:  New off ramp from northbound NW 42nd Avenue collector-distributor (c-d) road to the northwest corner of the Project, (inbound access only).  New signalized full-access driveway on NW 14th Street midway between NW 42nd Avenue and the WB SR 836 off ramp. An exclusive westbound right-turn lane and eastbound left- turn lane into the Project site are being proposed.  New signalized full-access driveway located at the west leg of the existing NW 37th Avenue / NW 19th Street intersection. An exclusive southbound right-turn lane and northbound left- turn lane into the Project site are being proposed.

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Intersection capacity analyses were completed for 28 intersections during the weekday am and pm peak hours, weekday arrival and departure periods, and Saturday arrival and departure periods.

5.2.1 Intersection Analysis for Weekday AM and PM Peak Hours

The future with Project analysis indicates that unsignalized intersection of NW 14th Street / NW 37th Avenue / WB SR 836 Off Ramp will continue to experience delay in the westbound approach during the am and pm peak hours. The unsignalized intersection of NW 37th Avenue / NW 16th Street will also continue to experience delay in the westbound approach during the pm peak hour. This may be due to the software tending to overestimate delay measurements for the minor approaches at unsignalized intersections and not accounting for gaps in traffic created by the upstream signalized intersections. The signalized intersections of NW 42nd Avenue / NW 14th Street and NW 37th Avenue / NW 14th Street are projected to experience delays during am and pm peak hours respectively. In order to improve the overall intersection operations, signal timing adjustments are recommended at both intersections. With these signal timing improvements, both intersections are projected to meet the City’s LOS standards. All other intersections continue to meet the City’s LOS standards. An intersection capacity analysis was performed at the Project driveways. The results of the analysis shows that both driveways are projected to operate within acceptable LOS. Capacity worksheets for all intersections are included in Appendix G. Exhibit 14 shows the existing and future LOS for all study intersections during the weekday am and pm peak hours.

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Exhibit 14: Intersection Capacity Analysis Weekday AM and PM Peak Hours

AM Peak Hour PM Peak Hour Signalized/ # Intersection Unsignalized Existing Future Existing Future

NW 42nd Avenue / 1 S E E D D NW 7th Street NW 37th Avenue / 2 S D D E E NW 7th Street NW 42nd Avenue / 3 S D D D D NW 11th Street NW 37th Avenue / 4 S B B C C NW 11th Street NW 34th Avenue / 5 AWSC C C D D NW 11th Street NW 27th Avenue / 6 S C C C C NW 11th Street NW 42nd Avenue / 7 S E E D E NW 14th Street1 NW 37th Avenue / 8 S D E E E NW 14th Street2 NW 37th Avenue / Freeflow / 9 B C B C SR 836 EB On Ramp Yield SR 836 Off Ramp / 3 3 10 NW 37th Avenue / U F F F B NW 14th Street NW 27th Avenue / 11 S C C C C NW 14th Street

NW 37th Avenue / 3 12 U D D F F 3 NW 16th Street NW 37th Avenue / 13 S B B B B NW 17th Street NW 27th Avenue / 14 S D D D D NW 17th Street NW 37th Avenue / 15 U / S C B E C NW 19th Street

(1) AM Peak LOS with Signal Timing Improvements (2) PM Peak LOS with Signal Timing Improvements (3) Software tends to overestimate delay for unsignalized intersections by up to 80%.

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Exhibit 14 - Continued: Intersection Capacity Analysis Weekday AM and PM Peak Hours

AM Peak Hour PM Peak Hour Signalized/ # Intersection Unsignalized Existing Future Existing Future

NW 38th Court / 16 S C C C C NW 21st Street NW 37th Avenue / 17 S C C E E NW 21st Street NW 42nd Avenue / 18 S B C C C NW 25th Street NW 37th Avenue / 19 S B B B B NW 25th Street NW 42nd Avenue / 20 S B C C C NW 28th Street NW 37th Avenue / 21 S A A A A NW 28th Street

NW 42nd Avenue / 22 S C D D D NW 31st Street NW 42nd Avenue / 23 S D E E E NW 36th Street NW S. River Drive / 24 S E E E E NW 36th Street NW 42nd Avenue / 25 S D D D D Okeechobee Road NW 45th Avenue / 26 S B B B B SR 836 EB Off Ramp NW 45th Avenue / 27 S C C C C NW 12th Drive Project Driveway / 28 S - A - A NW 14th Street

S = Signalized U = Unsignalized AWSC = All-way stop control

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5.2.2 Intersection Analysis for Saturday Game Day Arrival and Departure

The future with Project analysis indicates that the unsignalized intersection of NW 14th Street / NW 37th Avenue / WB SR 836 Off Ramp continues to experience delay in the westbound approach during the arrival period. All other intersections continue to meet the City’s LOS standards for future with Project conditions. Capacity worksheets are included in Appendix G. Exhibit 15 shows existing and future LOS for all study intersection during Saturday game day arrival and departure.

As discussed in the preliminary traffic manage plan (see Section 3.0), some intersections will be under police control. It was assumed that the following intersections will be under police control up to two hours pre and post-match:

Pre-match:  NW 42nd Avenue / NW 14th Street  NW 37th Avenue / NW 14th Street  NW 37th Avenue / NW 19th Street  NW 37th Avenue / NW 21st Street  NW 14th Street / Project Driveway

Post-match:  NW 42nd Avenue / NW 14th Street  NW 37th Avenue / NW 14th Street  NW 37th Avenue / SR 836 EB On Ramps  NW 37th Avenue / NW 19th Street  NW 38th Court / NW 21st Street  NW 37th Avenue / NW 21st Street  NW 14th Street / Project Driveway

These intersections are shown on Exhibit 14 as Police Controlled (PC) intersections.

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Exhibit 15: Intersection Capacity Analysis Saturday Game Day Arrival and Departure

Saturday Arrival Saturday Departure Signalized/ # Intersection Unsignalized Existing Future Existing Future

NW 42nd Avenue / 1 S D D D D NW 7th Street

NW 37th Avenue / 2 S D D C C NW 7th Street NW 42nd Avenue / 3 S C C B C NW 11th Street NW 37th Avenue / 4 S C B B C NW 11th Street

NW 34th Avenue / 5 AWSC C C B B NW 11th Street NW 27th Avenue / 6 S C C E E NW 11th Street NW 42nd Avenue / 7 S D PC C PC NW 14th Street

NW 37th Avenue / 8 S D PC C PC NW 14th Street NW 37th Avenue / Freeflow / 9 B B A PC SR 836 EB On Ramp Yield SR 836 Off Ramp / 10 NW 37th Avenue / U F 1 F 1 D E NW 14th Street NW 27th Avenue / 11 S C C C C NW 14th Street NW 37th Avenue / 12 U C C B B NW 16th Street

NW 37th Avenue / 13 S B B B B NW 17th Street NW 27th Avenue / 14 S C C B B NW 17th Street NW 37th Avenue / 15 U / S C PC B PC NW 19th Street

(1) Software tends to overestimate delay for unsignalized intersections by up to 80%. PC = Police Controlled Intersection

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Exhibit 15 - Continued: Intersection Capacity Analysis Saturday Arrival and Departure

Saturday Arrival Saturday Departure Signalized/ # Intersection Unsignalized Existing Future Existing Future

NW 38th Court / 16 S C C C PC NW 21st Street

NW 37th Avenue / 17 S D PC C PC NW 21st Street NW 42nd Avenue / 18 S B C B C NW 25th Street

NW 37th Avenue / 19 S B B B B NW 25th Street NW 42nd Avenue / 20 S B B B B NW 28th Street NW 37th Avenue / 21 S A B A A NW 28th Street NW 42nd Avenue / 22 S B C B B NW 31st Street NW 42nd Avenue / 23 S C C C C NW 36th Street NW S. River Drive / 24 S C C C C NW 36th Street NW 42nd Avenue / 25 S C C C C Okeechobee Road NW 45th Avenue / 26 S B C A B SR 836 EB Off Ramp NW 45th Avenue / 27 S D D C C NW 12th Drive Project Driveway / 28 S - PC - PC NW 14th Street PC = Police Controlled Intersection S = Signalized U = Unsignalized AWSC = All-way stop control

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5.2.3 Intersection Analysis for Weekday Game Day Arrival and Departure

The future with Project analysis indicates that the unsignalized intersection of NW 14th Street / NW 37th Avenue / WB SR 836 Off Ramp continues to experience delay in the westbound approach during the weekday arrival period. All other intersections continue to meet the City’s LOS standards for future with Project conditions. Capacity worksheets are included in Appendix G. Exhibit 16 shows existing and future LOS for all study intersection during weekday game day arrival and departure.

As discussed in the preliminary traffic manage plan (see Section 3.0), some intersections will be under police control. It was assumed that the following intersections will be under police control up to two hours pre and post-match:

Pre-match:  NW 42nd Avenue / NW 14th Street  NW 37th Avenue / NW 14th Street  NW 37th Avenue / NW 19th Street  NW 37th Avenue / NW 21st Street  NW 14th Street / Project Driveway

Post-match:  NW 42nd Avenue / NW 14th Street  NW 37th Avenue / NW 14th Street  NW 37th Avenue / SR 836 EB On Ramps  NW 37th Avenue / NW 19th Street  NW 38th Court / NW 21st Street  NW 37th Avenue / NW 21st Street  NW 14th Street / Project Driveway

These intersections are shown on Exhibit 16 as Police Controlled (PC) intersections.

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Exhibit 16: Intersection Capacity Analysis Weekday Game Day Arrival and Departure

Weekday Arrival Weekday Departure Signalized/ # Intersection Unsignalized Existing Future Existing Future

NW 42nd Avenue / 1 S D E C C NW 7th Street NW 37th Avenue / 2 S D E C C NW 7th Street NW 42nd Avenue / 3 S C C B B NW 11th Street NW 37th Avenue / 4 S B B A B NW 11th Street NW 34th Avenue / 5 AWSC B B A A NW 11th Street NW 27th Avenue / 6 S C C B B NW 11th Street

NW 42nd Avenue / 7 S D PC C PC NW 14th Street

NW 37th Avenue / 8 S D PC D PC NW 14th Street

NW 37th Avenue / Freeflow / 9 B B A PC SR 836 EB On Ramp Yield SR 836 Off Ramp / 10 NW 37th Avenue / U F 1 F 1 C D NW 14th Street NW 27th Avenue / 11 S C C C C NW 14th Street

NW 37th Avenue / 12 U D E B C NW 16th Street

NW 37th Avenue / 13 S B B A A NW 17th Street

NW 27th Avenue / 14 S C C B B NW 17th Street NW 37th Avenue / 15 U / S D PC B PC NW 19th Street

(1) Software tends to overestimate delay for unsignalized intersections by up to 80%. PC = Police Controlled Intersection

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Exhibit 16 - Continued: Intersection Capacity Analysis Weekday Arrival and Departure

Weekday Arrival Weekday Departure Signalized/ # Intersection Unsignalized Existing Future Existing Future

NW 38th Court / 16 S C C B PC NW 21st Street

NW 37th Avenue / 17 S D PC C PC NW 21st Street NW 42nd Avenue / 18 S C C C C NW 25th Street NW 37th Avenue / 19 S B B B B NW 25th Street NW 42nd Avenue / 20 S D D A B NW 28th Street NW 37th Avenue / 21 S A B A A NW 28th Street NW 42nd Avenue / 22 S C E B B NW 31st Street

NW 42nd Avenue / 23 S E E C C NW 36th Street

NW S. River Drive / 24 S E E C D NW 36th Street

NW 42nd Avenue / 25 S E E C C Okeechobee Road

NW 45th Avenue / 26 S B C A A SR 836 EB Off Ramp

NW 45th Avenue / 27 S C C C C NW 12th Drive Project Driveway / 28 S - PC - PC NW 14th Street

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6.0 RAMP ROADWAY CAPACITY ANALYSIS

Ramp capacity analysis was completed for existing conditions (2018) and future with Project conditions (2025). Typical weekday am (7:00 – 9:00 am) and pm (4:00 – 6:00 pm) peak hour analyses were undertaken for non-event days. Analysis was also undertaken for the weekday and Saturday game day arrival (6:30 – 7:30 pm) and departure periods (9:30 – 10:30 pm). Ramp roadway capacities were determined based on the ramp free flow speed and number of lanes as described in the Highway Capacity Manual (HCM). It should be noted that the free flow speed for ramps was assumed to be 5 mph over the posted speed limits and ramps that merge from two lanes to one lane were considered one lane ramps.

6.1 Existing Conditions

Ramp roadways were analyzed for the six time periods described above for the existing 2018 conditions. Existing ramp volumes for the ramp roadways listed in Section 2.3 were used. In addition, turning movement counts collected at two ramp termini were also used. All data is included in Appendix C. The results show that all ramp roadway volumes are currently within capacity.

6.2 Future with Project Conditions

As discussed in Section 5.2, a 0.25% annual growth rate was applied to grow traffic counts to future conditions (2025). Historic growth rate documentation is included in Appendix B. The trip distributions shown in Section 4.3 and background growth were combined to obtain future traffic with Project conditions at the analyzed ramp roadways. The results show that all ramp roadway volumes continue to be within capacity for future conditions. Exhibit 17 provides a summary of the ramp roadway analysis during weekday am and pm peak hours. Exhibit 18 provides a summary of the ramp roadway analysis for Saturday game day arrival and departure hours. Exhibit 19 provides a summary of the ramp roadway analysis for weekday game day arrival and departure hours

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Exhibit 17: Ramp Roadway Capacity Analysis – Weekday AM and PM Peak Hours

Free Flow # of AM Peak Volume PM Peak Volume Ramp Meets Ramp Roadway Segment Speed Lanes Capacity1 Capacity (mph) Existing Future Existing Future EB SR 836 On Ramp 1 1L 30 329 353 267 379 1,900 Yes from SB NW 42nd Avenue WB SR 836 On Ramp 2 1L 30 1086 1,166 988 1,363 1,900 Yes from NB NW 42nd Avenue WB SR 836 Off Ramp 3 2L - 1L 35 329 407 321 426 2,000 Yes to NB NW 42nd Avenue Ramp from SB NW 42nd 4 1L 30 324 379 299 370 1,900 Yes Avenue to EB NW 21st Street EB SR 112 On Ramp 5 1L 35 912 940 739 824 2,000 Yes from NB NW 42nd Avenue WB SR 112 Off Ramp 6 1L 45 1101 1,160 1,341 1,418 2,100 Yes to SB NW 42nd Avenue EB SR 836 On Ramp 7 2L - 1L 30 637 648 242 247 1,900 Yes from SB NW 27th Avenue WB SR 836 Off Ramp 8 1L 30 337 343 382 389 1,900 Yes to NB NW 27th Avenue Ramp from MIC 9 2L - 1L 30 164 167 231 235 1,900 Yes to SB NW 42nd Avenue Ramp from MIC 10 1L 30 82 84 134 136 1,900 Yes to NB NW 42nd Avenue EB SR 836 On Ramp 11 1L 35 785 814 445 543 2,000 Yes from NW 37th Avenue WB SR 836 Off Ramp 12 1L 30 368 408 402 455 1,900 Yes to NW 37th Avenue (1) Based on Exhibit 13-10 from the Highway Capacity Manual (HCM).

Exhibit 18: Ramp Roadway Capacity Analysis – Saturday Game Day Arrival and Departure

Free Flow # of Saturday Arrival Saturday Departure Ramp Meets Ramp Roadway Segment Speed Lanes Capacity1 Capacity (mph) Existing Future Existing Future Ramp from MIC 9 2L - 1L 30 231 235 84 1,002 1,900 Yes to SB NW 42nd Avenue Ramp from MIC 10 1L 30 92 93 55 612 1,900 Yes to NB NW 42nd Avenue EB SR 836 On Ramp 11 1L 35 317 400 242 378 2,000 Yes from NW 37th Avenue WB SR 836 Off Ramp 12 1L 30 359 624 281 341 1,900 Yes to NW 37th Avenue (1) Based on Exhibit 13-10 from the Highway Capacity Manual (HCM).

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Exhibit 19: Ramp Roadway Capacity Analysis – Weekday Game Day Arrival and Departure

Free Flow # of Weekday Arrival Weekday Departure Ramp Meets Ramp Roadway Segment Speed Lanes Capacity1 Capacity (mph) Existing Future Existing Future EB SR 836 On Ramp 1 1L 30 230 518 238 346 1,900 Yes from SB NW 42nd Avenue WB SR 836 On Ramp 2 1L 30 727 1,687 418 626 1,900 Yes from NB NW 42nd Avenue WB SR 836 Off Ramp 3 2L - 1L 35 383 504 18 467 2,000 Yes to NB NW 42nd Avenue Ramp from SB NW 42nd 4 1L 30 149 281 53 562 1,900 Yes Avenue to EB NW 21st Street EB SR 112 On Ramp 5 1L 35 615 815 355 473 2,000 Yes from NB NW 42nd Avenue WB SR 112 Off Ramp 6 1L 45 968 1,099 424 881 2,100 Yes to SB NW 42nd Avenue EB SR 836 On Ramp 7 2L - 1L 30 242 246 175 178 1,900 Yes from SB NW 27th Avenue WB SR 836 Off Ramp 8 1L 30 380 387 201 204 1,900 Yes to NB NW 27th Avenue Ramp from MIC 9 2L - 1L 30 105 107 72 280 1,900 Yes to SB NW 42nd Avenue Ramp from MIC 10 1L 30 205 209 144 273 1,900 Yes to NB NW 42nd Avenue EB SR 836 On Ramp 11 1L 35 417 662 259 293 2,000 Yes from NW 37th Avenue WB SR 836 Off Ramp 12 1L 30 453 484 281 376 1,900 Yes to NW 37th Avenue (1) Based on Exhibit 13-10 from the Highway Capacity Manual (HCM).

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7.0 TRAFFIC CALMING EVALUATION

Residential areas can be susceptible to traffic intrusion, vehicular speeding, and safety issues. MDC, and municipalities within, have recognized these issues and have made strides in addressing the protection of residential streets through traffic calming. Traffic calming involves implementing strategic physical changes to residential streets to decrease the non-local driver’s (cut-thru driver) intrusion into residential neighborhoods and to decrease vehicular speeding.

A traffic calming analysis was completed for the Grapeland Heights Neighborhood (GHN) just east of the proposed site. The analysis assessed if any study area roadway segments meet the traffic calming criteria as outlined in Miami-Dade County’s Traffic Flow Modification / Street Closure Procedure (January 2009).

7.1 Traffic Flow Modification Thresholds In order for MDC to consider a traffic calming device on residential streets, the volume or speeding threshold and one additional criteria defined in the MDC procedures must be met. MDC has defined 150 vehicles per hour (vph) or 1,500 vehicles per day (vpd) as the volume thresholds where residential local streets begin to lose their “livability.” MDC has determined that a speeding problem can be verified when the 85th percentile speed of all vehicles is at least 10 mph greater than the posted speed limit. The 85th percentile speed is simply the speed at which 85% of motorists do not exceed. The MDC thresholds are available in Appendix H.

Further, MDC has determined that when cut-through traffic, one of the additional criteria, is greater than 25% of the traffic volume counted on the segment, residential local streets (50% for residential collectors) also begin to lose their “livability.” The Institute of Transportation Engineers (ITE) Trip Generation, 10th Edition provides trip generation rates and / or equations by land use type. These rates and equations were used to estimate residential vehicle trips based on the number of households per block. An equation is used to determine the percentage of “cut-through” traffic on a residential street (see Appendix H for detailed calculations).

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7.2 Traffic Calming Evaluation Existing condition traffic counts and speed data were collected at roadways within the Grapeland Heights Neighborhood (GHN) area between NW 37th Avenue and NW 27th Avenue and between NW 19th Street and NW 14th Street (see Appendix C). This was done in order to evaluate if the GHN has an existing, pre-MIAMI FREEDOM PARK traffic intrusion and / or speeding problem as defined by MDC. The data was collected for a 24-hour period on a weekday at the following locations:  NW 14th Terrace between NW 37th Avenue and NW 36th Avenue  NW 15th Street between NW 37th Avenue and NW 36th Avenue  NW 16th Street between NW 37th Avenue and NW 36th Avenue  NW 16th Terrace between NW 37th Avenue and NW 36th Avenue  NW 17th Street between NW 37th Avenue and NW 36th Avenue  NW 18th Street between NW 37th Avenue and NW 36th Avenue  NW 18th Terrace between NW 37th Avenue and NW 36th Avenue  NW 19th Street between NW 37th Avenue and NW 36th Avenue  NW 34th Avenue between NW 14th Street and NW 14th Terrace  NW 34th Avenue between NW 16th Street and NW 16th Terrace  NW 34th Avenue between NW 18th Terrace and NW 19th Street  NW 14th Street between NW 34th Avenue and NW 33rd Avenue  NW 14th Street between NW 31st Avenue and NW 30th Avenue  NW 17th Street between NW 33rd Avenue and NW 32nd Avenue  NW 17th Street between NW 31st Avenue and NW 30th Avenue  NW 18th Street between NW 32nd Avenue and NW 31st Avenue  NW 18th Terrace between NW 32nd Avenue and NW 31st Avenue  NW 19th Street between NW 32nd Avenue and NW 31st Avenue  NW 29th Avenue between NW 14th Street and NW 13th Street  NW 29th Avenue between NW 17th Street and NW 15th Street

The data was compared to the MDC traffic calming thresholds. Eleven of the 20 locations currently meet the traffic volume threshold, but no locations meet the vehicular speeding threshold.

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Ten of the 11 locations that currently meet the traffic volume threshold also meet the cut-through traffic thresholds. Therefore, these 10 locations are eligible for traffic calming devices and are listed below:  NW 14th Terrace between NW 37th Avenue and NW 36th Avenue  NW 17th Street between NW 37th Avenue and NW 36th Avenue  NW 19th Street between NW 37th Avenue and NW 36th Avenue  NW 34th Avenue between NW 14th Street and NW 14th Terrace  NW 14th Street between NW 34th Avenue and NW 33rd Avenue  NW 14th Street between NW 31st Avenue and NW 30th Avenue  NW 17th Street between NW 33rd Avenue and NW 32nd Avenue  NW 17th Street between NW 31st Avenue and NW 30th Avenue  NW 29th Avenue between NW 14th Street and NW 13th Street  NW 29th Avenue between NW 17th Street and NW 15th Street

It is important to note that the traffic issues in the GHN are based on 2018 data and are not due to Miami Freedom Park. The County’s process to install traffic calming devices like all-way stop control, speed tables, traffic circles, and the like is significant. It also takes neighborhood agreement on the type and location of the traffic calming devices.

Pedestrian access and safety to Miami Freedom Park is also important for the GHN residents. There is an existing traffic signal at the NW 37th Avenue / NW 17th Street intersection. The Project is also proposing a traffic signal at the NW 37th Avenue / NW 19th Street intersection. These signalized intersections with enhanced pedestrian crosswalks will help the GHN residents safely walk across NW 37th Avenue to gain access to Miami Freedom Park. These enhanced crosswalks will be especially critical on non-game days when police officers are not present. Rapid rectangular flashing beacons, like the ones installed on South Bayshore Drive and Ponce de Leon Boulevard, are being considered at non-signalized locations.

The Miami Freedom Park project is sensitive to protecting the residential streets to the east of the Project. A public information plan regarding non-vehicular, transportation options and access to

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the site will be developed. This plan will include a component for employees of the commercial portions of the Project as well. The goal is to keep vehicular traffic out of the residential areas.

An example of this is the plan to prohibit vehicular game day traffic from using NW 37th Avenue between NW 14th Street and NW 19th Street with police control of intersections. This will be done in order to minimize game day traffic within the GHN.

7.3 Traffic Calming Alternatives Traffic calming treatments are designed to modify driver behavior, or more specifically they are designed to reduce vehicle speed through the roadway. This can be achieved by either vertical or horizontal deflection. There are three levels of traffic calming, ranging from I to III to distinguish the least restrictive traffic control measures from the most restrictive. Traffic calming alternatives within Level I include education, law enforcement, speed watch, movement restrictions, textured pavement, and multi-way stop controls, amongst others. Traffic calming alternatives within Level II include chokers, roundabouts, traffic circles, speed humps, raised medians through intersection and mid-block raised island / medians. Traffic calming alternatives within Level III include semi diverters, diagonal diverters, street closures, and speed humps. Miami Freedom Park is committed to working with the GPN, the City, and the County to resolve these existing conditions traffic issues.

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8.0 PARKING ANALYSIS

Patrons coming to the Miami Freedom Park facility via their own passenger car will be able to park on-site. Based on the development program, the peak parking demand will be when Inter Miami CF has a weekend evening game. As discussed previously, Inter Miami CF plans to have the vast majority of their home games on a Saturday evening with a 7:30 pm kick-off. However, both a weekday game day and weekend game day parking analysis was completed.

The Urban Land Institute (ULI), Shared Parking, 2nd Edition provides parking ratios for sporting venues (not soccer, however) on weekday and weekends. For purposes of an MLS stadium, we used a professional baseball stadium with a weekday ratio of 0.31 parking spaces per seat for visitors, a weekend ratio of 0.34 parking spaces per seat for visitors and 0.01 parking spaces per seat for employees. Additionally, ownership requested that and an additional 150 parking spaces be reserved for VIPs, players, and players families. Parking calculations are provided in Appendix I.

The Miami International Airport Metrorail station (MIA station) is located just north of the proposed Miami Freedom Park site at the Miami International Center (MIC) Miami Central Station. Also located within the MIC Miami Central station are Tri-Rail, Greyhound, MDC buses, and the City of Miami Trolley. The proximity of the MIC Miami Central station to Miami Freedom Park is essential to the success of the Project.

As part of the Project, a grade-separated pedestrian crossing will be put in place over NW 21st Street. This elevated crossing will provide a direct, safe, convenient way for pedestrians to gain access to / from the site from Metrorail and the MIC Miami Central Station. Inter Miami CF will be providing incentives to patrons to use Metrorail. Some of the proposed incentives include:  Providing in-game promotional items with proof of Metrorail ridership  Offering app-based rewards for using the Metrorail

Inter Miami CF will also work with Miami-Dade County Transit to provide enhanced transit service on game days. Some of the items under consideration will be:

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 Provide more vehicles to the MIA station with shorter headways both pre and post-game  Arrange for City of Miami trolleys from the MIA station to the stadium

The Atlanta United MLS team provided information regarding transit ridership and ridesharing use. For Atlanta United games, approximately 34% of visitors use transit (MARTA). For purposes of this exercise, a 30% transit ridership factor was used in the parking analysis. It is estimated that up to 7,500 patrons will access the stadium via other modes of transportation during a game day.

Ridesharing use to Atlanta United games is approximately 10%. Ownership will be working with rideshare companies like Lyft and Uber to provide patrons with discounts / incentives for using ridesharing to matches. A significant rideshare drop-off / pick-up area is planned on the south side of the Project. Based on the continuing annual increases in ridesharing as a mobility option and discounts / incentives to patrons, a 15% rideshare factor was used in the parking analysis.

For hotel use, DPA has collected data from a hotel on LeJeune Road approximately 2.5 miles south of the site. This data shows that 58% of their patrons use a hotel-provided shuttle, ridesharing, or other modes of transportation (e.g. don’t need to park a car on-site). Because of the very close proximity to MIA, it is estimated that 80% of the hotel patrons will not need to park a car on-site.

Other assumptions were used in the parking demand calculations, including that the soccer fields will not be in use during an event and a 50% noncaptive ratio. An example of a noncaptive ratio in a mixed-use project like Miami Freedom Park is the percentage of parkers who only come to the site and visit only one land use (i.e., users of a particular restaurant that only come to Miami Freedom Park to use that restaurant. They will not visit any other land use on the site like the soccer stadium, retail areas on the property, bars, etc.).

See Appendix I for the detailed calculations of the parking demand for both the weekday and Saturday night Inter Miami CF soccer match. There are approximately 5,500 parking spaces planned for the Project. For the Saturday night Inter Miami CF soccer match scenario, it is estimated that the peak parking demand is approximately 5,400 parking spaces. For a weekday night game day, the estimated peak parking demand is 5,100 parking space. Therefore, there is an adequate number of parking spaces planned for the Project.

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9.0 CONCLUSIONS

The traffic study documented the anticipated traffic impacts of the proposed Miami Freedom Park development and includes data collection efforts, a preliminary Transportation Management Plan (TMP), Project trip generation and distribution, intersection capacity analyses, ramp roadway analyses, a preliminary traffic calming evaluation for the Grapeland Heights Neighborhood (GHN), and a parking analysis.

Trip generation for the typical weekday, non-event scenario, is estimated at approximately 640 am peak hour two-way trips and approximately 1,550 pm peak hour two-way, net new trips. For the Saturday night game day scenario, it is estimated that the Project will generate approximately 3,380 two-way, net new trips the hour before kickoff and approximately 4,050 two-way, net new trips the hour after the match concludes. For the weekday night game day scenario, it is estimated that the Project will generate approximately 3,125 two-way, net new trips the hour before kickoff and approximately 3,740 two-way, net new trips the hour after the match concludes.

Intersection capacity analyses were completed for 27 intersections during the weekday am and pm peak hour and Saturday arrival and departure periods and weekday night game day arrival and departure periods. All signalized intersections are currently and projected to meet the City’s LOS standards. It should be noted that some intersections will be under police control up to two hours pre and post-match.

Ramp capacity analyses were completed for existing conditions (2018) and future with Project conditions (2025). Twelve ramp roadways were analyzed during weekday conditions and four ramp roadways were analyzed for Saturday conditions. The results of the analyses show that all ramp roadway volumes are projected to be within capacity for existing and future with Project conditions.

A preliminary traffic calming evaluation for the Grapeland Heights Neighborhood (GHN) was completed. Ten of the 20 locations are eligible for traffic calming devices. It is important to note that the traffic issues in the GHN are based on 2018 data and are not due to Miami Freedom Park.

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Miami Freedom Park is committed to working with the GPN, the City, and the County to resolve these existing conditions traffic issues.

A parking analysis was completed for a Saturday night Inter Miami CF soccer match. The analysis shows that the estimated peak parking demand is approximately 5,400 parking spaces. For a weekday night game day, the estimated peak parking demand is 5,100 parking space. There are approximately 5,500 parking spaces planned for the Project.

Miami Freedom Park and Inter Miami CF want to provide their patrons with the best possible game day experience, and they are committed to the betterment of their neighboring communities. Miami Freedom Park and Soccer Village can achieve this by implementing the recommendations in this report thereby minimizing to impact to current traffic operations. In addition, this comprehensive transportation management plan will enhance pedestrian mobility and facilitate the use of transit to and from the site.

The results of this traffic study are predicated on the enhancements listed in this report being in place.

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Miami Freedom Park & Soccer Village Traffic Study - # 18180 Page 52

Appendix A Site Plan