PROGRAMMATIC SECTION 4(F) EVALUATION for NET BENEFICIAL USE (NET BENEFIT) of BERNIE WILSON PARK

ADMINISTRATIVE ACTION PROGRAMMATIC SECTION 4(f) EVALUATION FOR NET BENEFICIAL USE (NET BENEFIT) OF BERNIE WILSON PARK

U.S. Department of Transportation Federal Highway Administration and Florida Department of Transportation

Financial Project Number: 423251-1-22-01 Federal Aid Project Number: 0301-056P

US 27/ SR 25/ Okeechobee Road from SR 997/Krome Avenue to NW 79th Avenue Miami-Dade County, Florida

December 2015

This document focuses on impacts specific to Bernie Wilson Park resulting from the proposed action to provide roadway improvements along Okeechobee Road within the project limits.

Submitted pursuant to 49 U.S. C. 303. Federal Highway Administration December 2015 Florida Division

PROGRAMMATIC SECTION 4(f) EVALUATION FOR NET BENEFICIAL USE (NET BENEFIT) OF BERNIE WILSON PARK

TABLE OF CONTENTS

I. GENERAL INFORMATION 1 Project Description 2 Project Purpose and Need 3 Identification of Section 4(f) Property 4 For Parks, Identify Key Components of any Existing Management Plan (if it exists) 5 Official with Jurisdiction over Section 4(f) Property

II. APPLICABILITY OF DETERMINATION

III. ALTERNATIVES CONSIDERED/ FINDINGS

IV. MITIGATION AND MEASURES TO MINIMIZE HARM

V. COORDINATION

VI. CONCURRENCE

ATTACHMENTS

A. Analysis for Programmatic Section 4(f) Evaluation B. Coordination Documents C. Glossary of Terms D. Property Information and Zoning E. Alternative Evaluation Results F. Traffic and Safety Data

Page 2 of 13 Programmatic Section 4(f) Evaluation for Net Benefit Federal Highway Administration December 2015 Florida Division

State of Florida Department of Transportation on behalf of the U.S. Department of Transportation Federal Highway Administration

PROGRAMMATIC SECTION 4(f) EVALUATION FOR NET BENEFICIAL USE OF BERNIE WILSON PARK (NET BENEFIT)

I. GENERAL INFORMATION Project Name: US 27/SR 25/ Okeechobee Road PD&E Study Project Limits From SR 997/Krome Avenue to NW 79 Avenue County: Miami-Dade Financial Management: 423251-1-22-01 ETDM: 9891 Federal Aid: 0301-056-P Class of Action: Categorical Exclusion Type II

1 Project Description The proposed Project Development and Environment (PD&E) study extends from SR 997/Krome Avenue to NW 79 Avenue, a distance of approximately 9.7 miles. The purpose of this project is to improve overall traffic operations and safety along Okeechobee Road, Frontage Road, and at all intersections along the project corridor. The proposed project potentially involves roadway improvements along Okeechobee Road including Frontage Road enhancements, intersection improvements (grade-separated intersections were considered), and bridge widening/canal crossing improvements as well as multimodal options in order to improve overall traffic operations and enhance safety and mobility along the Okeechobee Road corridor. The proposed action in and around Bernie Wilson Park accommodates the current and projected future traffic in the area to an acceptable Level of Service as well as addresses all of the existing and future safety concerns. Additional information can be found in Attachment A, Section 1, Page A-1 to A-9.

2 Project Purpose and Need The need for improvements along Okeechobee Road is based on a combination of the present substandard traffic operations along the project corridor and the need to optimize its effectiveness as both a major freight corridor linking to other major facilities and also as an important access route for both commercial/industrial as well as various residential communities. Project objectives include the study of the following: operational deficiencies and safety issues associated with existing geometric and design deficiencies at signalized intersections and at the bridge crossings over the Miami Canal, access issues, continuity, etc. Within the area of Bernie Wilson Park, a need exists to accommodate safety and operational improvements around the area of Okeechobee Road and Frontage Road at NW 87 Avenue and NW 103 Street. This includes creating sufficient space between intersections allowing for sufficient vehicle storage and relieving congestion by Pagereducing 3 of 13 the number of heavy movements throughProgrammaticthe use Sectionof flyover 4(f) Evaluation ramps for and Net gradeBenefit separations. Additional information can be found in Attachment A, Section 1.3, Page A-10 to A- 17. The need for improvements along Okeechobee Road is based on a combination of the present substandard traffic operations along the project corridor and the need to optimize its effectiveness as both a major freight corridor linking to other major facilities and also as an important access route for both commercial/industrial as well as various residential communities. Project objectives include the study of the following: operational deficiencies and safety issues associated with Federalexisting Highway geometric Administration and design deficiencies at signalized intersections and at the bridge December crossings 2015 Florida Division over the Miami Canal, access issues, continuity, etc. Within the area of Bernie Wilson Park, a need exists to accommodate safety and operational improvements around the area of Okeechobee Road and Frontage Road at NW 87 Avenue and NW 103 Street. This includes creating sufficient space between intersections allowing for sufficient vehicle storage and relieving congestion by reducing the number of heavy movements through the use of flyover ramps and grade separations. Additional information can be found in Attachment A, Section 1.3, Page A-10 to A- 17. 3 Identification of Section 4(f) Property FHWA has determined that Section 4(f) applies to Bernie Wilson Park (Attachment B). The 0.49 hectare (1.23 acre) Bernie Wilson Park functions as a municipal park and includes a dedicated parking lot and site improvements. It is owned by the City Hialeah Gardens (Attachment D) and managed as a public park. Visitors use Bernie Wilson as a site to socialize, gather for special events, exercise, and allow children to play. A paved walking trail runs around the perimeter of Bernie Wilson Park. Playground equipment, picnic tables, and a shelter are located in the center of the park. The park also includes two memorial monuments: one to American veterans and one to Bernie Wilson. Several mature Australian pine (Casuarina sp.) trees provide shade to the park. Additional information can be found in Attachment A, Section 2, Page A-18 to A-24.

4 For Parks, Identify Key Components of any Existing Management Plan (if it exists) N/A

5 Official with Jurisdiction over Section 4(f) Property The official with jurisdiction is the City of Hialeah Gardens and its representative was determined to be Mr. Walter Dubon, Director of Parks and Recreation.

Throughout the life of the project the coordination and decision making has been routed through Joe Lopez, Director of Public Works as well as Mayor Yioset De La Cruz.

City of Hialeah Gardens 10001 NW 87 Avenue Hialeah Gardens, FL 33016 305-558-4114

6 Summary of Evaluation The results of the Alternative Selection Process that was performed as part of the PER prepared for this study indicated that Alternative 7C Modified is the best alternative to address the needs of the study area. However, Alternative 7C Modified directly converts approximately 0.35 hectares (0.87 acres) or 71 percent of Bernie Wilson Park for transportation development by incorporation into the proposed realigned NW 103 Street, including the areas with playground equipment, picnic tables, and shelter. Thus, a Section 4(f) evaluation was performed in an attempt to develop an alternative that addresses the needs of the project while avoiding or minimizing impacts to Bernie Wilson Park to the greatest extent possible.

Page 4 of 13 Programmatic Section 4(f) Evaluation for Net Benefit Federal Highway Administration December 2015 Florida Division

An avoidance alternative is any alternative that would not require the use of any Section 4(f) property. A feasible and prudent avoidance alternative does not cause other severe problems of such a magnitude that substantially outweigh the importance of protecting Section 4(f) properties. Although Alternatives 7A and 7B were previously eliminated during the analysis performed in the PER, they were re-evaluated with more stringent criteria as Avoidance Alternative 2, due to the fact that they avoid impacts to Bernie Wilson Park. In addition to the No Build (Avoidance Alternative 1) and Alternatives 7A and 7B (Avoidance Alternative 2) four (4) additional avoidance alternatives were developed and evaluated in order to determine the best alternative that both addresses the purpose and need of the project and avoids impacts to Bernie Wilson Park. The six (6) avoidance alternatives were evaluated in terms of how they address the operational deficiencies and safety concerns as well as their impacts to the environment and the community. The results of the evaluation of the avoidance alternatives indicated that a feasible and prudent avoidance alternative does not exist. There are unique problems or unusual factors involved in the utilization of alternatives that avoid Bernie Wilson Park and the traffic operational, social, economic, or environmental impacts, as well as community disruption resulting from such alternatives reach extraordinary magnitudes. Thus Alternative 7C Modified was further evaluated to determine the best option to minimize harm which may entail both alternative design modifications that reduce the amount of the Section 4(f) property used and mitigation measures that compensate for residual impacts. Although the design modifications do continue to address the needs of the project, they are inferior options (undesirable geometric alignment and typical section), they do not minimize harm enough and they continue to impact the majority of the park as well as its main functions.

This project included planning and analysis to minimize impacts to Bernie Wilson Park resulting from transportation use; however, it is not possible to impact only part of Bernie Wilson Park and leave sufficient park land to maintain its recreational functions. Due to the constraints imposed by existing development and lack of alternatives that meet the project purpose and need, as well as coordination with the owner of the resource (the City of Hialeah Gardens), FDOT preliminarily concludes that there are no feasible and prudent alternative to avoid the use of land from Bernie Wilson Park for transportation development and the proposed action includes all possible planning to minimize harm from such use.

A potential mitigation site,hereby referred to a M2, is located west of NW 102 Avenue and south of NW 138 Street. This privately owned 9.73 acre vacant parcel lies within an existing residential community within the City of Hialeah Gardens. This site provides for safe and direct access to City residents. The vacant parcel’s location within a zoned residential area versus the commercial land use surrounding Bernie Wilson Park makes this a much more desirable location for the relocation of the Park. Mitigation site M2 is much larger in size than the Bernie Wilson site, 9.73 acres versus 1.23 acres. The following mitigation strategy is contingent upon acquisition of the property. The proposed mitigation would result in a Net Beneficial Use of Bernie Wilson Park for multiple reasons, including increased size, improved access, and greater opportunity for future enhancements. Because the new park at the M2 property would be much larger than Bernie Wilson Park it could provide more space for recreation and still accommodate the amenities

Page 5 of 13 Programmatic Section 4(f) Evaluation for Net Benefit Federal Highway Administration December 2015 Florida Division

currently found at Bernie Wilson Park as well as the nearby Brothers to the Rescue city monument, which is planned for relocation. As detailed in the attached meeting minutes from the February 12, 2014, August 14, 2014, April 1, 2015, May 28, 2015 and September 23, 2015 meetings (Attachment B), the Mayor of Hialeah Gardens, the City’s Director of Public Works and Director of Planning and Zoning all stated that the new realigned NW 103 Street with the relocated Bernie Wilson Park would be supported by the City of Hialeah Gardens. Furthermore, the City of Hialeah Gardens City Council signed a City Resolution on December 1st, 2015 supporting the proposed action as well as the proposed mitigation strategy.

As per the guidance provided by FHWA, this evaluation "ensures that the proposed action includes all possible planning to minimize harm, includes appropriate mitigation measures, and that the official(s) with jurisdiction have agreed in writing". Based on coordination with FHWA and the City of Hialeah Gardens it has been determined that the M2 site would result in a substantially larger park able to accommodate the amenities of equal or greater value than are currently provided at Bernie Wilson Park represents an enhancement of the function of the Section 4(f) property when compared to the future do-nothing alternative and the present condition of the Section 4(f) property, thus resulting in a Net Beneficial Use. This mitigation strategy is contingent upon acquisition of the property.

Page 6 of 13 Programmatic Section 4(f) Evaluation for Net Benefit Federal Highway Administration December 2015 Florida Division

State of Florida Department of Transportation PROGRAMMATIC SECTION 4(f) EVALUATION FOR NET BENEFICIAL USE OF BERNIE WILSON PARK (NET BENEFIT)

II. APPLICABILITY OF DETERMINATION

1 The project will use one or more of the following Section 4(f) property(s) (Check X for Yes):

a. Publicly-owned Park, Recreation Area, Wildlife or Refuge X Proposed action impacts 71% of Bernie Wilson Park. See Attachment A, Section 3, Page A-25.

b. Historic Property* No Involvement

2 This project and/or associated mitigation directly benefits the X Improves park function Section 4(f) property being used through mitigation. See Attachment A, Section 6.3, Page A-88 to A-93.

3 The project does not involve any uses that would require an X True; there are other Section individual Section 4(f) evaluation. (It is acceptable if there are 4(f) resources within the other Section 4(f) uses that are de minimis or covered by one of study area that are not being the other nationwide programmatic Section 4(f) evaluations or impacted. See Attachment A, meet temporary occupancy criteria.) Section 2, Pages A-21 to A-24.

4 The project does not require major alteration of the X Directly impacts 71% of the characteristics of the Section 4(f) property? (Refer to park, however mitigation management plan if applicable). Describe any alterations. results in a net benefit to the park funciton. See Attachment A, Section 3 (Page A-25) and Section 6.3 (Pages A-88 to A-93).

5 All appropriate measures to minimize harm and subsequent X Attachment A, Section 4 , mitigation that preserves and enhances those activities, Page A-26, describes in detail features, and attributes of the Section 4(f) property that all steps that were taken originally qualified the resource for Section 4(f) protection have including alternative corridors been incorporated into the project’s design. and avoidance alternatives. Section 6 describes the List/describe the mitigation/minimization measures that minimization and mitigation enhance the Section 4(f) property that have been incorporated options, including the into the project’s design. enhancement measures incorporated into the project's design (Section 6.3, Page 7 of 13 Programmatic SectionPages 4(f) Evaluation A-88 to A-93). for Net Benefit Attachment A, Section 4 , Page A-26, describes in detail all steps that were taken including alternative corridors and avoidance alternatives. Section 6 describes the Federal Highway Administration December 2015 minimization and mitigation Florida Division options, including the enhancement measures incorporated into the project's design (Section 6.3, Pages A-88 to A-93).

6 The official with jurisdiction over the Section 4(f) property has X See Attachment A, Section concurred (or conditionally concurred), in writing, that the 6.3, Page A-88 to A-93 and proposed project (with mitigation) will result in a benefit to the the Resolution passed by the Section 4(f) property. City of Hialeah Gardens on December 1, 2015 in Attachment B.

The official with jurisdiction has signed this form, or provided or X See Attachment A, Section other evidence of their concurrence 6.3, Page A-88 to A-93 and the Resolution passed by the City of Hialeah Gardens on December 1, 2015 in Attachment B-2.

Structures or above ground features 7 The project does not require major alteration of the No involvement characteristics that qualify the property for the National Register of Historic Places such that the property would no longer retain sufficient integrity to be considered eligible for listing.

Archaeology* 8 The project does not require the disturbance or removal of No involvement archaeological resources that have been determined important for preservation in-place rather than for information that can be obtained through data recovery.

9 The official with jurisdiction (SHPO) has concurred (or No involvement conditionally concurred) with a signed MOA/PA/LOA, signature on this form or other correspondence

Signed concurrence included in the following Attachment: No involvement*

*A Cultural Resource Assessment Survey (CRAS) was prepared for this project. SHPO has concurred with the findings of no anticipated impacts to any historic or archaeological site (See Attachment B).

Page 8 of 13 Programmatic Section 4(f) Evaluation for Net Benefit Federal Highway Administration December 2015 Florida Division

State of Florida Department of Transportation PROGRAMMATIC SECTION 4(f) EVALUATION FOR NET BENEFICIAL USE OF BERNIE WILSON PARK (NET BENEFIT)

III. ALTERNATIVES CONSIDERED/ FINDINGS

1 The Do Nothing Alternative must be examined, and documented NOT to be feasible and prudent. Verify that this is true, and indicate the reasoning by checking all that apply. A minimum of one conclusion must be selected to be applicable:

a. It would not solve existing transportation, safety, or X See Attachment A, Section maintenance problems (i.e. it would not address the project 4.3.5, Avoidance Alternative 1, needs). (Not prudent) Page A-63

b. It would result in severe adverse social, economic, or environmental impacts, and/or costs which would be truly unusual or unique, or of a magnitude that substantially outweighs the importance of protecting the Section 4(f) property(s). (Not prudent)

2 Avoidance Alternative(s) on new alignment must be examined and found not feasible and prudent under this programmatic agreement. Verify that this is true, and indicate all that apply below (a minimum of one must be selected to be applicable): a. The alternative cannot be constructed in accordance with sound engineering practices. (Not feasible) b. It would not solve existing transportation, safety, or X Six Avoidance Alternatives maintenance problems (i.e. would not address the project were evaluated and were needs). (Not prudent) determined to not be prudent. Details are included in Attachment A, Section 4.3.5, Page A-62 to A-83; A prudency determination summary is included in Attachment A, Page A-83.

c. It would result in severe adverse social, economic, or X See response to III.2.b environmental impacts, and/or costs which would be truly unusual or unique, or of a magnitude that substantially outweighs the importance of protecting the Section 4(f) property(ies). (Not prudent)

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d. It would result in a substantial missed opportunity to benefit X Mitigation results in a benefit a Section 4(f) property. (Not prudent) to the park's function.The proppsed mitigation site is an overall improvement as compared to the existing park. See Section 6.3, Pages A-88 to A-93.

3 It must be verified that the Build Alternative cannot be modified to include a feasible and prudent alteration in order to avoid the use a Section 4(f) property by using engineering design or transportation system management techniques such as minor location shifts, changes in engineering design standards, use of retaining walls and/or other structures and traffic diversion or other traffic management measures. Verify that this is true, and indicate all that apply below. (A minimum of one must be selected for this programmatic to be applicable.): a. The alternative cannot be constructed in accordance with X As detailed in Attachment A, sound engineering practices. (Not feasible) Section 6, Page A-85 all possible planning was done to minimize harm.

b. It would not solve existing transportation, safety, or Although the design maintenance problems (i.e. project needs). (Not prudent) modifications still adress the needs of the project, they are inferior options, they do not minimize harm enough and continue to impact the main functions of the park. The design modifications will still require park mitigation. See Attachment A pages A-85 to A- 87.

c. It would result in severe adverse social, economic, or X See response to III.3.b. environmental impacts, and/or costs which would be truly unusual or unique, or of a magnitude that substantially outweighs the importance of protecting the Section 4(f) property(s). (Not prudent) d. It would result in a substantial missed opportunity to benefit X See response to III.3.b. a Section 4(f) property. (Not Prudent)

Page 10 of 13 Programmatic Section 4(f) Evaluation for Net Benefit Federal Highway Administration December 2015 Florida Division

State of Florida Department of Transportation PROGRAMMATIC SECTION 4(f) EVALUATION FOR NET BENEFICIAL USE (NET BENEFIT) OF BERNIE WILSON PARK (NET BENEFIT)

IV. MITIGATION AND MEASURES TO MINIMIZE HARM

1 Mitigation measures include one or more of the following (Indicate all that apply)

a. Replacement of lands used with lands of reasonably X A potential mitigation site equivalent usefulness and location, and of comparable (pending acquisition) exists value within the City of Hialeah Gardens. The site is much larger and in a more accessible location than the existing park. The FDOT commits to replacing the park amenities wtih equal or greater amenities. See Attachment A, Section 6.3, Page A-88 to A-93.

b. Replacement of facilities impacted by the project including X See response to IV.1.a sidewalks, paths, benches, lights, trees, and other facilities.

c. Restoration and landscaping of disturbed areas.

d. Special design features. (Briefly describe). X See response to IV1.a

e. Improvements to the remaining Section 4(f) property equal to the fair market value of the lands. f. Other measures (List the minimization/mitigation measures X See response to IV1.a that enhance the resource).

V. COORDINATION

1 Verify that the proposed project has been coordinated with X the Federal, State, and/or local official having jurisdiction over See Attachment A, Section 7, the Section 4(f) property. Page A-94 and Attachment B

2 Land encumbered by other Federal actions or coordination N/A; No federal action or with the Federal Agency responsible for encumbrance has been funding was used in the completed? [Land and Water Conservation Fund Act, 16, USC, acquisition of land and Page460/(8)(f)(3), 11 of 13 i.e., Section 6(f)] Programmatic Sectiondevelopment 4(f) Evaluation and/or for Net Benefit enhancement of Bernie Wilson Park. See Attachment A, Section 2, Page A-18 Federal Highway Administration December 2015 Florida Division Land encumbered by other Federal actions or coordination N/A; No federal action or with the Federal Agency responsible for encumbrance has been funding was used in the completed? [Land and Water Conservation Fund Act, 16, USC, acquisition of land and 460/(8)(f)(3), i.e., Section 6(f)] development and/or enhancement of Bernie Wilson Park. See Attachment A, Section 2, Page A-18

3 The official(s) with jurisdiction agrees that the net result is an X See the Resolution passed by overall improvement and enhancement of the Section 4(f) the City of Hialeah Gardens on property when compared to the future do-nothing alternative December 1, 2015 in and the present condition of the Section 4(f) property. Attachment B-2.

4 Verify that public involvement activities, consistent with the X See Attachment A, Section 7.1, specific requirements. of 23 CFR 771.111, "early coordination, Page A-94 to A-97 and public involvement and project development" have occurred. Attachment B

5 For a project where one or more public meetings or hearings X See Attachment A, Section 7.1, were held, was information on the proposed use of and Page A-94 to A-97 and mitigation to the Section 4(f) property communicated at the Attachment B public meeting(s) or hearing(s)? (Attach documentation)

6 Is there significant public opposition to the proposed use of or None has been observed or mitigation to the Section 4(f) property? communicated by FDOT or the City of Hialeah Gardens

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State of Florida Department of Transportation PROGRAMMATIC SECTION 4(f) EVALUATION FOR NET BENEFICIAL USE (NET BENEFIT)

VI. CONCURRENCE

The Official with Jurisdiction (the City of Hialeah Gardens) has signed a resolution accepting the recommended alternative (see Attachment B-2).

Project Name: US 27/SR 25/ Okeechobee Road PD&E Study Project Limits From SR 997/Krome Avenue to NW 79 Avenue County: Miami-Dade Financial Management: 423251-1-22-01 ETDM: 9891 Federal Aid: 0301-056-P Class of Action: Categorical Exclusion Type II

Based upon considerations herein, it is determined that there is no feasible and prudent alternative to the use of land from Bernie Wilson Park and that the proposed action includes all possible planning to minimize harm to the Section 4(f) property resulting from such use. All alternatives set forth in the programmatic have been evaluated and the findings made are clearly applicable to this project. There is a net benefit to the Section 4(f) property after taking into account avoidance and minimization of harm to the Section 4(f) property.

The project includes all possible planning to minimize harm. FHWA will assure that the measures to minimize harm and reasonable mitigation that provide a net benefit to the Section 4(f) property are incorporated into the project through its oversight of the federal-aid highway program. FDOT will include the mitigation and measures that minimize harm and provide a net benefit as environmental commitments in the applicable NEPA document. FDOT will also provide a copy of this evaluation to other parties upon request. This project and its involvement with the Section 4(f) property, fall within and satisfy all of the criteria as set forth in the FHWA Section 4(f) Evaluation and Approval for Transportation Projects that have a Net Benefit to a Section 4(f) Property, April 2005.

FDOT Project Manager Bao-Ying Wang, PE Date Consultant Management, Project Manager

FDOT Environmental Manager Aileen Bouclé, AICP Date Intermodal Systems Development Manager

Federal Highway Administration James Christian Date Division Administrator

Page 13 of 13 Programmatic Section 4(f) Evaluation for Net Benefit ATTACHMENT A

Programmatic Section 4(F) Evaluation For Proposed Net Beneficial Use Of Bernie Wilson Park

Backup Documentation

1 TABLE OF CONTENTS 2 SECTION PAGE NO.

3 1 DESCRIPTION OF PROPOSED ACTION ...... A-1

4 1.1 General Project Description ...... A-1

5 1.2 Description of Proposed Action ...... A-6

6 1.3 Purpose and Need ...... A-10

7 1.3.1 Project Purpose ...... A-10

8 1.3.2 Need for Improvements...... A-10

9 1.3.3 System Linkage ...... A-10

10 1.3.4 Transportation Demand ...... A-12

11 1.3.5 Operational Deficiencies ...... A-13

12 1.3.6 Safety ...... A-13

13 1.3.7 Multimodal Considerations ...... A-14

14 1.3.8 Evacuation Routes and Emergency Services ...... A-15

15 1.3.9 Description of Specific Deficiencies within Segmental Improvement Area 7 ...... A-15

16 2 SECTION 4(F) RESOURCE ...... A-18

17 3 IMPACTS ON SECTION 4(F) RESOURCE FROM PROPOSED ACTION ...... A-25

18 4 ALTERNATIVES ANALYSIS ...... A-26

19 4.1 Corridor Analysis ...... A-27

20 4.1.1 Okeechobee Road Corridor Analysis ...... A-27

21 4.1.2 NW 87 Avenue Corridor Analysis ...... A-29

22 4.1.3 NW 103 Street Corridor Analysis ...... A-32

23 4.1.4 Corridor Analysis Summary ...... A-37

24 4.2 Traffic Analysis ...... A-38

25 4.2.1 Development of Future Traffic Projections ...... A-38

1 4.2.2 Future AADTs ...... A-39

2 4.2.3 Future Intersection Volumes ...... A-40

3 4.2.4 Future Intersection Analysis ...... A-43

4 4.3 Alternative Generation and Analysis ...... A-43

5 4.3.1 SIA 7 Alternatives ...... A-44

6 4.3.2 Build Traffic Analysis ...... A-53

7 4.3.3 Preliminary Alternative Evaluation ...... A-53

8 4.3.4 Pre-Final Alternative Evaluation ...... A-58

9 4.3.5 Avoidance Alternatives Considered ...... A-62

10 5 ALTERNATIVE WITH LEAST OVERALL HARM ...... A-84

11 6 ALL POSSIBLE PLANNING TO MINIMIZE HARM ...... A-85

12 6.1 Alternative 7C Modified – Design modification #1 (Figure 28) ...... A-85

13 6.2 Alternative 7C Modified – Design modification #2 (Figure 29) ...... A-87

14 6.3 Potential Mitigation Strategies ...... A-88

15 7 SCOORDINATION...... A-94

16 7.1 Summary of Public Involvement Activities ...... A-94

17 8 CONCLUSION ...... A-98

1 FIGURES

2 Figure 1- Project Location Map ...... A-2

3 Figure 2- Segmental Improvement Areas (SIA) ...... A-3

4 Figure 3- Bernie Wilson Park ...... A-5

5 Figure 4- Proposed Action ...... A-7

6 Figure 5- Okeechobee Road Linkage to Major Travel Corridors ...... A-11

7 Figure 6- Project Area Surrounding the Park ...... A-17

8 Figure 7- Alternatives Analysis Methodological Flowchart ...... A-26

9 Figure 8- Okeechobee Road Corridor Analysis ...... A-28

10 Figure 9 – Contamination Sites near Existing Corridor ...... A-30

11 Figure 10- NW 87 Avenue Corridor Analysis...... A-31

12 Figure 11- NW 103 Street Corridor Analysis ...... A-33

13 Figure 12- Recommended Corridors ...... A-38

14 Figure 13- No Build 2040 Intersection PHV ...... A-41

15 Figure 14- Build Modified 2040 Intersection PHV ...... A-42

16 Figure 15- Alternative 7A ...... A-45

17 Figure 16- Alternative 7B ...... A-46

18 Figure 17- Alternative 7C ...... A-47

19 Figure 18- Alternative 7D ...... A-49

20 Figure 19- Alternative 7E ...... A-50

21 Figure 20- Alternative 7F...... A-51

22 Figure 21- Alternative 7C Modified...... A-52

23 Figure 22- Results of SIA 7 Alternative Evaluation ...... A-59

24 Figure 23- Sensitivity Analysis Results ...... A-60

1 Figure 24- Avoidance Alternative 3 ...... A-69

2 Figure 25- Avoidance Alternative 4 ...... A-73

3 Figure 26- Avoidance Alternative 5 ...... A-77

4 Figure 27- Avoidance Alternative 6 ...... A-81

5 Figure 28- Design Modification #1 ...... A-86

6 Figure 29- Proposed Typical Section along NW 103 Street ...... A-87

7 Figure 30 - Potential Mitigation Site (M1) ...... A-90

8 Figure 31 - Potential Mitigation Site (M2) ...... A-91

1 TABLES

2 Table 1 Segmental Improvement Area (SIA) Descriptions ...... A-4

3 Table 2 Proposed Action Performance Summary ...... A-9

4 Table 3 Existing and Future Traffic Volumes on Okeechobee Road ...... A-12

5 Table 4 FDOT High Crash Locations at Okeechobee Road ...... A-14

6 Table 5 NW 103 Street Corridor Evaluation Matrix ...... A-36

7 Table 6 Recommended Traffic Factors ...... A-40

8 Table 7 Intersection Analysis Summary ...... A-53

9 Table 8 SIA 7 Preliminary Alternative Evaluation ...... A-54

10 Table 9 Preliminary Alternative Evaluation Elimination Process ...... A-58

11 Table 10 Intersection Analysis Summary ...... A-61

12 Table 11 Avoidance Alternative 1 Performance Summary ...... A-64

13 Table 12 Avoidance Alternative 2 Performance Summary ...... A-66

14 Table 13 Avoidance Alternative 3 Performance Summary ...... A-70

15 Table 14 Avoidance Alternative 4 Performance Summary ...... A-74

16 Table 15 Avoidance Alternative 5 Performance Summary ...... A-78

17 Table 16 Avoidance Alternative 6 Performance Summary ...... A-82

18 Table 17 Prudency Determination of the Avoidance Alternatives ...... A-83

20 PHOTOGRAPHS

21 Photograph 1: Westward view of Okeechobee Road Corridor ...... A-1

22 Photograph 2: Closely Spaced Intersections along Okeechobee Road ...... A-13

23 Photograph 3: Playground Equipment ...... A-18

24 Photograph 4: Northern Park Boundary, Showing C-7 Canal ...... A-18

1 Photograph 5: View of park showing shelter, playground equipment, and walking trail ...... A-19

2 Photograph 6: Shelter at Bernie Wilson Park ...... A-19

3 Photograph 7: Bernie Wilson and American Veterans memorial monument ...... A-20

1 1 DESCRIPTION OF PROPOSED ACTION

2 1.1 General Project Description 3 The existing US 27/State Road (SR) 25/Okeechobee Road facility lies within northwest Miami- 4 Dade County. The proposed Project Development and Environment (PD&E) study extends from 5 SR 997/Krome Avenue to NW 79 Avenue, a distance of approximately 9.7 miles (Figure 1). From 6 Krome Avenue to the Homestead Extension of Florida's Turnpike (HEFT) (western segment, 7 approximately 4.9 miles), the project corridor lies within unincorporated Miami-Dade County, 8 and from the HEFT to NW 79th Avenue (eastern segment, approximately 4.8 miles), 9 Okeechobee Road is bordered by the Town of Medley to the south and the cities of Hialeah and 10 Hialeah Gardens to the north.

11 Okeechobee Road serves as a restrictive highway due to the lack of access points and the 12 presence of a frontage road. Okeechobee Road is part of the State’s Strategic Intermodal 13 System (SIS) and carries a substantial number of large trucks (over 15% of daily traffic). The 14 western segment of 15 Okeechobee Road is classified as 16 a divided, rural principal arterial 17 with two lanes in each direction 18 and a discontinuous, two lane 19 frontage road to the north. The 20 eastern segment of Okeechobee 21 Road is classified as a divided, 22 urban principal arterial with 23 three lanes in each direction and 24 a two lane frontage road to the 25 north. The Miami Canal borders 26 Okeechobee Road to the south 27 for the entire length of the 28 project (Photograph 1). Photograph 1: Westward view of Okeechobee Road Corridor 29 In order to facilitate the 30 generation and evaluation of alternatives as part of the Preliminary Engineering Report (PER), 31 the project was divided into eight distinct Segmental Improvement Areas (SIA) (Figure 2, Table 32 1). Four SIAs cover the rural western portion of the project corridor, extending from Krome 33 Avenue to the HEFT interchange, and four SIAs cover the urban eastern portion of the project 34 corridor, from the HEFT interchange to NW 79 Avenue. This document focuses on the area in 35 SIA 7 around Bernie Wilson Park.

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1 Table 1 Segmental Improvement Area (SIA) Descriptions

MAIN INTERSECTIONS GENERAL SIA NO. LIMITS REMARKS WITHIN SIA CHARACTERISTICS From begin project Krome Avenue / Rural segment with most to just east of NW Okeechobee Road problems concentrated - 1 186 Street NW 186 Street/ at the two main Okeechobee Road intersections From just east of  NW 170 Street / Rural segment with most Traffic operational NW 186 Street to Okeechobee Road problems associated with differences just east of NW 170 the most efficient access between competing 2  NW 170 Street / Frontage Street Road provision to the land alternatives uses along the north side insignificant. of Okeechobee Rd. From just east of  NW 127 Street / Frontage Rural segment with two NW 170 Street to Road / Okeechobee Road intersections in relatively WEST 3 just east of NW 154  NW 154 Street / close proximity which - Street Okeechobee Road limits the effective use of auxiliary lanes From just east of  HEFT NB Ramp / Major partial cloverleaf This interchange NW 154 Street to Okeechobee Road interchange with indirect has been studied as just west of NW 138  HEFT SB Ramp / movements to/from the part of the “HEFT 4 Street (HEFT/ Okeechobee Road south PD&E Study” and Okeechobee Road their recommended Interchange) configuration will be adopted. From just west of  NW 138 Street/ Urban segment with NW 138 Street to Okeechobee Road insufficient capacity at 5 just east of NW 107  NW 107 Avenue/ the NW 138 Street / - Avenue Okeechobee Road Okeechobee Rd. intersection From just east of  NW 116 Way / Frontage Urban segment with NW 107 Avenue to Road / Okeechobee Road insufficient capacity at just east of NW 92  closely spaced 6 NW 116 Way / NW - Avenue S River Drive intersections  NW 92 Avenue/ Okeechobee Road From just east of  NW 105 Way / Urban segment with Most complex NW 92 Avenue to Okeechobee Road/ NW S insufficient capacity at project area just east of NW 87 River Drive closely spaced requires EAST Avenue  NW 103 Street/ Frontage intersections consideration of multiple high and 7 Road /Okeechobee Road  NW 87 Avenue/ Frontage low cost solutions Road / Okeechobee Road/ to solve/mitigate NW S River Drive complex operational and access problems From just east of  NW 95 Street / Frontage Heavily congested urban Requires additional NW 87 Avenue to Road/ Okeechobee Road segment coordination to just east of NW 79 account for 8  NW 79 Avenue/ Avenue Okeechobee Road/ NW potential S River Drive improvement of the SR 826 interchange 2

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1 Bernie Wilson Park (Figure 3) is located within a triangularly shaped area delimited by the South 2 Florida Water Management District (SFWMD) C-7 Canal to the north, NW 103 Street to the 3 south, and the Hialeah Gardens Police Department on NW 87 Avenue to the west. Bernie 4 Wilson Park is approximately 0.49 hectares (1.23 acres), owned and maintained as a public park 5 by the City of Hialeah Gardens, and was previously determined by Federal Highway 6 Administration (FHWA) to qualify as a Section 4(f) resource (Attachment B).

7 Figure 3- Bernie Wilson Park

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1 1.2 Description of Proposed Action 2 Due to the technical nature of the proposed action and subsequent evaluation of alternatives, a 3 Glossary of Terms is included for reference as Attachment C. In general terms, the proposed 4 action for the entire project corridor involves providing acceleration and deceleration lanes, 5 safety and mobility enhancements, and improvement of operational deficiencies within the 6 project limits along Okeechobee Road. The proposed action within SIA 7 and in the immediate 7 vicinity of Bernie Wilson Park was identified as Alternative 7C Modified in the PER for the 8 Okeechobee Road Project Development and PD&E study and is shown in Figure 4. The 9 proposed action within SIA 7 provides two flyover ramps from northbound/southbound NW 87 10 Avenue to westbound/eastbound Okeechobee Road. These ramps will remove the heavy 11 northbound and southbound left turn volumes (currently 800 AM/450 PM and 670 AM/610 PM 12 vehicles per hour, respectively) from the Okeechobee Road/NW 87 Avenue signalized 13 intersection including the westbound NW 103 Street vehicles destined to EB Okeechobee Road; 14 two of the heaviest movements within SIA 7.

15 The proposed action also elevates the Okeechobee Road mainline (two lanes in each direction) 16 to a third level, above NW 87 Avenue and the two NW 87 Avenue flyovers. Elevating 17 Okeechobee Road over NW 87 Avenue removes two more major movements (the through 18 movements currently 2300 AM/2240 PM vehicles per hour) from the severely congested 19 signalized intersections. The proposed action as it affects Bernie Wilson Park involves the 20 realignment of NW 103 Street to the north to create sufficient separation along NW 87 Avenue 21 between the intersections with NW 103 Street and Frontage Road. Currently, the intersection 22 of NW 87 Avenue/NW 103 Street is approximately 300 feet from the NW 103 Street/Frontage 23 Road intersection and the NW 87 Avenue/Frontage Road intersection as well as approximately 24 500 feet from the NW 103 Street from the NW 103 Street/Okeechobee Road intersection and 25 future NW 87 Avenue/Okeechobee Road intersection. The high volume of traffic and close 26 proximity of these intersection results in significant delays as well as safety, operational 27 deficiencies and poor mobility along Okeechobee Road, Frontage Road, and NW S River Drive.

28 The proposed action realigns NW 103 Street, removing the southward curve as it approaches 29 NW 87 Avenue as well as removes the Okeechobee Road and NW 103 Street intersection. This 30 creates sufficient space for vehicles queuing to turn off of NW 87 Avenue onto Okeechobee 31 Road and minimizes existing conflict points for vehicles attempting to access the City of Hialeah 32 Gardens City Hall and adjacent properties within the influence area of the project corridor. 33 Realignment of NW 103 Street also allows vehicles traveling westbound along NW 103 Street 34 destined to eastbound Okeechobee Road to access the proposed southbound NW 87 Avenue to 35 eastbound Okeechobee Road flyover ramp.

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1 The realignment of NW 103 Street will result in the replacement of the majority of Bernie 2 Wilson Park with a new at-grade roadway facility (i.e. new NW 103 Street) running in an east- 3 west direction and connecting to NW 87 Avenue. Table 2 provides additional details related to 4 the proposed action such as queuing information, LOS, safety, and community impacts and the 5 backup traffic data is provided in Attachment F2. Attachment F1 provides a summary of the 6 LOS, delay and anticipated queues for each intersection movement as well as the overall 7 intersection LOS and Delay for the proposed action and the avoidance alternatives (discussed in 8 Section 4.3.5). Attachment F1 also highlights in yellow and red if the results of an alternative 9 operates inferior to the proposed action.

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Table 2 Proposed Action Performance Summary  Increase in the spacing between signalized intersections is expected to provide sufficient spacing for the anticipated queues. Attachment F1 provides a summary of

the LOS, delay and anticipated queues for each intersection movement as well as the overall intersection LOS and Delay for the proposed action and the avoidance alternatives (discussed in Section 4.3.5). Attachment F1 also highlights in yellow and Queues

red if the results of an avoidance alternative operates inferior to the proposed action.  There are approximately 543 vehicles unserved in the AM peak hour and 1079 in the PM Peak hour for the entire proposed network  The proposed action is anticipated to substantially improve the operations and mobility not only along Okeechobee Road but also along entire street network in the area including NW 87 Avenue and Frontage Road. The following intersection LOS are anticipated as a result of the proposed action: o NW 87 Avenue/NW 103 Street: LOS D, Delay 38.4 seconds;

1 o Okeechobee Road/NW 87 Avenue LOS E, Delay 74.4 seconds; o NW 87 Avenue/Frontage Road: LOD D, Delay 42.4 seconds; o NW 87 Avenue/ NW S River Drive: LOS E, Delay 59.1 seconds; Operational (Design year 2040) year (Design Operational

LOS/Delay  The total network delay is anticipated to be 326 hours in the AM peak hour and 485 hours in the PM peak hour.  The realignment of NW 103 Street will allow the vehicles on NW 103 Street destined to EB Okeechobee Road to access the proposed flyover, allowing the removal of the SB left turn phase from the Okeechobee Road/NW 87 Avenue intersection and thus significantly improving operations within the project area.  Maximizing the use of the proposed fly over ramps as well as providing for adequate vehicle storage reduces the potential risk of crashes by eliminating short weaving sections, reducing risk of rear-end and sideswipe crashes due to congested

Safety conditions, reduce risk of queues spilling back into the upstream intersections reducing the risk of angle crashes

 Requires use of approximately 71% of Bernie Wilson Park including the areas with playground equipment, picnic tables, and shelter, would be directly used for

transportation development by incorporation into the proposed realigned NW 103 Street

 The proposed action impacts the Brothers to the Rescue Monument currently Impacts located in the triangle area delineated by Frontage Road, NW 87 Avenue and NW 103 Environmental Environmental Street. The monument will be relocated. It should be noted that this monument will Community Impacts Community be impacted by all avoidance alternatives. 1LOS “D” Adopted Standard for all analyzed roadways within study area of this report per FDOT, Miami- Dade County, Town of Medley & City of Hialeah Gardens

1 2

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1 1.3 Purpose and Need

2 1.3.1 Project Purpose 3 The purpose of this project is to improve overall traffic operations and safety along Okeechobee 4 Road, Frontage Road, and at all intersections along the project corridor. As previously 5 mentioned, the proposed project potentially involves roadway improvements along 6 Okeechobee Road including Frontage Road enhancements, intersection improvements (grade- 7 separated intersections will be considered), and bridge widening/canal crossing improvements 8 as well as multimodal options in order to improve overall traffic operations and enhance safety 9 and mobility along the Okeechobee Road corridor.

10 1.3.2 Need for Improvements 11 The need for improvements along Okeechobee Road is based on a combination of the present 12 substandard traffic operations along the project corridor and the need to optimize its 13 effectiveness as both a major freight corridor linking to other major facilities and also as an 14 important access route for both commercial/industrial as well as various residential 15 communities. Project objectives include the study of the following: operational deficiencies and 16 safety issues associated with existing geometric and design deficiencies at signalized 17 intersections and at the bridge crossings over the Miami Canal, access issues, continuity, etc.

18 1.3.3 System Linkage 19 Okeechobee Road is part of the SIS, which is a statewide network of high-priority transportation 20 facilities, including Florida’s largest and most important commercial service airports, spaceport, 21 deepwater seaports, freight rail terminals, passenger rail and intercity bus terminals, rail 22 corridors, waterways and highways. Okeechobee Road provides important connections to other 23 principal arterials of the state transportation network including SR 997/Krome Avenue, I-75, SR 24 821/Homestead Extension of Florida's Turnpike (HEFT), SR 826/Palmetto Expressway, and SR 25 112/Airport Expressway (Figure 5).

26 Okeechobee Road serves a vital role in regional freight activity and is identified as a major truck 27 route for transshipments from the Port of Miami to the Town of Medley distribution centers. 28 Okeechobee Road is vital to the movement of freight and provides critical access to the Town of 29 Medley, an important origin and destination for regional freight activity. Running parallel to a 30 spur of the Florida East Coast Railway, Okeechobee Road serves an important role in moving 31 goods between the Town of Medley, consumers, and other freight infrastructures within the 32 county and beyond, including Miami International Airport (MIA) and the Port of Miami. This 33 facility accommodates a high concentration of industrial and freight logistics related businesses 34 essential to the local and regional economies.

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1 Additionally, Okeechobee Road connects residential areas to employment centers east of SR 2 826/Palmetto Expressway and provides a direct connection to the Okeechobee Metrorail 3 Station at West 19 Street (just south of the study limits) and the Palmetto Metrorail Station via 4 NW 79 Avenue, as well as to a large number of industrial areas located north and south along 5 the corridor. In addition, it serves as a major route connecting the City of Hialeah, City of 6 Hialeah Gardens, the Town of Medley, and the City of Miami Springs. 7 In summary, because of its unique system linkage function, the need to optimize vehicular 8 mobility along Okeechobee Road within the project limits is imperative.

10 A number of improvements were evaluated as part of the PER in order to maximize mobility 11 through the existing corridor (i.e. provision of acceleration and deceleration lanes at certain 12 intersections to allow trucks the sufficient distance outside of the general use travel lanes to 13 accelerate to normal operating speeds or slow down before turning; in addition, options to 14 grade separate the through movements at some of the more congested intersections were also 15 evaluated).

16 Figure 5- Okeechobee Road Linkage to Major Travel Corridors

Okeechobee Road provides connections to other principal arterials and is vital to the movement of goods between the Town of Medley and PORT MIAMI and MIA

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1 1.3.4 Transportation Demand 2 The planned project improvements will accommodate the expected increase in traffic due to 3 population and employment growth along the corridor. Based on socioeconomic data extracted 4 from the traffic analysis zones of the Southeast Florida Regional Planning Model (SERPM) 5 encompassing the project segment, population and employment are projected to grow as 6 follows:

7  Population is expected to increase from 15,794 in 2005 to 20,846 in 2035 (1.1% annual 8 growth rate) 9  Employment is expected to increase from 20,324 in 2005 to 34,089 in 2035 (2.3% annual 10 growth rate)

11 As shown on Table 3, traffic volumes are also anticipated to rise. The table shows that volumes 12 are anticipated to substantially increase especially in the segment from HEFT to NW 79th 13 Avenue. It is also evident that truck volumes play an important role along the project corridor. 14 According to 2012 FDOT Florida Traffic Online, the truck percent from SR 997/Krome Avenue to 15 HEFT is 21.9% and from HEFT to NW 79th Avenue ranges from 14.4% - 24.0%. It should be 16 noted that future truck volumes are based on the assumption that truck percentages are to 17 remain the same in 2035.

18 Table 3 Existing and Future Traffic Volumes on Okeechobee Road

20121 20352 Segment Truck Volume Truck Volume (% ADT ADT (% of Total) of Total) 28,000- 6,380-9,350 From SR 997/Krome Avenue to HEFT 24,500 5,366 (21.9%) 41,000 (22.8%) 32,000- 4,608 – 14,880 27,500- 4,260 - 13,780 From HEFT to NW 79 Avenue 62,000 (14.4% - 24.0%) 82,500 (15.5% - 16.7%) 19 1 2012 FDOT Florida Traffic Online 20 2 2035 SERPM Cost Feasible Network 21

22 The existing roadway level of service (LOS) (2010) is LOS C from SR 997/Krome Avenue to HEFT 23 (4-Lane Divided Section) and LOS D from HEFT to NW 79th Avenue (6-Lane Divided Section). 24 Without the proposed improvements, the project corridor will continue to experience high 25 delays and conditions will deteriorate below acceptable LOS standards; the roadway LOS for 26 2035 is anticipated to be LOS D from SR 997/Krome Avenue to HEFT (4-Lane Divided Section) 27 and LOS F from HEFT to NW 79th Avenue (6-Lane Divided Section). LOS is a quantitative 28 stratification of a performance measure or measure that represent quality of service, measured 29 on a A-F scale, with LOS A representing the best operating conditions. See Glossary of Terms in

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1 Attachment C. Based on the modeling results and where appropriate, widening alternatives 2 would provide additional capacity to accommodate the anticipated future travel demand (east 3 of NW 87 Avenue).

4 1.3.5 Operational Deficiencies 5 Existing operational concerns result from a number of design deficiencies in the area including 6 insufficient capacity at major signalized intersections, substandard turning radii at canal 7 crossings, close proximity of signalized intersections at cross streets due to closely spaced 8 parallel facilities (i.e. NW S River Drive, Okeechobee Road and Frontage Road) (Photograph 2), 9 congestion at existing access points and insufficient/deficient signage. The high volume of truck 10 traffic that originates or is destined to this area compounds the problem. As previously 11 mentioned, the Town of Medley is an important origin and destination for regional freight 12 activity and Okeechobee Road serves an important role in moving goods between the Town of 13 Medley and other freight infrastructures within the county and beyond including Miami 14 International Airport and the Port of Miami.

15 Competing maneuvers between trucks 16 and cars at the limited number of access 17 points creates confusion among drivers. 18 Additionally, due to the close proximity of 19 the intersections, truck queues block 20 many of the intersections at NW S River 21 Drive and the Frontage Road and cause 22 severe weaving issues for vehicles 23 traveling along Okeechobee Road and 24 wishing to continue traveling along NW S Photograph 2: Closely Spaced Intersections along 25 River Drive or the Frontage Road. Okeechobee Road 26 Proposed improvements will correct all 27 existing design deficiencies, provide more vehicle storage, improve weaving distances by 28 increasing the distance between the closely spaced intersections, and provide additional turn 29 lanes and various other intersection improvements.

30 1.3.6 Safety 31 Many intersections within the project corridor have been identified by FDOT as high crash 32 locations for multiple consecutive years. Table 4 summarizes the locations within the project 33 segment that appeared on the FDOT High Crash List (HCL) for high crash locations (see 34 Attachment C for Glossary of Terms) from 2007 to 2011. Major congestion exists at the access 35 points from the frontage roads (located north and south of the project segment between SR 36 821/HEFT and SR 826/Palmetto Expressway) onto Okeechobee Road due to the high truck Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-13

1 volumes, closely spaced signalized intersections, and inadequate lane geometry along the 2 frontage roads.

3 4 Table 4 FDOT High Crash Locations at Okeechobee Road

Location Years on HCL 2007 2008 2009 2010 2011 2012 Krome Avenue √ √ NW 154 Street √ HEFT SB On/Off-Ramps √ √ √ √ √ √ NW 138 Street √ √ √ NW 116 Way √ √ √ √ NW 103 Street √ NW 95 Street √ NW 79 Avenue √ √ √ √ √ √ NW 103 Street at NW 87 Avenue √ √ NW 103 Street at Frontage Road √ √ √ √ √ 5 It should also be noted that a substantial number of fatalities have occurred from 2007 to 2011. 6 A total of 23 fatalities occurred within the limits of the project, 10 of which occurred from 7 Krome Avenue to the HEFT and 13 occurred from the HEFT to NW 79 Avenue. These 8 deficiencies will be addressed with the proposed implementation of appropriate 9 countermeasures included as part of the proposed alternatives, with a focus on providing 10 solutions which could be phased in.

11 1.3.7 Multimodal Considerations 12 While the project area abuts a largely industrial community to the south, the corridor also 13 serves residents and employees of various communities bordering Okeechobee Road including 14 the City of Hialeah, the City of Hialeah Gardens, and the Town of Medley. Because of the nature 15 of the facility (highway with service roads), the Miami-Dade Metropolitan Planning 16 Organization (MPO) Bicycle/Pedestrian Plan Update (2009) has established a low need for an 17 on-road bicycle facility along most of the project corridor. A high need, however, was 18 established for pedestrian facility improvements from NW 103 Street to West 18 Avenue. It 19 should be noted however that this high need is associated with the large residential and 20 commercial land uses abutting the Frontage Road just north of Okeechobee Road. Pedestrian 21 facility improvements are currently planned in the Miami-Dade MPO 2035 Long Range 22 Transportation Plan (LRTP) from NW 103 Street to West 18 Avenue to meet those established 23 needs. The project is currently funded for Planning and Design/Construction for 2015-2020.

24 The Miami-Dade MPO Bicycle/Pedestrian Plan Update (MPO 2009) identified Okeechobee Road 25 as having a Bicycle Level of Service (BLOS) of F. The BLOS indicates the compatibility of a

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1 roadway for bicycle travel based on vehicle volume and speed; the presence or absence of a 2 striped bike lane; and the presence or absence of occupied on-street parking, with E and F 3 considered failing scores.

4 Okeechobee Road is an SIS facility with high operating speeds and high number of trucks; 5 therefore, bicycle lanes and adequate pedestrian facilities were evaluated for Okeechobee 6 Road and the Frontage Road within the limits of the project to enhance access to existing 7 transit facilities and provide safer conditions for bicyclists and pedestrians.

8 Transit service in the area around Bernie Wilson Park includes Miami-Dade Transit Metrobus 9 Route 33, which traverses NW 103 Street, and the City of Hialeah Transit Marlin Route, which 10 travels along part of the Frontage Road to the north.

11 1.3.8 Evacuation Routes and Emergency Services 12 The lower Southeast Florida Region has been identified by the National Oceanic and 13 Atmospheric Administration (NOAA) as one of the most hurricane vulnerable areas of the 14 United States and requires sufficient evacuation routes. Okeechobee Road has been designated 15 as a primary evacuation route for Miami-Dade County and connects to other designated 16 evacuation routes (i.e., SR 821/HEFT and SR 826/Palmetto Expressway). Improvements to 17 Okeechobee Road are needed to enhance evacuation capacity and ease traffic circulation, 18 allowing improved evacuation and response times.

19 1.3.9 Description of Specific Deficiencies within Segmental Improvement Area 7 20 The following narrative explains how the overall project's purpose and need is addressed within 21 a specific portion of SIA 7 and the resulting impacts to Bernie Wilson Park as a direct result of 22 the proposed improvements. The purpose of the proposed action within this area of SIA 7 is to 23 accommodate safety and operational improvements around the area of Okeechobee Road and 24 Frontage Road at NW 87 Avenue and NW 103 Street. This includes creating sufficient space 25 between intersections allowing for sufficient vehicle storage and relieving congestion by 26 reducing the number of heavy movements through the use of flyover ramps and grade 27 separations.

28 The proposed action in and around Bernie Wilson Park safely accommodates the current and 29 projected future traffic in the area to an acceptable LOS. The LOS for different alternatives is 30 presented in Section 4.3 and Attachment F1. An additional need exists to ameliorate the failing 31 status of the NW 103 Street and NW 87 Avenue intersection due to its direct impact to both 32 Okeechobee Road and Frontage Road as a result of their close proximity to each other. Due to 33 abutting land uses and the existing configuration of the roadway network (i.e. the small triangle 34 created by the close proximity of Okeechobee Road, Frontage Road, NW 103 Street and NW 87 35 Avenue), the NW 103 Street and NW 87 Avenue intersection plays an important role in the Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-15

1 operation, and consequently the degradation, of the surrounding street network including 2 Okeechobee Road, and Frontage Road.

3 As previously mentioned, an additional intersection at Okeechobee Road with NW 87 Avenue 4 will be created (less than 500 feet east of the Okeechobee Road/NW 103 Street intersection) 5 from the provision of the new NW 87 Avenue connection across the Miami Canal (programmed 6 to be constructed by FDOT by 2017, FM# 405615-3-52-01) which is part of a larger project that 7 will extend NW 87 Avenue north from NW 74 Street to NW 103 Street as a 4 lane facility. This 8 project is anticipated to provide significant regional benefits due to the fact that NW 87 Avenue 9 will become a continuous 4 lane arterial from southern Miami-Dade County at SW 132 Street to 10 just south of the Broward/Miami-Dade County line. Due to logical termini issues major 11 improvements to the Okeechobee Road corridor and its abutting facilities were not part of the 12 early 2000's NW 87 Avenue PD&E Study. Any major improvements to Okeechobee Road have 13 significant upstream and downstream effects and require a comprehensive corridor approach 14 to be properly evaluated as is being done under this current PD&E Study. The "No-Build" 15 conditions assumed in SIA 7 include this future connection and are depicted in Figure 6. 16 Additional details regarding the future "No Build" conditions are included in Section 4.3.5.

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1 Figure 6- Project Area Surrounding the Park

2 3

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1 2 SECTION 4(F) RESOURCE 2 A Section 4(f) Determination of Applicability (DOA), a companion document to this PD&E Study, 3 was prepared for this project and is available for review at the FDOT District Six offices in 4 Miami.

5 FHWA has determined that Section 4(f) applies to Bernie Wilson Park (Attachment B). The 0.49 6 hectare (1.23 acre) Bernie Wilson Park functions as a municipal park and includes a dedicated 7 parking lot and site improvements (Photographs 3 through 7). It is owned by the City Hialeah 8 Gardens (Attachment D) and managed as a public park. Visitors use Bernie Wilson as a site to 9 socialize, gather for special events, exercise, and allow children play. A paved walking trail runs 10 around the perimeter of Bernie Wilson Park, playground equipment, picnic tables, and a shelter 11 are located in the center of the park. The park also includes two memorial monuments: one to 12 American veterans and one to Bernie Wilson. Several mature Australian pine (Casuarina sp.) 13 trees provide shade to the park.

Photograph 3: Playground Equipment Photograph 4: Northern Park Boundary, Showing C-7 Canal

15 16

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10 Photograph 5: View of park showing shelter, playground equipment, and walking trail 11

22 Photograph 6: Shelter at Bernie Wilson Park 23

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Photograph 7: Bernie Wilson and American Veterans memorial monument 2

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1 Vehicular access to the parking facility is provided from NW 87 Avenue via an access road 2 running along the north side of the police department building (Figure 3, Page A-5). At the 3 eastern end of the park, pedestrian access is provided through a gate via a paved path running 4 along the south side of the canal up to NW 24 Avenue. This gate is usually kept closed and 5 locked. Park personnel interviewed during the field visit and coordination with the City of 6 Hialeah Gardens (Attachment B) confirmed that the park is frequented by locals, especially 7 during weekends and special events, and an estimated 250 people visit the park each week.

8 The only recreational facility in the immediate vicinity of Bernier Wilson Park is the Hialeah 9 Gardens Linear Park. It should be noted that the Brothers to the Rescue Monument is also 10 located nearby, however FHWA previously determined this site is not a Section 4(f) resource. 11 These two properties are located in the same general area and in close proximity to each other; 12 however, they are not connected through dedicated facilities (e.g. sidewalks, trails or bicycle 13 lanes). Other open spaces along the C-7 canal within the vicinity of Bernie Wilson Park consist 14 of maintained areas of the canal banks that are not specifically designated or used for 15 recreation. Bernie Wilson Park is mostly surrounded by residential and to a minor degree by 16 commercial land uses within the Cities of Hialeah and Hialeah Gardens. Industrial land uses 17 exist within the Town of Medley south and west of the Miami Canal (C-6). Open waters 18 including lakes and canals are located to the north and to the south of Bernie Wilson Park, but 19 are not accessible to the public or connected to Bernie Wilson Park.

20 There are no known restrictions on ownership for Bernie Wilson Park and no history flooding or 21 other unusual characteristics are known. A statement of significance from the official with 22 jurisdiction over Bernie Wilson Park is included in Attachment B and indicates that Bernie 23 Wilson Park is very popular in the community. It is used primarily for recreation, is open to the 24 public and hosts events on a regular basis. A search was done on the Section 6(f) grants 25 database (http://www.invw.org/data/lwcf/grants-fl.html) for Bernie Wilson Park and it was 26 determined that Section 6(f) does not apply to Bernie Wilson Park, since no Land and Water 27 Conservation funds have ever been used to purchase or improve the park.

28 Additional potential Section 4(f) properties were presented in the DOA and are described 29 below. No significant direct, indirect, or cumulative impacts are anticipated for the rest of the 30 properties identified in the DOA.

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1 Hialeah Gardens Linear Park (Elisabeth Brotons Park)

2 This property is located between NW 87 Court and the NW 87 Avenue Canal’s west bank, and 3 extends approximately 0.7 miles from NW 106 Terrace to NW 117 Street. Portions of this park 4 are in public ownership and would qualify under the protections of Section 4(f), while other 5 sections of the park are in private ownership and would not qualify as Section 4(f) properties. 6 None of the areas of Hialeah Gardens Linear Park that qualify for protection under Section 4(f) 7 would be used or impacted by the proposed project.

8 Hialeah Gardens Brothers to the Rescue Memorial Park

9 This property is located within a traffic island delimited by NW 87 Avenue, NW 103 Street, and 10 the Frontage Road. It includes a monument on a paved pad with benches and landscaped areas. 11 As was previously mentioned, through coordination between FDOT and FHWA during the 12 design of the NW 87 Avenue (FM 405615-3-52-01), it was determined that this site is not a 13 Section 4(f) resource. Evaluation of this property under the current PD&E Study confirmed that 14 no changes have occurred that would require a revision of the previous determination and that 15 Hialeah Gardens Brothers to the Rescue Memorial Park is not a Section 4(f) property. 16 Therefore, no further investigation will be conducted for this site.

17 Graham Dairy House

18 The Graham Dairy House (8DA164) has been previously determined to be National Register– 19 eligible by the SHPO. The history, existing condition, and impacts to this resource are 20 summarized here and described in detail in the Cultural Resources Assessment Survey (CRAS) 21 that was prepared as part of this PD&E study.

22 This 1924 Mason Vernacular residence is located approximately a quarter mile north of 112th 23 Avenue on Okeechobee Road. The Graham Dairy House is eligible for listing in the National 24 Register under Criteria B and C. It is eligible under Criterion B for its association with Ernest R., 25 Philip, William, and Bob Graham, significant figures in the history of South Florida and the 26 country. It is eligible under Criterion C in the category of Architecture as a rare remaining 27 example of native oolitic limestone architecture, which was designed in response to South 28 Florida’s climate and exemplifies an important phase in the architectural evolution of Miami- 29 Dade County. No taking of the Graham Dairy Property is anticipated. Because the Graham Dairy 30 House is confined to the home site, which is located within a commercial and industrial area, it 31 is believed that there will be no adverse effects on this property. Therefore, there will be no 32 Section 4(f) use.

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1 Miami Canal

2 The Miami Canal (8DA6525) has been previously determined to be National Register–eligible by 3 the SHPO. The history, existing condition, and impacts to this resource are summarized here 4 and described in detail in the CRAS that was prepared as part of this PD&E study.

5 As one of the six primary canals of the Everglades Drainage District, the Miami Canal is a 6 significant example of an early water management system. It is eligible for listing in the 7 National Register under Criterion C in the category of Engineering. The canal is also eligible for 8 listing in the National Register under Criterion A in the category of Community Planning and 9 Development for its role in the development of South Florida. Because of the nature of this 10 project and the number of crossings which already exist over the Miami Canal, it is believed 11 that there will be no adverse effect to this resource. Therefore, there will be no Section 4(f) use 12 of the Miami Canal.

13 CERP – North Lake Belt Storage Area, Central Lake Belt Storage Area, Lake Belt In-Ground 14 Reservoir Technology Pilot, Broward County Water Preserve Areas

15 These areas are designated for water management and conservation purposes in the 16 Comprehensive Everglades Restoration Project (CERP) and are located adjacent to the western 17 portion of the project corridor, west of the Florida Turnpike. Coordination with the officials 18 with jurisdiction occurred through phone conversations with Ms. Nirmala Jeyakumar and Mr. 19 Jorge Jaramillo from the SFWMD in April 2014. These areas represent pre-planning conceptual 20 locations of future water reservoir sites as submitted to the United State Congress in 1999. A 21 search conducted using the Miami-Dade property appraiser website determined that all parcels 22 of the Central Belt Storage Area adjacent to the south side of the Okeechobee Road Corridor 23 are owned by the rock mining company Rinker Material Corp., with the exception of Folio No. 24 30-2019-001-0520, a small triangular parcel just north of NW 118th Avenue which is owned by 25 the Central and Southern Florida Flood Control District. On the north side of Okeechobee Road, 26 the only publicly owned parcels along the corridor are Folio Nos. 30-2924-000-0050 and 30- 27 2924-001-0010 within the North Lake Belt Storage Area and just south of NW 154th Street, as 28 well as Folio Nos. 30-2914-000-0040 and 30-2911-002-0080 which are part of the Lake Belt In- 29 Ground Reservoir Technology Pilot. These publicly owned parcels will not be directly impacted 30 by any of the alternatives under consideration. According to Mr. Jaramillo, the exact locations 31 of future reservoirs within these CERP areas are still under evaluation. Although the main 32 purpose and goal as stated in their Project Management Plans (PMP) is the restoration and 33 preservation of the natural hydrology of southern Florida and the Everglades, CERP requires a 34 recreational component which may include public access and recreational facilities. According 35 to Mr. Jaramillo, such component has yet to be determined due to the preliminary phase of the 36 project. No designated parking areas, signage or access is currently provided to the general Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-23

1 public for their recreational use. No plans exist at the current time for the recreational use of 2 these areas, the majority of which is still privately owned. Furthermore, FHWA determined that 3 no direct impacts are expected to publicly owned parcels within these CERP areas. Therefore, it 4 is assumed that these sites do not meet the requirements to be considered Section 4(f) 5 properties. However, coordination with CERP officials will be maintained throughout the 6 duration of the PD&E Study.

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-24

1 3 IMPACTS ON SECTION 4(F) RESOURCE FROM PROPOSED ACTION 2 Under the proposed action, approximately 0.35 hectares (0.87 acres) or 71 percent of Bernie 3 Wilson Park, including the areas with playground equipment, picnic tables, and shelter, would 4 be directly used for transportation development by incorporation into the proposed realigned 5 NW 103 Street. Where the proposed action and Bernie Wilson Park overlap (Figure 4, page A- 6 7), no potential for shared use or practical measures to minimize impacts exist. Two small 7 sections of Bernie Wilson Park that include approximately 70 percent of the existing parking 8 area and approximately 175 feet of paved trail would not be directly incorporated into 9 transportation use by the proposed action. However, these two remaining sections would 10 consist of only a total of 0.14 hectares (0.36 acres), be located in close proximity to traffic, and 11 have restricted potential for access. The Department has met with the City of Hialeah Gardens 12 on five separate occasions to discuss the potential impacts to Bernie Wilson Park as well as 13 potential mitigation options. A Net Beneficial Use is anticipated as a result of the project 14 through mitigation that would create a park in close proximity to the current Bernie Wilson 15 Park. A brief discussion of coordination with the City of Hialeah Gardens is included in Section 6 16 and meeting minutes are provided in Attachment B.

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1 4 ALTERNATIVES ANALYSIS 2 Figure 7 illustrates the methodological steps that were followed in the generation and 3 evaluation of the various alternatives associated with this document. As shown on the figure, 4 four distinct phases or components were investigated. A brief description of each follows:

5 Figure 7- Alternatives Analysis Methodological Flowchart

6 7

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1 4.1 Corridor Analysis 2 An important initial component of the project alternatives is the consideration of alternative 3 corridor options. Since the subject park is either bordered by or in the general vicinity of three 4 distinct and principal transportation facilities (i.e. – Okeechobee Road, NW 87 Avenue, and NW 5 103 Street), three distinct corridor analyses were performed. The intent behind analyzing all 6 three corridors is to determine if any other viable corridors exist for any of these major 7 transportation facilities. By removing any one of these corridors from its current location, the 8 associated operational impacts within the confluence of those three facilities in the area 9 surrounding Bernie Wilson Park could be minimized, potentially not requiring the use of the 10 park. A brief synopsis of each corridor analysis follows:

11 4.1.1 Okeechobee Road Corridor Analysis 12 As previously stated, the project area is generally rural in nature from the begin project to the 13 HEFT Interchange, but heavily urbanized east of the HEFT. Within the rural project segment 14 Okeechobee Road is bordered by CERP projects, farmland, and nurseries along the north side 15 and the Miami Canal on the south side. Within the urbanized eastern project segment there are 16 two distinct areas bordering the existing corridor. Along the north side is the City of Hialeah 17 Gardens with a mix of businesses (mostly retail including Wal-Mart and Home Depot) and a 18 densely populated area of multifamily and mobile homes. Along the south side, the Town of 19 Medley is predominantly dense industrial with numerous large industrial plants. Figure 8 20 illustrates the envelope where alternative alignments were considered as well as a detailed 21 description of why alternative corridors are not feasible. A summary of some of the key 22 differences between the retention of the existing corridor and the provision of a new one are as 23 follows:

24 1. In general terms the existing corridor would basically maintain the same land use 25 patterns adjacent to the facility while other options have the potential to alter land uses 26 and to be less compatible with the areas they would traverse.

27 2. As a result of the urban nature of the corridors and the associated high development 28 densities surrounding the existing corridor (as can be seen in Figure 8), the potential 29 number and types of residential and business displacements, impacts to cultural and 30 community services and community cohesion problems associated with alternative 31 corridors would result in unreasonable impacts to the surrounding communities and 32 neighborhoods.

33 3. The development of a new corridor will also result in impacts to historical and 34 archaeological sites (e.g. Graham Dairy House) as well as several parks (e.g. Linear Park, 35 Westland Gardens Park) that are also located near the project area.

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1 4. The existing corridor will impact the least number of known hazardous material 2 contamination sites compared to a new corridor, which would result in unreasonable 3 amount of impacts. Figure 9 illustrates the large amount of contamination sites located 4 near the project corridor.

5 5. The various costs associated with this type of project would generally be less by 6 improving the existing facility than by providing a new corridor alignment. The greater 7 the amount of new construction and right-of-way required, the greater the costs. A new 8 corridor alignment for Okeechobee Road would result in an unreasonable cost.

9 6. Due to the fact that Okeechobee Road runs northwest-southeast across a grid of streets 10 oriented north-south and east-west there is no opportunity to provide a new corridor 11 running the same course which would not bisect existing blocks. This is a particularly 12 acute problem in the more urbanized portions of the project such as the area 13 surrounding the location of Bernie Wilson Park.

14 In conclusion, as illustrated on Figure 8, an investigation of the area surrounding the existing 15 facility has determined that the existing corridor location offers the best potential for the 16 fulfillment of the project's needs. The consideration for developing any major highway at a new 17 location is severely limited by physical, environmental, and economic constraints. The 18 utilization of a majority of the existing facility’s right-of-way makes the proposed improvements 19 on the existing corridor the most reasonable choice.

20 4.1.2 NW 87 Avenue Corridor Analysis 21 NW 87 Avenue is primarily a north-south urban arterial roadway also known as Galloway Road. 22 This urban arterial thoroughfare originates in southern Miami-Dade County as SR 973 at SW 23 132 Street and presently extends to NW 74 Street. NW 87 Avenue continues again from 24 Frontage Road north to just south of the Broward/Miami-Dade County line. As previously 25 noted, FDOT plans to widen and connect NW 87 Avenue from NW 74 Street to NW 103 Street, 26 including providing a new connection over the Miami Canal and across Okeechobee Road. This 27 project (FM#: 405615-3-52-01) is presently under design and programmed to be constructed by 28 2017. Within the project vicinity residential communities are located in the Doral area as well as 29 west of the Palmetto Expressway (south of the Miami Canal (C-6)), and in Hialeah Gardens at 30 the northern project terminus. As illustrated in Figure 10 the existing NW 87 Avenue corridor 31 location offers the best potential for the fulfillment of the project needs, similar as Okeechobee 32 Road corridor analysis. A summary is as follows:

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1 Figure 10- NW 87 Avenue Corridor Analysis

2 1. As a result of the urban nature of the corridors and the associated high development 3 densities surrounding the existing corridor (as can be seen in Figure 10), any substantial 4 departure from the existing corridor will result in major impacts to the surrounding 5 communities and neighborhoods (e.g. Doral, Medley, etc.) generating community 6 cohesion issues and high controversy potential.

7 2. A substantial number of land uses abutting the existing corridor south of the Miami 8 Canal (C-6) are comprised mainly of warehouses and factories. The existing corridor 9 affords adequate established access that will likely be adversely impacted with the 10 adoption of a new corridor. Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-31

1 3. The existing corridor will impact the least number of known hazardous material 2 contamination sites compared to a new corridor.

3 4. The various costs associated with this type of project would generally be less by 4 improving the existing facility than by providing a new corridor alignment. The greater 5 the amount of new construction and right-of-way required, the greater the costs. A new 6 corridor alignment for NW 87 Avenue would result in an unreasonable cost due to the 7 high density nature of the surrounding area.

8 5. The existing corridor provides the general directness associated with major urban 9 arterials of this type and is in general compliance with future regional expansion plans.

11 4.1.3 NW 103 Street Corridor Analysis 12 The previous two sections (Sections 4.1.1 and 4.1.2) clearly show that both the existing 13 Okeechobee Rd and NW 87 Avenue corridors are the only logical options in the context of 14 attaining the overall project needs. However in order to fully explore other potential corridor 15 options dealing with the NW 103 Street facility (the facility that will likely impact Bernie Wilson 16 Park), four distinct corridors were considered and the details are shown on Figure 11 and a 17 brief description of each option follows:

18 Alternative Corridor “A” (Existing NW 103 Street Corridor)

19 NW 103 Street (SR 932) is a major east-west commercial artery in northern Miami-Dade County 20 that affords dispersion of high volumes of traffic. The existing four lane facility extends from 21 Okeechobee Road (US 27) in Hialeah Gardens to SR 915 in Miami Shores, a distance of 9.7 22 miles, and connects to major expressways such as SR 826/ Palmetto Expressway and I-95. 23 Within the project confines NW 103 Street serves mostly commercial land uses and is generally 24 bordered along its north side by the C-7 Canal. Some of the most important landmarks along 25 the existing NW 103 Street include the Hialeah Gardens Police Department, Government 26 Complex, and Fire Department at the NW 87 Avenue intersection, Bernie Wilson Park (just 27 behind the Police Department) and Mater Academy Charter/Middle/High School just west of 28 the Palmetto Expressway Interchange. The existing corridor maximizes emergency and 29 evacuation services by using an existing arterial facility whose primary function is rapid 30 vehicular mobility. As compared to the remaining alternative corridors, use of the existing 31 facility generally minimizes cost and socioeconomic disruption, maintains existing access and 32 avoids potential controversy that would likely result if traffic were diverted from NW 103 Street 33 to a local road. No residential or business impacts are anticipated and improvement costs are 34 estimated to be reasonable. Figure 11 provides additional details relating to the impacts

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1 anticipated as a result of this alternative.

2 Alternative Corridor “B”

3 As shown on Figure 11, with this option there will be no westbound connection between 4 existing NW 103 Street and NW 87 Avenue. The NW 103 Street traffic will be directed via NW 5 82 Avenue to NW 114 Street and then along NW 114 Street across NW 87 Avenue to 6 westbound Okeechobee Road. The westbound NW 103 Street traffic destined southbound on 7 NW 87 Avenue or to eastbound Okeechobee Road would make a left turn at the NW 114 8 Street/NW 87 Avenue intersection. It should be noted that this corridor traverses various 9 residential communities and school zones along NW 82 Avenue and NW 114 Street and would 10 directly impact approximately 8 residential properties with a total of approximately 38 dwelling 11 units and will place high volumes of non local traffic through mostly residential neighborhoods, 12 which could result in public controversy. Figure 11 provides additional details including the 13 major concerns relating to the impacts anticipated as a result of this alternative.

14 Alternative Corridor “C”

15 This corridor begins at the SR 826/Palmetto Expressway interchange and proceeds in a westerly 16 direction to the future NW 87 Avenue/Okeechobee Road/Frontage Road intersection. This 17 option would bisect various commercial and residential land uses including the Samari Lake 18 community and would directly impact approximately 43 dwelling units as well as 8 19 warehouses/businesses. In addition several critical governmental installations would be directly 20 impacted including the Hialeah Gardens City Hall, Senior Center, etc. These impacts would 21 generate significant public opposition and would also result in unreasonable additional costs 22 from acquisition of right-of-way and construction through an existing lake. Figure 11 provides 23 additional details including the major concerns relating to the impacts anticipated as a result of 24 this alternative.

25 Alternative Corridor “D”

26 Under this option there will be no westbound connection between existing NW 103 Street and 27 NW 87 Avenue. The NW 103 Street traffic will be directed via NW 82 Avenue to NW 110 Street 28 and then along NW 110 Street to NW 87 Avenue. The existing NW 103 Street link between NW 29 87 Avenue and NW 82 Avenue would be retained but would essentially serve local traffic only. 30 Similar to Alternative Corridor “B”, this option traverses various residential and school zones 31 and would potentially create community cohesion problems that, along with acquisition of 32 right-of-way (including 3 residential properties with a total of approximately 74 dwelling units), 33 would generate significant public opposition. This option would also result in unreasonable 34 additional costs from acquisition of right-of-way and construction through an existing lake.

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1 Figure 11 provides additional details including the major concerns relating to the impacts 2 anticipated as a result of this alternative.

3 Evaluation of Alternate NW 103 Street Corridors

4 The evaluation method used involved the generation of a weighting scheme for each of the 5 evaluation parameters. The evaluation parameters generally fall within four general criteria 6 categories, engineering, socio-economic, environmental, and cost. Twelve (12) different 7 evaluation sub-criteria were used, such as right-of-way costs, safety, controversy potential and 8 traffic services, among others (based on an overall 100 point weighting scale) Table 5 includes 9 the resulting corridor evaluation matrix which includes details of the evaluation of the impacts 10 that each of the alternative corridors have on the relative sub-criteria. Each sub-criteria was 11 then assigned a value depending on its perceived degree of importance. These criteria and sub- 12 criteria weightings were developed from the average of individual weighting sets prepared by 13 members of the consultant’s team reflecting a broad range of professional backgrounds. In 14 addition, the alternative performance with respect to each parameter was compared using two 15 benchmarks; 1) the overall effect on the specified parameter and/or 2) the relative effect 16 between the competing alternatives. The overall effect received one of the five judgmental 17 values (++ = 1.00, + = 0.80, o = 0.60, - = 0.40, - - = 0.20). If, however any of the alternatives had 18 an overall negative effect, then the worst alternative received a (- -) and the relatively better 19 alternative received a higher score (-). If any two values were approximately equal then they 20 both received the relatively lowest score. If the alternatives had an overall positive effect then 21 the best alternative received a (++) and the relatively worse alternative received a lower score 22 (+). A common value, therefore, signifies an equal overall and relative effect. This evaluation 23 involves a combination of both qualitative and quantitative values resulting in an overall score. 24 Each score indicated on the matrices is the result of multiplying the judgmental analysis rating 25 times the relative weight for that parameter. For example, on Table 5, Alternative A under the 26 "Controversy Potential" parameter was given a (o) designation (judgmental value = 0.6) since 27 there is no perceived significant potential for controversy. This judgmental value of 0.6 was 28 then multiplied by the relative weight of the "controversy potential" parameter (6.0) resulting 29 in an overall score of 3.6. Each resulting score that is indicated in the matrix is the result of 30 multiplying the rating (i.e., 1.00, 0.80, 0.60, 0.40, or 0.20) by the criteria weight. The addition of 31 each resulting score identified that Alternative Corridor A (existing corridor) as the highest 32 ranked alternative corridor. Therefore, Alternative Corridors B, C and D were eliminated from 33 further consideration.

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LEGEND ++ SUBSTANTIALLY POSITIVE EFFECT OR BEST ALTERNATIVE 1.0 + GENERALLY POSITIVE EFFECT OR GOOD ALTERNATIVE 0.8 O GENERALLY NO EFFECT OR MODERATE ALTERNATIVE 0.6 Table 5 NW 103 Street Corridor Evaluation Matrix - GENERALLY NEGATIVE EFFECT OR INFERIOR ALTERNATIVE 0.4 - - GENERALLY NEGATIVE EFFECT OR WORST ALTERNATIVE 0.2

ALTERNATIVE ALTERNATIVE A (EXISTING) ALTERNATIVE B ALTERNATIVE C ALTERNATIVE D CRITERIA

CONSTRUCTION COST 7 540000* o $4,900,000 - 4720000** - - 3250000** - R/W COST $1,780,000 $3,560,000 $9,200,000 $6,390,000

COST TOTAL $1,780,000 4.2 $8,460,000 2.8 $9,200,000 1.4 $6,390,000 2.8 DISPLACEMENTS 10 0 o 38 - 43 - - 74 - - 0 0 8 0 RESIDENTIAL/BUSINESSES/NON-PROFIT ORG.

TOTAL 0 6.0 38 6.0 51 2.0 74 4.0 7 Maintains status quo o Non local traffic is diverted through various residential and school - Major social and residential impacts for area south of - - Similar to alternative A along a portion of NW 82 Avenue - zones along NW 82 Avenue and NW 114 Street. existing NW 103 Street and north of Okeechobee. Serious but more severe disruptions along NW 110 Street. SOCIAL & RESIDENTIAL IMPACTS community cohesion concerns.

4.2 2.8 1.4 2.8 6 No perceived controversy potential o High controversy potential due to perceived intrusion of non local - Very high controversy potential due to major right-of-way - - Generally similar to alternative B - - traffic through mostly residential neighborhoods. and displacement impacts. CONTROVERSY POTENTIAL

3.6 2.4 1.2 2.4 SOCIO-ECONOMIC 10 Maintains existing local and regional connectivity and + Diverting traffic away from a segment of NW 103 Street will - Generally similar to alternative B, but negatively affecting a - - Generally similar to alternative B - facilitates ingress and egress to commercial negatively affect businesses located along that link. much longer segment. ECONOMIC & EMPLOYMENT IMPACTS establishments along the project area. 8.0 4.0 2.0 4.0 8 Although some increases in noise and air pollution can o Additional increases in noise and air pollution along residential areas. - Similar to previous option but with additional contamination - - Generally similar to alternative B - be expected, it generally maintains the status quo. impacts along area south of existing NW 103 Street and ENVIRONMENTAL CONSIDERATIONS wetland impacts along littoral shelves of Samari Lake.

ENV. 4.8 3.2 1.6 3.2 8 Improves east-west linkage and directness along NW + Creates discontinuity in traffic service by diverting east-west traffic - Improves east-west linkage and directness + Creates discontinuity for the WB traffic service by diverting - 103 Street, a major arterial facility. 0.5 miles to the north. WB traffic 0.25 miles to the north. TRAFFIC SERVICE

6.4 3.2 6.4 3.2 9 More direct connection facilitates mobility and reduces + Increased non local traffic diverted via NW 114 Street, a local road - Generally similar to alternative A + Increased non local traffic diverted via NW 110 Street, a - potential number of conflict points thus providing added which is used (west of NW 87 Avenue) primarily for residential local road which is used primarily for residential access, will SAFETY safety along the entire corridor. access will increase potential safety conflicts. increase potential safety conflicts.

7.2 3.6 7.2 3.6 6 No significant disruptions are expected along most of o Potential disruptions along several residential areas and school - Potential disruptions along several residential commercial - Generally similar to alternative B - NW 103 Street. zones and critical governmental installations. MAINTENANCE OF TRAFFIC

3.6 2.4 2.4 2.4 7 Maintains status quo o Intrusion within existing residential, commercial, and governmental - Intrusion within existing residential neighborhood(s) is non - Generally similar to previous two options - land uses is not compliant. compliant. COMPLIANCE WITH LOCAL LAND USE PLANS

ENGINEERING 4.2 2.8 2.8 2.8 7 Improves local and regional service + Does not provide direct linkage typical of major principal arterials - Generally similar to the existing corridor. + Generally similar to alternative B - FUNCTIONAL RELATIONSHIP WITH TRANSPORTATION NETWORK 5.6 2.8 5.6 2.8 7 Minimizes utility impacts o Requires extensive utility impacts, especially along area west of NW - Requires substantial utility impacts along area south of - Requires substantial utility impacts along NW 110 Street. - 87 Avenue existing NW 103 Street. UTILITY IMPACTS

4.2 2.8 2.8 2.8

FINAL RANKING 1 62.0 2 38.8 3 36.8 3 36.8 * Includes construction cost of widening and improving the existing corridor shown under the proposed action ** Does not include cost of filling in impacted lakes Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-36

1 A summary of Table 5 including the reasoning behind the ratings that are presented in the 2 matrix and the final selection of Alternative Corridor A (existing corridor) is as follows:

3  Alternative Corridors B, C and D partly or wholly traverse residential areas, bringing 4 undesirable high non local traffic volumes and generating high controversy potential 5 (see Figure 11 and Table 5) 6  Alternative Corridors B, C, and D would result in unreasonably higher construction and 7 right-of-way costs and require residential and business displacements (see Figure 11 8 and Table 5) 9  Alternative Corridors B, C and D would likely create community cohesion concerns along 10 several existing neighborhoods (see Figure 11 and Table 5) 11  Alternative Corridor A (existing) has the directness generally sought for modern 12 multilane highway improvements of this type (see Figure 11 and Table 5) 13 Based on the detailed evaluation shown on Table 5, it is concluded that the existing corridor 14 location, given the high density build out and urban nature of the surrounding area, offers the 15 best potential for the fulfillment of the project needs.

16 4.1.4 Corridor Analysis Summary 17 Based on the analysis described in the previous three sections (Sections 4.1.1, 4.1.2 and 4.1.3), 18 it has been determined that the existing Okeechobee Road, NW 87 Avenue and NW 103 Street 19 corridors are the only logical corridors to provide roadway improvements in the context of 20 attaining the overall project needs and minimizing right-of-way and community impacts. 21 Utilization of the existing corridors avoids residential and business impacts, significantly reduces 22 construction costs, maintains existing access and travel patterns, and maintains the community 23 existing cohesion. Thus, the operational deficiencies associated with the confluence of these 24 three corridors in the area adjacent to Bernie Wilson Park, as shown on Figure 12, cannot be 25 eliminated or transferred to another location. Therefore, in order to adequately address the 26 safety and operational deficiencies affecting Okeechobee Road and Frontage Road thereby 27 addressing the project's stated purpose and need, the generation and evaluation of project 28 alternatives within the existing corridors and areas surrounding the park is required.

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1 Figure 12- Recommended Corridors

3 4.2 Traffic Analysis 4 As previously stated, the need for improvements along the project area is largely based on the 5 substandard existing and future traffic conditions. A comprehensive traffic analysis was done 6 for the PD&E study and is documented in the project's Design Traffic Technical Memorandum 7 (DTTM). In order to clearly detail the origins of the stated safety and operational deficiencies of 8 this project area, the following sections provide a brief synopsis of the traffic analysis 9 performed as part of the DTTM.

10 4.2.1 Development of Future Traffic Projections 11 Traffic demand modeling was performed using Florida’s Southeast Regional Planning Model 12 (SERPM) version 6.5. Separate SERPM models were developed for the No-Build and the various 13 alternatives for each of the opening year (2020), interim year (2030), and design year (2040). 14 This section will summarize the findings of the No-Build and recommended alternative.

15 The No-Build Alternative includes all improvements programmed for construction in FDOT’s 16 Work Plan, MPO/FDOT’s Long Range Transportation Plan (LRTP), local comprehensive plans 17 (including City of Hialeah Gardens), and committed future roadway improvements by private 18 developers for Developments of Regional Impact (DRI). DRI committed improvements were Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-38

1 obtained from the South Florida Regional Planning Council (SFRPC). A sub-area model 2 refinement for the study area was performed using SERPM 2005 Validated base year model. 3 The base year validated model was first corrected for the study area to create an adjusted 4 validated model for 2005. The adjusted validated model was then refined for the project sub- 5 area to develop a 2005 sub-area refined SERPM model. Statistical analysis based on the Root 6 Mean Square Error (RMSE) was performed to ensure a good correlation between traffic counts 7 and model forecasts at count locations for the base year.

8 4.2.2 Future AADTs 9 Future Average Annual Daily Traffic (AADTs) volumes for roadway segments and intersection 10 approaches were developed for each analysis year using two methods. The first method 11 consisted of comparing future AADTs to Base Year AADTs to develop annual compounded 12 growth rates and then calculating future AADTs for each road segment by applying the 13 corresponding compounded growth rate to existing AADTs.

14 The second approach consisted of simply reading future AADTs from the SERPM model outputs. 15 Results from both methods were checked with growth estimated using the trend analysis 16 method. However, since historical counts have not yet fully recovered from the recent dip (in 17 2009), the trend analysis exercise based on historical counts was of limited benefit for the study 18 area.

19 Method 1 is the best approach for a number of reasons considering the characteristics of the 20 study area and the SERPM network. The SERPM network does not include the Frontage Road 21 and several intersection approaches are also missing from the network. Furthermore, the 22 centroid connectors used to load zonal trips onto the network do not provide a good 23 representation of local roadways within the study area. Traffic assignment on less important 24 roadways can vary by over 30% to 50% or more since the validation process did not have traffic 25 counts on non-state roads and bridges. Using AADTs directly from the model (Method 2) will 26 cause inconsistent growth rates throughout the network. It should be noted that while Method 27 1 provides more reasonable and consistent results, the AADTs generated using Method 2 might 28 be useful at few locations especially for new roads or connections; or where Method 1 29 forecasts are considered not reasonable.

30 The growth rate for the Frontage Road and intersection approaches missing from the network 31 were assumed equal to the overall growth rate of Okeechobee Road which was similar to the 32 average regional growth rate. The annual Okeechobee Road/regional compounded growth rate 33 was rounded to 2% and applied to roadways and intersection approaches not included in the 34 model.

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1 The annual growth rates using Method 1 and the resulting intersection approach AADTs for all 2 future years are provided in the Design Traffic Technical Memorandum (DTTM) along with the 3 SERPM AADT plots for all future years.

4 4.2.3 Future Intersection Volumes 5 The Directional Design Hour Volumes (DDHV) were calculated by applying the Standard K, D30 6 factor to the AADTs. The intersection volumes were developed using TMTOOL, a tool which 7 establishes turning movements using the existing AADTs, existing turning percentages and the 8 established growth factors to project the future daily traffic demands for the years 2020 9 (opening year), 2030 (mid-term year), and 2040 (design year). Future projected turning 10 movement volumes were manually adjusted to balance the volumes within the adjacent 11 intersections. Figure 13 and Figure 14 summarize the intersection peak hour volumes (PHV) 12 developed for the No Build and Build conditions of SIA 7. For the design year, the 13 recommended K, D and T factors are provided in Table 6.

14 Table 6 Recommended Traffic Factors Standard K Road Segment D Factor T Factor Factor Okeechobee Road (from Krome Avenue to SR 821/HEFT) 9.0 54.08 9-20 Okeechobee Road (from SR 821/HEFT to NW 103 Street) 9.0 63.74 13-18 Okeechobee Road (from NW 103 Street to NW 79 Avenue) 9.0 54.08 9-10 SR 932/NW 103 Street 9.0 54.08 4-6 Frontage Road 9.0 n/a 4 NW S River Drive 9.0 n/a 24-26 NW 87 Avenue 9.0 n/a 6 15

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1 4.2.4 Future Intersection Analysis 2 The roadway network for the No-Build/Build scenarios include the following system 3 modifications identified from Miami-Dade MPO Transportation Improvement Program (TIP): 4 widen NW 87 Avenue to 4-lanes with extension to connect from NW 74 Street through to the 5 Frontage Road and NW 103 Street, including a new bridge over the Miami Canal; widen NW 82 6 Avenue/W 24 Avenue north of NW 103 Street; construct a new 6-lane NW 74 Street between 7 SR 826 and HEFT; add managed lanes to SR 826, and extend Gratigny Parkway west from I-75 to 8 HEFT. The intersection analysis was conducted using Synchro 8. Synchro optimizes traffic signal 9 timing and performs capacity analysis for individual intersections, an arterial, or a complex 10 network. It also provides outputs such as volume to capacity ratios, LOS, delays and queue 11 lengths as well as measures of effectiveness (MOEs) such as total network delay, number of 12 vehicles in the dilemma zone, etc. The Synchro analysis included all major intersections within 13 the project area of influence. A separate Synchro file was established for each target year and 14 peak hour under all future scenarios.

15 For the No-Build alternative, the roadway network was assumed to remain the same as existing 16 with the system modifications discussed previously. In addition, signal timing optimization was 17 performed for each intersection in the future. For SIA 7, No-Build option would result in high 18 delays throughout most intersections before the 2040 design year with forced flow conditions 19 by the design year.

20 4.3 Alternative Generation and Analysis 21 A comprehensive alternatives development and analysis was done for the PD&E study and is 22 documented in the project's PER. The following sections provide a brief synopsis of the 23 alternatives analysis performed in the area relevant to this document.

24 The initial step in generating adequate solutions to address the project needs within the 25 existing corridor(s) involves identifying geometric operational access and safety issues affecting 26 the study area. As previously stated, although the Okeechobee Road project was originally 27 divided into eight (8) SIA’s, this document focuses on SIA 7, immediately adjacent to Bernie 28 Wilson Park.

29 This segment is characterized by congested conditions along both the Okeechobee Road 30 mainline as well as the various closely spaced intersections. As previously mentioned, the 31 provision of the new NW 87 Avenue connection across the Miami Canal will generate 32 substantial access and operational maneuvers between the closely spaced parallel facilities 33 (NW S River Drive, Okeechobee Road, Frontage Road and NW 103 Street). It should be noted 34 that the "no build" conditions assumed in this SIA include the improvements currently under

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1 design (FM# 405615-3-52-01) that are programmed to be constructed by the Department by 2 2017.

4 4.3.1 SIA 7 Alternatives 5 The following is a brief description of the preliminary alternatives that were generated for SIA 6 7; Figures 15 to 21 depict the alternatives considered.

7 Alternative 7A (Figure 15) features operational and capacity improvements at the NW 103 8 Street intersection while grade separating the Okeechobee Road mainline traffic over NW 105 9 Way as well as the planned improvements at the NW 103 Street and NW 87 Avenue 10 intersections.

11 Alternative 7B (Figure 16) is very similar to the previous option; however, it does not provide a 12 grade separation over NW 105 Way and instead closes the existing bridge/access to 13 Okeechobee Road and realigns NW 106 Street within the Town of Medley creating a new access 14 point to Okeechobee Road from NW S River Drive. Due to the fact that most vehicles accessing 15 Okeechobee Road at this location are coming from NW 106 Street (NW 106 Street has indirect 16 access to the HEFT via NW 116 Way), this realignment serves to improve the operational 17 deficiencies associated with vehicles maneuvering from NW 106 Street to Okeechobee via NW 18 105 Way as well as addressing the existing functional structural deficiencies of the current twin 19 bridges. This option also creates the necessary distance to facilitate the grade separation over 20 NW 103 Street and NW 87 Avenue.

21 Alternative 7C (Figure 17) depresses the Okeechobee Road mainline under NW 87 Avenue and 22 provides a service road for the local movements to NW 87 Avenue. This option realigns NW 103 23 Street further to the north to create more separation between the signalized intersections and 24 provide the required storage for turning movements. The west leg of the realigned NW 103 25 Street/NW 87 Avenue intersection will only allow through/left turn movements and will not 26 provide any receiving lanes thus closing the access from NW 103 Street to Okeechobee Road. 27 Lastly, it provides two flyover ramps from northbound/southbound NW 87 Avenue to 28 westbound/eastbound Okeechobee Road. Both of these ramps will address the heavy left turn 29 volumes accessing Okeechobee Road from NW 87 Avenue.

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-44

1 Similar to the previous alternative, Alternative 7D (Figure 18), depresses Okeechobee Road and 2 realigns NW 103 Street. However, this option also provides a flyover ramp from NW 103 Street 3 to westbound Okeechobee Road and southbound NW 106 Street further improving the 4 network traffic flow.

5 Alternative 7E (Figure 19) is similar to the previous options in that it also realigns NW 103 Street 6 further north. This option maintains the Okeechobee Road mainline at existing ground 7 elevation while providing an elevated diverging diamond along NW 87 Avenue.

8 Alternative 7F (Figure 20) is similar to the previous options in that it also realigns NW 103 Street 9 further north. This option also elevates the Okeechobee Road mainline over an at-grade 10 roundabout at NW 87 Avenue.

11 Alternative 7C Modified (Figure 21) is similar to Alternative 7C but instead elevates the 12 Okeechobee Road mainline to a third level over NW 87 Avenue and the directional flyovers.

13 Additionally, it provides a free flow right turn for southbound NW 87 Avenue vehicles destined 14 to westbound Okeechobee Road via a new road west of NW 87 Avenue. This provides 15 substantial traffic improvements at the NW 87 Avenue/ NW 103 Street and the NW 87 Avenue 16 and Okeechobee Road intersections.

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Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-48

1 4.3.2 Build Traffic Analysis 2 Based on the methodology outlined in Section 4.2, all build options were analyzed to determine 3 which alternative resulted in the greatest operational improvements over the No Build 4 conditions.

5 Alternative 7C Modified was the best performing alternative based on the comprehensive 6 Synchro network analysis. Table 7 summarizes the analysis results of both the No Build and 7 Alternative 7C Modified.

8 Table 7 Intersection Analysis Summary

2040 Peak Alternative 7C Intersection No Build Period Modified LOS Delay LOS Delay AM F 310.1 D 38.4 NW 87 Avenue and NW 103 Street PM F 230.4 D 54.4 AM F 240.6 Frontage Road and NW 103 Street SIA 7 PM F 93.0 AM E 82.7 D 42.4 Frontage Road and NW 87 Avenue PM F 107.1 E 74.3 AM F 109.0 Okeechobee Road and NW 103 Street PM D 53.3 AM F 184.0 E 74.4 Okeechobee Road and NW 87 Avenue PM F 223.4 E 76.1 AM F 81.6 E 59.1 NW South River Drive and NW 87 Avenue PM F 101.8 E 76.8 9

10 Based on these results, none of the intersections are failing in the future under the build 11 conditions. It should be noted that the build alternative provides a substantial improvement in 12 both delay and LOS as compared to the No-Build option and consequently adequately meets 13 the objectives outlined in the purpose and need of the project.

14 4.3.3 Preliminary Alternative Evaluation 15 Even though Alternative 7C Modified performs better than the other competing alternatives, 16 other considerations need to be taken into account and evaluated (e.g. potential negative 17 environmental, social and economic impacts, right-of-way acquisitions, construction costs, etc.) 18 that will largely determine which alternative will ultimately be recommended for 19 implementation. Table 8 is a numerical/descriptive matrix, which illustrates, describes and 20 evaluates the features of all generated alternatives for SIA 7. The evaluation method used 21 involved the generation of a weighting scheme for each of the evaluation parameters. The 22 evaluation parameters generally fall within four general criteria categories, engineering, socio- 23 economic, environmental, and cost. Fifteen (15) different evaluation sub-criteria were used. 24 Each sub-criteria was assigned a value depending on its perceived degree of importance. Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-53

LEGEND ++ SUBSTANTIALLY POSITIVE EFFECT OR BEST ALTERNATIVE 1.0 + GENERALLY POSITIVE EFFECT OR GOOD ALTERNATIVE 0.8 O GENERALLY NO EFFECT OR MODERATE ALTERNATIVE 0.6 Table 8 SIA 7 Preliminary Alternative Evaluation* - GENERALLY NEGATIVE EFFECT OR INFERIOR ALTERNATIVE 0.4 - - GENERALLY NEGATIVE EFFECT OR WORST ALTERNATIVE 0.2

CRITERIA ENGINEERING ENVIRONMENTAL SOCIO-ECONOMIC COST 41 22 21 16 HURRICANE BUSINESS IMPACTS/ MULTIMODAL ACCESS PARKS AND WILDLIFE AND EVACUATION / AESTHETIC / RANK TRAFFIC SERVICE SAFETY CONNECTIVITY NOISE IMPACTS CONTAMINATION WATER QUALITY CONTROVERSY RIGHT-OF-WAY CONSTRUCTION IMPLICATIONS IMPLICATIONS PUBLIC SPACE HABITAT EMERGENCY VISUAL IMPACTS POTENTIAL ALTERNATIVES SERVICE

11 11 6 6 7 3 7 6 3 3 6 5 10 8 8 -oo-o-oooo+-oo-

Okeechobee Rd grade Grade separation separation Although feature enhances facilitate connection of Grade mobility along Okeechobee Rd pedestrian/ Frontage Road Low or no risk for separation 7A Okeechobee Rd overpasses will bicycle Interrupts is interrupted, a contamination. Grade High 4 features should No perceived but the delays reduce the crossings connectivity of reasonable Minimal No impacts to No work is No concerns separation construction - Okeechobee Rd mainline elevated over NW 105 Way, No impacts to improve significant Relatively low along NW 103 St number of rear- however does Frontage Road alternative is still potential noise parks and proposed north with wildlife and features cost due to (54.6) water quality hurricane controversy R/W cost NW 103 St and NW 87 Ave and NW 87 Ave end crashes not address at NW 87 provided. All receptors public spaces of Frontage Rd habitat create a multiple bridge evacuation and potential due to heavy along any of the Avenue other existing or along NW S visual barrier structures emergency turning Okeechobee Rd pedestrian access River Dr services movements needs along connections are persist NW 87 Ave maintained and NW 103 St

4.4 6.6 3.6 2.4 4.2 1.2 4.2 3.6 1.8 1.8 4.8 2.0 6.0 4.8 3.2 ooo-o-o-oo+oo-o

Generally similar to Generally similar previous to alternative 7A Generally similar alternative but Generally similar but additional risk to alternative relocation of to alternative 7A due to relocation High 7A. Relocation Slightly less NW 105 Way but provides slight of NW 105 Way construction 7B Generally Generally Generally of bridge Minimal No impacts to No concerns Generally visually bridge crossing improvement due bridge to NW No impacts to Moderate cost but less similar to similar to similar to provides potential noise parks and with wildlife and similar to obstructive may generate 3 to relocation of 106 St. Five low water quality R/W cost expensive - Similar to Alternative A but Okeechobee Rd mainline is alternative 7A alternative 7A alternative 7A somewhat receptors public spaces habitat alternative 7A than additional NW 105 Way risk and one than elevated over NW 103 St and NW 87 Ave enhanced alternative A controversy (56.6) access to NW medium risk sites alternative 7A access to Town and impacts to - Eliminate NW 105 Way bridge and provide new 106 St where proposed of Medley. a few crossing at NW 106 St improvements buisnesses on are located NW S River Drive

6.6 6.6 3.6 2.4 4.2 1.2 4.2 2.4 1.8 1.8 4.8 3.0 6.0 3.2 4.8 ++ ++ + + + ------++ - - - - -

Temporary Additional Grade impacts due to provision of Generally similar separation at new bridge flyover ramps Generally to alternative 7B NW 87 Ave, Provides Flyovers Bernie Wilson construction increases similar to but provision of provision of WB designated provide better Slight noise Park, and the Generally Similar for relocation hurricane previous NW 87 Ave Similar to turbo lanes at bicycle lanes connectivity, concerns due Brothers to to Alternative 7B of the NW 105 evacuation and alternative but flyover ramps Alternative 7B Very High the relocated along Realignment of to construction the Rescue but additional risk Way Bridge. emergency impacts to the significantly but provides Minimal construction 7C NW 105 Way Okeechobee NW 103 St of flyover at Memorial will due to four Demolition of service Flyover ramps businesses on reduces delays enhanced concerns with Moderate cost due to 2 bridge, Rd as well as allows vehicles NW 103 St. be impacted. medium risk sites existing NW benefits. Also, are visually the NW and realignment access to the wildlife and R/W cost depressed - Okeechobee Rd depressed under NW 87 Ave realignment of pedestrian destined to EB Increased The Hialeah and two low risk 105 Way provision of obstructive quadrant of the of NW 103 Street City of Hialeah habitat section and - Realignment of NW 103 St further north NW 103 St and improvements Okeechobee vehicle speeds Linear Park sites located Bridge will also access road NW 103 (61.4) provides Gardens City flyover ramps new flyover along NW 87 Rd to use the and number of may be near proposed occur. Also, behind City Hall St/Frontage Rd - Provision of flyovers from SB/WB NW 87 Ave to EB/WB significant Hall ramps should Avenue and SB to EB vehicles partially flyover ramps relocation of may be utilized intersection Okeechobee Rd improvement in result in NW 103 Street flyover affected existing 180- by the Fire might prove intersection significant safety inch culvert Department for controversial operations improvements could be additional required access

11.0 11.0 4.8 4.8 5.6 1.2 1.4 2.4 1.2 1.2 6.0 2.0 4.0 3.2 1.6 *Analysis was done for the Preliminary Engineering Report. Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-54 LEGEND ++ SUBSTANTIALLY POSITIVE EFFECT OR BEST ALTERNATIVE 1.0 + GENERALLY POSITIVE EFFECT OR GOOD ALTERNATIVE 0.8 O GENERALLY NO EFFECT OR MODERATE ALTERNATIVE 0.6 Table 8 SIA 7 Preliminary Alternative Evaluation* - GENERALLY NEGATIVE EFFECT OR INFERIOR ALTERNATIVE 0.4 - - GENERALLY NEGATIVE EFFECT OR WORST ALTERNATIVE 0.2

11 11 6 6 7 3 7 6 3 3 6 5 10 8 8 ++ ++ + ++ ------++ ------

Similar to previous Slightly better Generally alternative but Generally than alternative Slight noise Medium to high 7D similar to significantly similar to Generally similar 7C, Improves concerns due risk due to Best alternative Various Most alternative 7C Slightly better impacts access alternative 7C - Similar to Alternative C but also provides a flyover from to alternative 7C local to construction additional in terms of flyover controversial of 5 but the than to businesses Minimal but additional but additional NW connectivity of flyover at Generally impacts to hurricane structures and all alternatives Highest WB NW 103 St to WB Okeechobee Rd and WB NW 106 St additional NW alternative 7C along NW 106 concerns with minor Highest R/W 106 St and NW between NW NW 103 St. similar to potential high risk evacuation and elevated NW due to construction 106 St and NW due to grade Street including wildlife and temporary cost (54.0) and from EB NW 106 St to EB Okeechobee Rd and EB 103 St flyovers 103 St and NW Increased alternative 7C site located near emergency 103 St are extensive cost 103 St flyovers separation of the loading bays habitat impacts due to NW 103 St further reduce 106 St (which vehicle speeds proposed NW services visually community should provide NW 103 St for the NW 103 St operational delays provides direct and number of 103 St/NW 106 benefits obstructive impacts additional safety warehouses flyover over connection to vehicles St flyover ramps benefits located just Miami Canal HEFT) south of NW S River Drive

11.0 11.0 4.8 6.0 2.8 1.2 1.4 1.2 1.2 1.2 6.0 1.0 2.0 1.6 1.6 - o ------

Okeechobee Rd grade Pedestrian/ Facilitates separation Complexity of bicycle movements feature should interchange 7E crossing of A significant through the substantially configuration is Okeechobee Interrupts number of Slight noise Elevated intersections; reduce the a drawback. - Okeechobee Rd mainline remains at grade Rd is connectivity of existing access concerns due Minimal diverging however, does number of rear- Generally Generally Would Moderate-high Moderate- Very high - Access to/from NW 87 Ave is provided via an elevated hampered by Frontage Road connection to to construction Generally similar concerns with diamond not provide end crashes but similar to Similar to drastically controversy high R/W construction the provision and NW S adjacent of elevated to alternative 7C wildlife and interchange is diverging diamond sufficient capacity the complexity alternative 7C Alternative 7C curtail potential cost cost 7 of a complex River Drive at properties are diverging habitat visually - Realignment of NW 103 St further north or speed to of the diverging effectiveness of elevated NW 87 Avenue detrimentally diamond obstructive process the high diamond Miami Dade (39.6) diverging effected volumes in the interchange and County fire diamond area steep grade of station #28 interchange bridges is a concern

4.4 6.6 2.4 2.4 2.8 1.2 1.4 2.4 1.2 1.2 1.2 2.0 4.0 3.2 3.2 ---o ------o + -- --

Generally comparable to alternative 7E, Large green 7F however round- space in the abouts of this Slight noise Complexity of center of the - Access to/from NW 87 Ave is provided via an at grade magnitude with concerns due Minimal Generally Generally Generally Generally round-about is round-about Generally Moderate-high round-about signalized Preserves local Generally similar to construction Generally similar concerns with Very high comparable to similar to similar to similar to a draw-back for would provide similar to construction 6 intersections are connectivity to alternative 7E of elevated to alternative 7C wildlife and R/W cost - Okeechobee Rd mainline is elevated over the round- alternative 7E alternative 7E alternative 7C alternative 7C emergency opportunities alternative E cost not common bridges over habitat response for visual (41.4) about place in the area round-about enhance- - Realignment of NW 103 St further north and could cause ments driver confusion and safety concerns

4.4 4.4 2.4 3.6 2.8 1.2 1.4 2.4 1.2 1.2 3.6 4.0 4.0 1.6 3.2 *Analysis was done for the Preliminary Engineering Report. Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-55 LEGEND ++ SUBSTANTIALLY POSITIVE EFFECT OR BEST ALTERNATIVE 1.0 + GENERALLY POSITIVE EFFECT OR GOOD ALTERNATIVE 0.8 O GENERALLY NO EFFECT OR MODERATE ALTERNATIVE 0.6 Table 8 SIA 7 Preliminary Alternative Evaluation* - GENERALLY NEGATIVE EFFECT OR INFERIOR ALTERNATIVE 0.4 - - GENERALLY NEGATIVE EFFECT OR WORST ALTERNATIVE 0.2

11 11 6 6 7 3 7 6 3 3 6 5 10 8 8 ++ ++ + + + ------++ - - - - -

Temporary Additional Grade impacts due to provision of separation at new bridge flyover ramps Generally Generally similar NW 87 Ave, Provides Flyovers Bernie Wilson construction increases similar to to alternative 7C provision of WB designated provide better Slight noise Park, and the Generally Similar for relocation hurricane previous Slightly less Similar to but reconfigures turbo lanes at bicycle lanes connectivity, concerns due Brothers to to Alternative 7B of the NW 105 evacuation and alternative but construction 1 Alternative 7B 7C MODIFIED Frontage Rd the relocated along Realignment of to construction the Rescue but additional risk Way Bridge. emergency Flyover ramps impacts to the cost due to but provides Minimal access to/from NW 105 Way Okeechobee NW 103 St of flyover at Memorial will due to four Demolition of service and third level businesses on third level (62.0) enhanced concerns with Moderate NW 87 Ave bridge, Rd as well as allows vehicles NW 103 St. be impacted. medium risk sites existing NW benefits. Also, structure are the NW instead of access to the wildlife and R/W cost - Realignment of NW 103 St further north further reducing realignment of pedestrian destined to EB Increased The Hialeah and two low risk 105 Way provision of visually quadrant of the depressed City of Hialeah habitat - Provision of flyovers from SB/WB NW 87 Ave to EB/WB delays at the NW 103 St and improvements Okeechobee vehicle speeds Linear Park sites located Bridge will also access road obstructive NW 103 section Gardens City intersection of new flyover along NW 87 Rd to use the and number of may be near proposed occur. Also, behind City Hall St/Frontage Rd section and Okeechobee Rd Hall - Okeechobee Rd elevated at a third level over NW 87 Ave NW 87 Ave and ramps should Ave and NW SB to EB vehicles partially flyover ramps relocation of may be utilized intersection flyover ramps NW 103 St result in 103 St flyover affected existing 180- by the Fire might prove and over the two flyovers significant safety inch culvert Department for controversial improvements could be additional required access

11.0 11.0 4.8 4.8 5.6 1.2 1.4 2.4 1.2 1.2 6.0 1.0 4.0 3.2 3.2 *Analysis was done for the Preliminary Engineering Report.

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-56

1 These criteria and sub-criteria weightings were developed from the average of individual 2 weighting sets prepared by members of the consultant’s team reflecting a broad range of 3 professional backgrounds. In addition, the alternative performance with respect to each 4 parameter was compared using two benchmarks; 1) the overall effect on the specified 5 parameter and/or 2) the relative effect between the competing alternatives. The overall effect 6 received one of the five judgmental values (++ = 1.00, + = 0.80, o = 0.60, - = 0.40, - - = 0.20). If, 7 however any of the alternatives had an overall negative effect, then the worst alternative 8 received a (- -) and the relatively better alternative received a higher score (-). If any two values 9 were approximately equal then they both received the relatively lowest score. If the 10 alternatives had an overall positive effect then the best alternative received a (++) and the 11 relatively worse alternative received a lower score (+). A common value, therefore, signifies an 12 equal overall and relative effect. This evaluation involves a combination of both qualitative and 13 quantitative values resulting in an overall score. Each score indicated on the matrices is the 14 result of multiplying the judgmental analysis rating times the relative weight for that 15 parameter. For example, on Table 8, alternative 7A under the "Business Impacts/Controversy 16 Potential" parameter was given a (o) designation (judgmental value = 0.6) since there is no 17 perceived significant potential for controversy. This judgmental value of 0.6 was then multiplied 18 by the relative weight of the "controversy potential" parameter (10.0) resulting in an overall 19 score of 6.0. Those alternative options found most feasible, which merited further development 20 and evaluation, are shown in yellow. As illustrated on Table 9, both the group median scores 21 and standard deviations were used as the basis for elimination of inferior options. The results 22 obtained show that options 7D, 7E, and 7F are clearly inferior and were thus eliminated from 23 further consideration.

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1 Table 9 Preliminary Alternative Evaluation Elimination Process

Standard SIA Alternative Score Median Reasons for Elimination Deviation 7A 54.6 Remains Viable 7B 56.6 Remains Viable 7C 61.4 Remains Viable 7 7D 54.0 54.6 9.0 Failed Criterion #1 7E 39.6 Failed Criterion #1 7F 41.4 Failed Criterion #1 7C Modified 62.0 Remains Viable 2 3 Basis for Selection 4 #1 – On SIA’s containing three (3) or more alternatives only those alternatives which score higher 5 than the median value for the group will be selected 6

7 4.3.4 Pre-Final Alternative Evaluation 8 The purpose of this phase was to further screen the remaining alternatives for SIA 7 through 9 the use of more detailed evaluation procedures. These alternatives were further compared by 10 using more stringent evaluation criteria and a more thorough evaluation technique through the 11 use of a multi-objective decision making process. All factors relating to the design and location 12 of the facility as well as information and issues relevant to the project decision were considered 13 including transportation improvements, socio-economic, environmental features, operational 14 factors, and engineering considerations. The core decision-making tool used for the evaluation 15 was the "Expert Choice" computer software, which utilizes the Analytical Hierarchy Process 16 (AHP) procedure. The AHP method is based on the breakdown of each problem into a system of 17 stratified levels of hierarchies where each level consists of criteria or objectives to be 18 compared. The relative importance or priority for all the criteria in a given level is then 19 established through a sequence of pair-wise comparisons, which will ultimately lead to the 20 derivation of priorities (i.e., weights or importance) for each criterion. Each alternative is then 21 compared in a series of pair-wise comparison in relation to each of the evaluation criteria that 22 leads to the determination of the recommended roadway alternative.

23 A complete description of the project evaluation criteria and AHP methodology as well as the 24 AHP computer run results are included in Attachment E . The results from the final alternative 25 evaluation show that Alternative 7C Modified was the top ranked alternative (Figure 22). In 26 order to further reduce potential individual bias and investigate any sensitive criterion that 27 could yield a different alternative ranking, a thorough sensitivity analysis of the AHP evaluation 28 results was conducted. This feature investigates the effect on the ranking of the top priority 29 alternative if the criteria take on other possible weight values. Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-58

1 Figure 22- Results of SIA 7 Alternative Evaluation

3 Figure 23 illustrates distinct sensitivity analyses or “cases” which explore potential changes in 4 the engineering deficiencies parameter (case 1), socio-economic impacts parameter (case 2), 5 environmental impacts parameters (case 3) and cost parameter (case 4). The solid red vertical 6 line shown for each case indicates the original assigned weight and the arrow (pointing to the 7 dashed line), the necessary increase (arrow pointing to the right) or reduction (arrow pointing 8 to the left) in the original assigned weight that would be required for another alternative to 9 overtake the superior alternative.

10 The sensitivity results for SIA 7 illustrate that not only are all four cases subject to sensitivity 11 changes but in case 1, it would take only a relatively minor change (a decrease in the assigned 12 “engineering deficiencies” weight from 0.410 to 0.321) for alternative 7B to overtake the 13 highest ranked alternative (7C Modified). The bottom table on the lower hand side of the figure 14 also shows that the resulting criteria reallocation would also be relatively minor and therefore 15 possible. Under cases 2, 3 and 4, the required increases in the originally assigned weights would 16 be more severe and would place the relative importance (weight) of the engineering decisional 17 component below the socio-economic (case 2) or environmental (case 3) component or nearly 18 tied with the cost component (case 4). These three latter scenarios are less justifiable than case 19 1.

20 Alternative 7A and 7B focus the improvements of the Okeechobee Road corridor only on the 21 mainline of Okeechobee Road. As a result, the environmental and community impacts 22 associated with these options are minimal. However, this myopic approach incorrectly avoids

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1 addressing the corridor as a whole and does not adequately account for the operational 2 impacts to the corridor including the operations of Frontage Road to the north and other major 3 cross streets (e.g. NW 87 Avenue, and NW 103 Street). Providing grade separations over NW 87 4 Avenue and NW 103 Street alone without addressing the immediate surrounding network 5 would result in a degradation of the access points on/off the mainline and consequently impact 6 the operations of the mainline downstream from these points. This is clearly demonstrated in 7 the operational performance of Alternatives 7A & 7B versus Alternatives 7C & 7C Modified. A 8 summary of the operational performances of these alternatives is shown on Table 10 below. 9 Alternatives 7A and 7B do not adequately address the project's purpose and need by not 10 addressing the mobility and operational needs of the Okeechobee Road Corridor. Alternative 11 7C and 7C Modified both provide major enhancements in all engineering categories (traffic 12 operations, safety, access, connectivity, etc.) and addresses all of the project needs, although 13 with some environmental impacts (Section 4(f) impact to Bernie Wilson Park), with alternative 14 7C Modified being significantly less costly than 7C.

15 Table 10 Intersection Analysis Summary

2040 Peak Alternative 7C Intersection No Build Alternative 7A Alternative 7B Alternative 7C Period Modified LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay NW 87 Avenue and NW 103 AM F 310.1 F 286.2 F 286.2 F 87.3 D 38.4 Street PM F 230.4 F 281.0 F 281.0 F 90.6 D 54.4 Frontage Road and NW 103 AM F 240.6 SIA 7 Street PM F 93.0 Okeechobee Road and NW AM F 109.0 103 Street PM D 53.3 Okeechobee Road and NW AM F 184.0 F 131.8 F 131.8 E 79.2 E 74.4 87 Avenue PM F 223.4 F 161.7 F 161.7 E 70.7 E 76.1 NW South River Drive and AM F 81.6 F 88.3 F 88.3 E 68.9 E 59.1 NW 87 Avenue PM F 101.8 F 108.6 F 108.6 F 87.4 E 76.8 AM 2588 hours 2198 hours 2198 hours 540 hours 326 hours Total Network Delay PM 2150 hours 1464 hours 1464 hours 596 hours 485 hours 16

17 The FDOT has coordinated with all local municipalities (including City of Hialeah Gardens, City of 18 Hialeah Gardens Police Department, Town of Medley, City of Hialeah, etc.) and major 19 stakeholders as well as presented at the Alternatives Public Workshop held March 27, 2014 and 20 all comments were taken into consideration in the evaluation of alternatives. In all preliminary 21 coordination meetings held, no opposition to Alternative 7C Modified has been expressed by 22 the public, stakeholders, and public officials.

23 In summary, although all preliminary results indicate that Alternative 7C Modified is the 24 superior alternative, the fact still remains that it does impact Bernie Wilson Park. In order to 25 fully investigate all potential avoidance or mitigation measures, various alternatives will be

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1 considered in attempts to either avoid using Bernie Wilson Park or minimize impacts to the 2 greatest extent possible.

3 4.3.5 Avoidance Alternatives Considered 4 An avoidance alternative is any alternative that would not require the use of any Section 4(f) 5 property. A feasible and prudent avoidance alternative does not cause other severe problems 6 of such a magnitude that substantially outweigh the importance of protecting Section 4(f) 7 properties. Although Alternatives 7A and 7B were previously eliminated, they were re- 8 evaluated with more stringent criteria as Avoidance Alternative 2, due to the fact that they 9 avoid impacts to Bernie Wilson Park. It should be noted that Alternatives 7A and 7B have 10 identical characteristics and operate in the same way in the vicinity of Bernie Wilson Park. In 11 addition to the No Build (Avoidance Alternative 1) and Alternatives 7A and 7B (Avoidance 12 Alternative 2) four (4) additional potential avoidance alternatives were developed and 13 evaluated in order to determine the best alternative that both addresses the purpose and need 14 of the project and avoids impacts to Bernie Wilson Park. The six (6) avoidance alternative were 15 evaluated in terms of how they address the operational deficiencies and safety concerns as well 16 as their impacts to the environment and the community. Attachment F includes supporting 17 traffic documentation for each of these, including the design year (2040) Synchro reports and 18 detailed LOS, traffic delay and 95th percentile queue length information for each.

19 Following is a brief description of each of the alternatives that were generated to avoid 20 impacting Bernie Wilson Park as well as a summary of the evaluation. Additional backup 21 information is provided in Attachment F.

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1 Avoidance Alternative 1- No Build (Figure 6, page A-17) 2 Under Avoidance Alternative 1 (No-Build in the PER) the only improvements to the project area 3 are being implemented as part of the NW 87 Avenue project (FM #405615-3-52-01) (depicted in 4 Figure 6) which includes the extension of NW 87 Avenue north to connect to Okeechobee Road, 5 as previously mentioned in Section 1.2.9. This project is currently programmed for construction 6 in the beginning of Fiscal Year (FY) 2016. Under Avoidance Alternative 1, there would be no use 7 of Bernie Wilson Park for the proposed transportation improvements and the park would 8 remain available for recreational activities. 9 10 Avoidance Alternative 1 retains all of the existing safety and operational deficiencies associated 11 with inadequate vehicle storage and short weaving/merging distances due to the close 12 proximity of the intersections. In addition, the inadequate intersections spacing results in 13 vehicle queues that are projected to reach back to the upstream intersections creating 14 additional queues and delays along Frontage Road, Okeechobee Road, NW 103 Street, and NW 15 87 Avenue creating a gridlock condition. The excessive queues are anticipated to disrupt access 16 to important land uses such as the City of Hialeah Gardens City Hall and Fire Station #28. Due to 17 the additional delays and associated queues anticipated in the future, angle, rear end and 18 sideswipe crashes are expected to increase as well. Table 11 provides additional details related 19 to Avoidance Alternative 1 such as queuing information, LOS, access implications, safety, and 20 community impacts and the backup traffic data is provided in Attachment F3. 21 22 In summary, Table 11 shows that because Avoidance Alternative 1 does not consolidate any 23 movements and maintains the substandard separation between the NW 87 Avenue/NW 103 24 Street and Frontage Road/NW 87 Avenue intersections as well as to the Frontage Road/NW 103 25 Street intersection (only providing 390 feet and 300 feet, respectively, of effective separation), 26 it maintains the existing safety issues and negatively impacts the access to abutting local 27 government. This alternative increases the number of vehicles unserved by 4882 vehicles in the 28 AM and 4651 vehicles in the PM for the entire network, increases the total network delay by 29 2262 hours in the AM peak hour and 1665 hours in the PM peak hour, as well as an increase of 30 68 conflict points as compared to Alternative 7C Modified (proposed action). In conclusion, 31 Avoidance Alternative 1, although feasible, FDOT preliminarily concludes that it is not prudent 32 as it does not address the purpose and need of the project.

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Table 11 Avoidance Alternative 1 Performance Summary  Queue lengths at the intersection of NW 103 Street and NW 87 Avenue are projected at over 1217 ft/lane for the NB through movement and 826 ft for the NB right movement in the PM peak. Therefore, both queue lengths are projected to exceed available storage and spill back into the upstream intersections (Frontage Road and Okeechobee Road). In addition the EB through and EB left movements are projected to have queue lengths of 440 ft/lane exceeding the 170 ft/lane storage and therefore also spilling back into the upstream intersections (Frontage Road and Okeechobee Road). Attachment F3 includes a graphical representation of the anticipated queues.  The queue for the SB left turn at the intersection of NW 87 Avenue and Okeechobee Road is expected to be over 834 ft/lane in the AM peak with only 115 ft/lane of available storage and the queue for the SB through Queues movement is projected at over 1221 ft/lane. Therefore both queue lengths are projected to exceed available storage and spill back into the upstream intersection of NW 87 Avenue and NW 103 Street.  Overall queues at the intersections of NW 103 Street and Okeechobee Road with NW 87 Avenue are projected to spillback into upstream intersections creating gridlock conditions.  Increase in vehicles unserved by 4882 vehicles in the AM and 4651 vehicles in the PM for the entire network, as compared to Alternative 7C Modified (proposed action).  Due to excessive delays anticipated, the intersection of NW 103 Street and NW 87 Avenue is expected to deteriorate from LOS D (proposed action) to LOS F, exceeding the adopted LOS threshold  Maintaining all movements at grade and allowing all movements from all approaches at the intersection of Okeechobee Road with NW 87 Avenue cause the intersection to operate at a LOS F during both the AM and PM peak periods with delays of 183.9 sec/veh and 223.4 sec/veh, respectively. Similarly for the intersection of NW 87 Avenue and NW 103 Street, allowing all movements from all approaches results in the intersection to (Design year 2040) 1 operate at LOS F during both the AM and PM peak periods with delays of 311.2 sec/veh and 230.4 sec/veh, respectively.  Would result in a delay of 271 sec/veh (approximately 4.5 min/veh) for the SB left turn and 292 sec/veh (approximately 5 min/veh) for the NB left turn at the intersection of NW 87 Avenue and Okeechobee Road during the AM peak hour.

LOS/Delay  The vehicular demand volume for the intersection of NW 87 Avenue and Okeechobee Road is 8835 vph and 8681 vph during the AM and PM peak hours, respectively. These vehicular volumes yield v/c ratios above 1.0 for 8 of 10 allowed movements during the AM peak and 9 of 10 allowed movements during the PM peak.  The total network delay will increase by 2262 hours in the AM peak hour and 1665 hours in the PM peak hour, as compared to Alternative 7C Modified (proposed action). This would result in additional road user costs of approximately $7,615,000 and $5,119,000, in the AM and PM peak hours, respectively (based on 252 work days/year, delays only occurring during the peak hour, $13.36/hr in the AM and $12.20/hr in the PM).  Maintaining the existing alignment of NW 103 Street provides only 390 ft between the NW 87 Avenue/NW 103 Street and NW 87 Avenue/Frontage Road intersections; access management criteria require 1320 ft Operational Deficiencies between signalized intersections.  Maintaining the existing alignment of NW 103 Street would also minimize the effectiveness of the SB left turn access to the City of Hialeah Gardens City Hall due to the fact that NW 87 Avenue NB queues are expected to extend past the directional median opening thus blocking vehicles from accessing City Hall. Access  Disruption of the Frontage Road from NW 87 Avenue to NW 103 Street forces local trips into the circuitous routes through the heavily congested intersections of NW 87 Avenue at Okeechobee Road, NW 87 Avenue at Implications Frontage Road, NW 87 Avenue at NW 103 Street, NW 103 Street at Frontage Rd and NW 103 at NW Okeechobee Road.  Although the number of vehicles in dilemma zone decreases by 98 vehicles in the AM and 150 vehicles in the PM, as compared to Alternative 7C Modified (proposed action), this is due to the fact that a large amount of vehicles are unable to reach the intersections (unserved vehicles) and circulation is under gridlock conditions. Gridlock conditions contribute to blocking of intersections and increase the risk of rear-end and angle crashes.  Motorists are exposed to an additional 68 conflict points as compared to Alternative 7C Modified (proposed action) therefore increasing the risk of incidents. Safety  The close proximity of the NW 87 Avenue/NW 103 Street and NW 87 Avenue/Frontage Road intersections (only 390 ft) continue to substantially increase the risk for sideswipes as well as rear end collisions due to the short weaving distances and anticipated increase in traffic.  Access to the City of Hialeah Gardens City Hall will be restricted due to the fact that the NB queue at the intersection of NW 103 Street and NW 87 Avenue is expected to block both the SB directional median opening and the driveway.

acts  The discontinuity of Frontage Road between NW 103 Street and NW 87 Avenue results in a circuitous route through intersections projected to be severely congested in the future may result in severe community p disruption and public opposition. Im Impacts Community Environmental 1LOS “D” Adopted Standard for all analyzed roadways within study area of this report per FDOT, Miami-Dade County, Town of Medley & City of Hialeah Gardens

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-64

1 Avoidance Alternative 2 (Figure 15, Page A-45) 2 Avoidance Alternative 2 (Alternative 7A in the PER) provides a grade separation of the 3 Okeechobee Road mainline traffic over NW 105 Way, NW 103 Street, and NW 87 Avenue. Even 4 though evaluation of this alternative as part of the PD&E study's Alternative Generation and 5 Evaluation phase determined that it did not adequately address the project's purpose and need 6 and was not selected as the preferred alternative, a more detailed and comprehensive 7 evaluation as part of the avoidance alternatives was warranted given the fact that it does not 8 impact Bernie Wilson Park. Although this proposed grade separation would substantially 9 improve the through movements along Okeechobee Road, this myopic approach incorrectly 10 avoids addressing the corridor as a whole and does not adequately account for the operational 11 impacts to the corridor including the operations of Frontage Road to the north and other major 12 cross streets (e.g. NW 87 Avenue, and NW 103 Street). Providing grade separations over NW 87 13 Avenue and NW 103 Street alone without addressing the immediate surrounding network 14 would result in a degradation of the access points on/off the mainline and consequently impact 15 the operations of the mainline downstream from these points. This alternative does not 16 adequately address the project's purpose and need by not addressing the mobility and 17 operational needs of the Okeechobee Road Corridor.

18 As was the case with Alternative 1, this alternative avoids Bernie Wilson Park by retaining all of 19 the existing safety and operational deficiencies associated with the existing inadequate 20 intersections spacing (i.e. does not realign NW 103 Street) resulting in vehicle queues that are 21 projected to reach back to the upstream intersections creating additional queues and delays 22 along Frontage Road, Okeechobee Road, NW 103 Street, and NW 87 Avenue. The safety 23 concerns and traffic delays are anticipated to be so severe that allowing them to persist would 24 result in system gridlock (see Attachment F4). In addition, the effective access to abutting local 25 government properties (Hialeah Gardens City Hall, Fire Station #28, etc.) would be 26 compromised by these unacceptable conditions. Due to the additional delays and associated 27 queues anticipated in the future, angle, rear end and sideswipe crashes are expected to 28 increase as well. Table 12 provides additional details related to Avoidance Alternative 2 such as 29 queuing information, LOS, access implications, safety, and community impacts and the backup 30 data is provided in Attachment F4. This alternative increases the number of unserved vehicles 31 by 3317 vehicles in the AM and 4327 vehicles in the PM for the entire network, increases the 32 total network delay by 704 hours in the AM peak hour and 979 hours in the PM peak hour, as 33 well as an increase of 50 conflict points as compared to Alternative 7C Modified (proposed 34 action). In conclusion, Table 12 shows that Avoidance Alternative 2, although feasible, FDOT 35 preliminarily concludes that it is not prudent as it does not address the purpose and need of the 36 project.

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-65

1 Table 12 Avoidance Alternative 2 Performance Summary  Queue lengths at the intersection of NW 103 Street and NW 87 Avenue are projected at 1450 ft/lane for the NB through movement and 940 ft for the NB right movement in the PM peak. Therefore, both queue lengths are projected to exceed available storage and spill back into the upstream intersections (Frontage Road and Okeechobee Road). Attachment F4 includes a graphical representation of the anticipated queues.  The queue for the SB left turn at the intersection of NW 87 Avenue and Okeechobee Road is expected to exceed 800 ft/lane in the AM peak with only 115 ft/lane of available storage and the queue for the SB through

Queues movement is projected to exceed 1200 ft/lane. Therefore both queue lengths are projected to exceed available storage and spill back into the upstream intersection of NW 87 Avenue and NW 103 Street.  Increase in unserved vehicles by 3317 vehicles in the AM and 4327 vehicles in the PM for the entire network, as compared to Alternative 7C Modified (proposed action).  Due to excessive delay and numerous signal phases, the intersection of NW 87 Avenue and NW 103 Street is expected to deteriorate from LOS D (proposed action) to LOS F, exceeding the adopted LOS threshold during both the AM and PM peak hours. The overall delay during both the AM and PM peak hours are projected to be 286 sec/veh and 281 sec/veh, respectively.  Due to excessive queues and associated delays anticipated, the intersections of Okeechobee Road and Frontage Road with NW 87 Avenue are expected to deteriorate from LOS E (proposed action) to LOS F during both 1 the AM and PM peak hours.

(Design year 2040)  Would result in a delay of 180 sec/veh (approximately 3 min/veh) for the SB left turn during the AM peak and a delay of 218 sec/veh (approximately 3.6 min/veh) for the NB thru during the PM peak period at the intersection of NW 87 Avenue and Okeechobee Road.

LOS/Delay  The vehicular demand volume for the intersection of NW 87 Avenue and NW 103 Street is 8079 vph and 8822 vph during the AM and PM peak hours, respectively. These vehicular volumes yield v/c ratios above 1.0 for 7 of 12 allowed movements during the AM peak and 9 of 12 allowed movements during the PM peak.  The total network delay will increase by 704 hours in the AM peak hour and 979 hours in the PM peak hour, as compared to Alternative 7C Modified (proposed action).. This would result in additional road user costs of approximately $2,370,000 and $3,010,000, in the AM and PM peak hours, respectively (based on 252 work days/year, delays only occurring during the peak hour, $13.36/hr in the AM and $12.20/hr in the PM).  Maintaining the existing alignment of NW 103 Street provides only 390 ft between the NW 87 Avenue/NW 103 Street and NW 87 Avenue/Frontage Road intersections; access management criteria require 1320 ft between signalized intersections.

Operational Deficiencies  Maintaining the existing alignment of NW 103 Street would also minimize the effectiveness of the SB left turn access to the City of Hialeah Gardens City Hall due to the fact that NW 87 Avenue NB queues are expected to extend past the directional median opening thus blocking vehicles from accessing City Hall. Access  Disruption of the Frontage Road from NW 87 Avenue to NW 103 Street forces local trips into the circuitous routes through the heavily congested intersections of NW 87 Avenue at Okeechobee Road, NW 87 Avenue at Implications Frontage Road, NW 87 Avenue at NW 103 Street, NW 103 Street at Frontage Road and NW 103 Street at NW Okeechobee Road.  Although the number of vehicles in the dilemma zone decreases by 98 vehicles in the AM and 150 vehicles in the PM, as compared to Alternative 7C Modified (proposed action), this is due to the fact that a large amount of vehicles are unable to reach the intersections (unserved vehicles) and circulation is under gridlock conditions. Gridlock conditions contribute to blocking of intersections and increase the risk of rear-end and angle crashes.  Motorists are exposed to an additional 50 conflict points, as compared to Alternative 7C Modified (proposed action), therefore increasing the risk of incidents. Safety  The close proximity of the NW 87 Avenue/NW 103 Street and NW 87 Avenue/Frontage Road intersections (only 390 ft) continue to substantially increase the risk for sideswipes as well as rear end collisions due to the short weaving distances and anticipated increase in traffic.  Access to the City of Hialeah Gardens City Hall will be restricted due to the fact that the NB queue at the intersection of NW 103 Street and NW 87 Avenue is expected to block both the SB directional median opening and the driveway.

acts  The discontinuity of Frontage Road between NW 103 Street and NW 87 Avenue results in a circuitous route through intersections that are projected to be severely congested in the future. This may result in significant p community disruption and public opposition. Im Impacts Community Environmental 1LOS “D” Adopted Standard for all analyzed roadways within study area of this report per FDOT, Miami-Dade County, Town of Medley & City of Hialeah Gardens

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-66

1 Avoidance Alternative 3 (Figure 24, Page A-69) 2 Avoidance Alternative 3 provides two flyover ramps from northbound/southbound NW 87 3 Avenue to westbound/eastbound Okeechobee Road. Both of these ramps will remove heavy 4 left turn volumes (800 vph AM/450 vph PM for the northbound to westbound ramp and 670 5 vph AM/610 vph PM for the southbound to eastbound ramp) accessing Okeechobee Road from 6 NW 87 Avenue from the existing at grade signalized intersections; two of the heaviest 7 movements within SIA 7. The proposed action also elevates the Okeechobee Road mainline 8 (two lanes in each direction) to a third level over NW 87 Avenue and over the two NW 87 9 Avenue flyovers, thus removing two more major movements from the severely congested 10 signalized intersections (2300 vph AM/2240 vph PM). This alternative avoids using Bernie 11 Wilson Park by maintaining the existing alignment for NW 103 Street, creating a T-intersection 12 with NW 87 Avenue. This configuration would maintain the substandard separation between 13 the NW 87 Avenue/NW 103 Street and NW 87 Avenue/Frontage Road intersections, only 14 providing 390 ft. Additionally, as a result of maintaining the existing alignment along NW 103 15 Street, the westbound NW 103 Street traffic destined to eastbound Okeechobee Rd would not 16 be able to access the proposed NW 87 Avenue southbound to eastbound flyover ramp, thus 17 reducing the benefits the flyover ramp was intended to provide to the Okeechobee Road 18 corridor. It should be noted that while the northbound flyover ramp removes all of the 19 northbound turning vehicles, because of the utilization of the existing NW 103 Street corridor, 20 the southbound flyover would only remove approximately 60% of southbound left turning 21 vehicles from the Okeechobee Road/NW 87 Avenue intersection. Thus, a southbound left turn 22 phase at the intersection of Okeechobee Road and NW 87 Avenue must be maintained 23 resulting in a LOS F for both the Okeechobee Road/NW 87 Avenue and Frontage Road/NW 87 24 Avenue intersections.

25 Avoidance Alternative 3 retains many of the existing safety and operational deficiencies 26 associated with inadequate vehicle storage and short weaving/merging distances due to the 27 close proximity of the intersections. Due to the close proximity of the signalized intersections, 28 vehicle queues are anticipated to spillback to the upstream intersections resulting in additional 29 queues and delays along Okeechobee Road, Frontage Road, NW 103 Street and NW 87 Avenue. 30 Additionally, the usage of the southbound to eastbound flyover will be substantially reduced as 31 a result of maintaining the existing NW 103 Street alignment thus resulting is significant delays 32 and LOS F at the intersections of NW 87 Avenue with Okeechobee Road and Frontage Road. In 33 other words, the intersection of NW 87 Avenue and Okeechobee Rd is already processing 5320 34 vph and 6060 vph in the AM and PM peak hours, respectively; during the PM and AM peaks the 35 5% and 6% increase in vehicular volume at the Okeechobee Road/NW 87 Avenue intersection 36 (due to the reduced utilization of the proposed SB flyover by not realigning NW 103 Street) will 37 result in a 46% and 40% increase in delay, respectively, as compared to the proposed action. Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-67

1 Avoidance Alternative 3 also requires the widening of NW 87 Avenue in order to accommodate 2 additional right turn lanes to meet projected traffic needs. This would result in right-of-way 3 impacts by converting land to transportation use that currently includes Fire Station #28 and 4 the City of Hialeah Gardens City Hall (approximately 10 feet along the frontage of the parcels, a 5 total of approximately 610 square feet (SF) from the Fire Station and 195 SF from City Hall). 6 During the AM peak, the 6% increase in volume resulted in a 40% delay increase.

7 Additionally, the number of crashes in this area are expected to increase. This alternative 8 increases the number of unserved vehicles by 579 vehicles in the AM and 1299 vehicles in the 9 PM for the entire network, increases the total network delay by 115 hours in the AM peak hour 10 and 255 hours in the PM peak hour, increases the total number of vehicles in the dilemma zone 11 by 300 in the AM and 181 in the PM as well as an increase of 10 conflict points as compared to 12 Alternative 7C Modified (proposed action).

13 Table 13 provides additional details related to Avoidance Alternative 3 such as queuing 14 information, LOS, access implications, safety, and community impacts and the backup data is 15 provided in Attachment F5.

16 In summary, although Avoidance Alternative 3 is feasible, FDOT preliminarily concludes that it is 17 not prudent because it maintain existing safety issues which are anticipated to be exacerbated 18 by additional vehicular volumes in the future, impacts local government properties, and does 19 not address many of the existing operational deficiencies in the area along the Okeechobee 20 Road corridor as stated in the purpose and need.

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Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-68

Table 13 Avoidance Alternative 3 Performance Summary  Queue lengths at the intersection of NW 103 Street and NW 87 Avenue are projected at 565 ft/lane for the NB through movement and 927 ft for the NB right movement in the PM peak. Therefore, both queue lengths are projected to exceed available storage and spill back into the upstream intersections (Frontage Road and Okeechobee Road). Attachment F5 includes a graphical representation of the anticipated queues.  Approximately 360 vph and 300 vph in the AM and PM peaks, respectively, will not be able to utilize the SB to EB flyover therefore forcing the intersection of NW 87 Avenue and Okeechobee Road to provide an exclusive SBL turn phase reducing the amount of green time available to the other movements. The queue for the SB left turn at the intersection of NW 87 Avenue and Okeechobee Road is expected to be 620 ft in the AM peak with only 150 ft of available storage and the queue for the SB through movement is projected at 647 ft/lane. Therefore both queue lengths are projected to exceed available storage and spill back into the upstream

Queues intersection of NW 87 Avenue and NW 103 Street.  In addition to the fact that 360 vph and 300 vph in the AM and PM peaks, respectively, will not be able to utilize the SB to EB flyover, the SB queue at the intersection of NW 87 Avenue and Okeechobee Road is expected to block access to the SB to EB flyover which would severely impact the flow of traffic onto the flyover ramp, thus substantially reducing its effectiveness.  Increase in vehicles unserved by 579 vehicles in the AM and 1299 vehicles in the PM for the entire network, as compared to Alternative 7C Modified (Proposed Action).  Due to excessive delays anticipated, the intersection of NW 103 Street and NW 87 Avenue is expected to deteriorate from LOS D (proposed action) to LOS E, exceeding the adopted LOS threshold  Due to excessive delays anticipated, the intersections of Okeechobee Road and Frontage Road with NW 87 Avenue are expected to deteriorate from LOS E (proposed action) to LOS F  Due to the addition of the SB left turn phase at the intersection of NW 87 Avenue and Okeechobee Road the overall intersection delay would increase by approximately 48 s/veh and 65 s/veh in the AM and PM peaks, (Design year 2040)

1 respectively, as compared to Alternative 7C Modified.  Would result in a delay of 279 sec/veh (approximately 5 min/veh) for the SB left turn and an additional delay of 170 sec/veh (approximately 3 min/veh) for the EB left turn at the intersection of NW 87 Avenue and Okeechobee Road.  The intersection of NW 87 Avenue and Okeechobee Rd is already processing 5320 vph and 6060 vph in the AM and PM peak hours, respectively. During the AM peak, the 6% increase in volume to the Okeechobee LOS/Delay Road/NW 87 Avenue intersection (due to the reduced utilization of the proposed SB flyover) will result in a 40% delay increase, as compared to the proposed action. Similarly, during the PM peak, the 5% increase in vehicular volume resulted in a 46% delay increase.  The total network delay will increase by 115 hours in the AM peak hour and 255 hours in the PM peak hour, as compared to Alternative 7C Modified (Proposed Action). This would result in additional road user costs of approximately $387,000 and $784,000, in the AM and PM peak hours, respectively (based on 252 work days/year, delays only occurring during the peak hour, $13.36/hr in the AM and $12.20/hr in the PM). Operational Deficiencies  Maintaining the existing alignment of NW 103 Street provides only 390 ft between the NW 87 Avenue/NW 103 Street and NW 87 Avenue/Frontage Road intersections; access management criteria require 1320 ft between signalized intersections.  Maintaining the existing alignment of NW 103 Street would also minimize the effectiveness of the SB left turn access to the City of Hialeah Gardens City Hall due to the fact that NW 87 Avenue NB queues are expected to extend past the directional median opening thus blocking vehicles from accessing City Hall. Access  By precluding the SB left turn at the intersection of NW 87 Avenue with Okeechobee Road in order to prevent the deterioration of the intersection, approximately 460 AM/300 PM vehicles would be forced to take a Implications circuitous route to reach their destination (an additional 2.6 miles to access Okeechobee Road via NW 116 Way or 2.1 miles to access the flyover via NW 87 Avenue).  Increases the total number of vehicles in the dilemma zone by 300 in the AM and 181 in the PM for the entire network, thus an additional 481 vehicles in the peak hours are at an increased risk for rear end, angled and left turn crashes, as compared to Alternative 7C Modified (Proposed Action)..  Motorists are exposed to an additional 10 conflict points, as compared to Alternative 7C Modified (Proposed Action) therefore increasing the risk of incidents.

Safety  The close proximity of the NW 87 Avenue/NW 103 Street and NW 87 Avenue/Frontage Road intersections (only 390 ft) substantially increases the risk for sideswipes due to the short weaving distances and rear end collisions.  Requires widening of NW 103 Street and NW 87 Avenue in order to accommodate the projected traffic needs resulting in right-of-way impacts and would necessitate converting land to transportation use that currently includes Fire Station #28, the City of Hialeah Gardens City Hall and several businesses east of NW 87 Avenue, a total of approximately 610 square feet (SF) from the Fire Station and 195 SF from City Hall.

 Access to the City of Hialeah Gardens City Hall will be restricted due to the fact that the NB queue at the intersection of NW 103 Street and NW 87 Avenue is expected to block both the SB directional median opening and the driveway. Impacts Impacts Community Environmental 1LOS “D” Adopted Standard for all analyzed roadways within study area of this report per FDOT, Miami-Dade County, Town of Medley & City of Hialeah Gardens

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-70

1 Avoidance Alternative 4 (Figure 25, Page A-73) 2 Avoidance Alternative 4 provides two flyover ramps from northbound/southbound NW 87 3 Avenue to westbound/eastbound Okeechobee Road. Both of these ramps will remove heavy 4 left turn volumes (800 vph AM/450 vph PM for the northbound to westbound ramp and 670 5 vph AM/610 vph PM for the southbound to eastbound ramp) accessing Okeechobee Road from 6 NW 87 Avenue from the existing at grade signalized intersections; two of the heaviest 7 movements within SIA 7. The proposed action also elevates the Okeechobee Road mainline 8 (two lanes in each direction) to a third level over NW 87 Avenue and over the two NW 87 9 Avenue flyovers, thus removing two more major movements from the severely congested 10 signalized intersections (2300 vph AM/2240 vph PM). This alternative avoids using Bernie 11 Wilson Park by realigning NW 103 Street further north, creating a parallel street over the C-7 12 Canal. The existing NW 103 Street would be maintained only to provide access to the 13 businesses (Attachment F6 provides a list and map of the businesses) and residences along the 14 existing NW 103 Street corridor. Under Avoidance Alternative 4 NW 103 Street would terminate 15 at a T-intersection just south of NW 106 Street (un-signalized intersection).

16 From a traffic operations standpoint, Avoidance Alternative 4 operates similar to the proposed 17 action, with the exception of the southbound approach at the intersection of NW 103 Street 18 and NW 87 Avenue as well as for NW 106 Street. Shifting a high volume of vehicles north over 19 the C-7 Canal and restricting access along NW 103 Street would result in circuitous route for a 20 number of residents and businesses along these facilities, thus resulting in controversy 21 potential (circuitous routes shown on Attachment F6).

22 This alternative also proposes to pipe over approximately 1,400 feet of the SFWMD C-7 Canal. 23 The C-7 Canal is a primary canal for SFWMD, providing critical flood protection for the cities of 24 Hialeah and Hialeah Gardens. Piping this section of the canal would greatly restrict access for 25 maintenance and provide an increased risk for a debris blockage, which could cause flooding in 26 the area. Furthermore, this segment of the canal contains a SFWMD water control pump 27 station. Piping this segment would therefore require relocation of this pump station along with 28 recalculation of water flows and development of new water management schedules and 29 volumes. Based on verbal communication on August 20, 2014 with Ms. Beverly Miller, Right-of- 30 Way Technician with the SFWMD, this alternative is not in line with Section 40E-6.221 of the 31 Florida Administrative Code. This is because the proposed alternative would cause an undue 32 burden on the District and would increase their risk of liability. Accordingly, Ms. Miller stated 33 that the SFWMD would not likely be able to grant a Right-of-Way Permit to approve this use of 34 their canal (Attachment B; SFWMD Review Letter). Table 14 provides additional details related 35 to Avoidance Alternative 4 such as access implications, safety, community impacts and impacts 36 to SFWMD canals and the backup data is provided in Attachment F6.

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-71

1 This alternative would increase the number of conflict points by 10 as well as the number of 2 signalized intersections by 3 as compared to the proposed action, increasing the likelihood of 3 crashes. Additionally, it increases vehicle miles traveled and delay due to the circuitous routes 4 created as well as significant community disruption and business impacts due to access 5 restrictions as compared to the proposed action. In summary, although Avoidance Alternative 6 4 is feasible, FDOT preliminarily concludes that it is not prudent because it would cause severe 7 impacts to the C-7 Canal and its effectiveness in controlling flood waters in the surrounding 8 area as well as business impacts and community disruption as a result of circuitous routes, as 9 described in Table 14 and illustrated in Attachment F6.

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Table 14 Avoidance Alternative 4 Performance Summary  Shifting the alignment of NW 103 Street further north over the C-7 canal would reduce the separation to the NW 106 Street intersection to only 50 feet, likely requiring the closure of the street due to the intersection spacing.  Closure of NW 106 Street would result in a circuitous route for all residents along NW 106 Street. Residents along NW 106 Street wanting to access NW 87 Avenue would have to travel at a minimum an additional mile to get to their destination via NW 82 Avenue, an already failing facility (see Attachment F6).  Motorists originating from NW 87 Avenue destined to the businesses and residences located along the existing NW 103 Street alignment would have a circuitous route and would be forced to travel an additional 2.0 miles, as compared to the proposed action (see Attachment Access Implications F6).  Vehicles exiting from the City of Hialeah Gardens City Hall destined NB/SB on NW 87 Avenue would be forced to travel an additional 2.0 miles through NW 82 Avenue and NW 114 Street  Excessive detours lead to an increased crash potential due to the fact that drivers would be forced through additional conflict points (at least 10 more per vehicle as compared to the

Safety proposed action) as well as an increase in the likelihood for speeding.  Increase in circuitous route due to closure of NW 106 St at NW 87 Avenue for a community that already has a limited local street network (a number of canals and lakes disrupt continuity of many local streets in the area) causes community disruption and can result in community opposition.  Impacts to the C-7 Canal could have a negative impact on the area's flood control.  Businesses along the existing alignment of NW 103 Street would no longer front a major arterial which results in a substantial drop in drive by traffic (over 4000 vph during the peak hour) as well as circuitous routes in order to access the new NW 103 Street or NW 87 Avenue

Community Impacts likely resulting in substantial business damages. Attachment F6 includes a list of existing businesses abutting NW 103 Street.  This alternative will require either construction of a bridge over the C-7 canal or piping the canal through a large culvert pipe for a length of approximately 1400 feet.  Construction of a bridge over the C-7 canal would likely require raising the profile along NW 103 Street and the intersection of NW 87 Avenue in order to meet the SFWMD minimum low member elevation clearance (2 feet above the Design Water Surface Elevation or 6 feet above the Optimum Water Surface Elevation). An approximately 1400 foot long bridge above the canal would make access very difficult for maintenance and inspection.  Construction of a culvert along the length of the canal would require restricting flow during construction. SFWMD stated in our coordination meetings that since C-7 is a primary canal, restriction of flow for any period of time is not acceptable and would not be permitted.  Due to the fact that NW 103 Street would be over the alignment of the C-7 Canal, the roadway width would extend onto the canal bank leaving little or no room for maintenance access. SFWMD has expressed concerns regarding construction projects minimizing or eliminating much of their maintenance access and staging areas. They stressed in coordination meetings

Impacts to SFWMD Canal that alternatives need to provide proper access and staging areas for maintenance purposes.  Additionally, the C-7 Canal includes a control structure under NW 87 Avenue (structure G-72 is composed of four-barreled corrugated metal pipe beneath NW 87 Avenue), piping the canal at this location would make access and maintenance of the control structure very difficult.  Pump station located on the canal bank just north of the canal and south of NW 106 Street would have to be relocated. 1

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-74

1 Avoidance Alternative 5 (Figure 26, Page A-77) 2 Avoidance Alternative 5 provides two flyover ramps from northbound/southbound NW 87 3 Avenue to westbound/eastbound Okeechobee Road. Both of these ramps will remove heavy 4 left turn volumes (1200 vph AM/750 vph PM for the northbound to westbound ramp and 670 5 vph AM/610 vph PM for the southbound to eastbound ramp) accessing Okeechobee Road from 6 NW 87 Avenue from the existing signalized intersections; two of the heaviest movements 7 within SIA 7. The proposed action also elevates the Okeechobee Road mainline (two lanes in 8 each direction) at a third level over NW 87 Avenue and over the two NW 87 Avenue flyovers, 9 removing two more major movements from the severely congested signalized intersections 10 (2300 vph AM/2230 vph PM). This alternative avoids using Bernie Wilson Park by realigning NW 11 103 Street further north and merges it with NW 106 Street via a new bridge crossing over the C- 12 7 Canal. This alternative would require the removal of sidewalks on NW 106 Street in order to 13 avoid encroachment into the C-7 Canal, a new skewed bridge over the C-7 Canal, widening of 14 NW 106 Street as well as a new signalized intersection at both NW 103 Street and NW 106 15 Street. Avoidance Alternative 5 would require all of the traffic that currently travels through 16 NW 103 Street, a principal state arterial, to be diverted to NW 106 Street, a two lane residential 17 road. Access to the businesses and residences (Attachment F6 provides a list and map of the 18 businesses) along the existing NW 103 Street alignment would be maintained on a two lane 19 frontage road along the existing NW 103 Street.

20 Avoidance Alternative 5 would cause severe community disruption and business impacts that 21 would result in public opposition as a result of diverting a major state arterial road onto a local 22 street which introduces an additional 30,000 vehicles a day to the local neighborhood street; 23 limiting vehicle access to residences; and removing sidewalks, an important mode of travel. 24 Access to existing residences immediately north of NW 106 Street would be substantially 25 impaired because the configuration of the new traffic patterns along NW 106 Street would 26 prohibit left turns into the residential developments on the north side of NW 106 Street from 27 eastbound NW 106 Street and conversely for residents wishing to make a left out of the 28 residential properties to head eastbound onto NW 106 Street. This option will result in 29 circuitous routes for residents along NW 106 Street, businesses along the existing NW 103 30 Street as well as for City Hall (see appendix F7 for graphical representation). For example, all 31 traffic traveling north from Okeechobee Road on NW 87 Avenue would need to travel an 32 additional 1.75 miles, and pass through an additional three signalized intersections, in order to 33 access the 100+ residential units that border the north side of NW 106 Street. The removal of 34 sidewalks along NW 106 Street will further limit accessibility since safe and dedicated 35 pedestrian access will not be maintained. Other impacts include the loss of 32 on-street parking 36 spaces along NW 106 Street, currently used by the residents that live along the north side of 37 NW 106 Street, west of W 26 Avenue. This represents a loss of approximately 15% of the Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-75

1 parking currently available for the residences in this area. Because of this potential disruption, 2 the City of Hialeah Gardens has expressed that they would assist the City of Hialeah in opposing 3 any alternative that utilizes NW 106 Street.

4 Additionally, Avoidance Alternative 5 would cause impacts to the C-7 canal where it is spanned 5 by the proposed bridge connecting NW 103 Street with NW 106 Street, linear impacts to the 6 canal bank, and potential impacts to the cross section of the canal. Because of this 7 encroachment into the canal, SWFMD is anticipated to strongly oppose this alternative.

8 This alternative increases the total network delay by 30 hours in the AM peak hour and 56 9 hours in the PM peak hour, adds an additional two signalized intersection, increases the total 10 number of vehicles in the dilemma zone by 183 in the AM and 68 in the PM and creates 11 significant circuitous routes as compared to the proposed action. Table 15 provides additional 12 details related to Avoidance Alternative 5 such as queuing information, LOS, access 13 implications, safety, community impacts and impacts to SFWMD canals and the backup data is 14 provided in Attachment F7. Although Avoidance Alternative 5 is feasible, FDOT preliminarily 15 concludes that it is not prudent because it creates severe socio-economic/community 16 disruption and results in additional delay and poor operating network conditions.

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Table 15 Avoidance Alternative 5 Performance Summary  The WB right turn movement queue at the intersection of NW 87 Avenue and NW 106 Street is expected to extend approximately 700 ft downstream during both the AM and PM peak periods blocking the driveways to the Queues several multifamily apartments located on the north side of NW 106 Street. Attachment F7 includes a graphical representation of the anticipated queues.  Overall intersection delays and LOS are expected to yield similar results to Alternative 7C – Modified (the proposed action) for the intersection of NW 87 Avenue and Okeechobee Road (LOS E) during both the AM and PM 1 peak as well as NW 87 Avenue and NW 103 Street (LOS D) during the PM peak only.  During the PM peak, the intersection of NW 87 Avenue and NW 106 Street is expected to operate at LOS E, below the adopted threshold.  Heavy WB approach volumes (2200 vph AM /2400 vph PM) exposed to two new signalized intersections along NW 103 Street and NW 106 Street cause the total network delay to increase by 30 hours in the AM peak hour (Design year 2040)

LOS/ Delay and 56 hours in the PM peak hour, as compared to the proposed action . This would result in additional road user costs of approximately $101,000 in the AM and $172,000 in the PM peak hours (based on 252 work days/year, delays only occurring during the peak hour, $13.36/hr in the AM and $12.20/hr in the PM)  Due to the fact that NW 106 Street would require 4 WB lanes (three left turn lanes and one right turn lane) and the extensive WB delay at the intersection of NW 87 Avenue and NW 106 Street, vehicles destined to/from the residential complexes (which consist of over 100 residential units) located on the north side of NW 106 Street would be restricted from performing left turns into/out of the residential properties from/to NW 106 Street. Such restriction results in a nearly 2 mile detour via NW 82 Avenue and NW 114 Street, which includes traveling through an additional 6 intersections.  Motorists originating from NW 87 Avenue destined to the businesses and residences located along the existing NW 103 Street alignment (including City Hall) would have a circuitous route and would be forced to travel an additional 2 miles through NW 106 Street and NW 82 Avenue, an already failing intersection.  Similarly, vehicles exiting from the City of Hialeah Gardens City Hall destined SB on NW 87 Avenue would be forced to travel an additional 1.2 miles through NW 106 Street and NW 82 Avenue. This additional delay and Operational Deficiencies Access Implications travel distance could result in public opposition.  Increases the total number of vehicles in the dilemma zone by 183 in the AM and 68 in the PM for the entire network as compared to the proposed action, thus an increased risk for rear end, angled and left turn crashes. Safety  The addition of two signalized intersections with intersecting roads at a skew will also increase the potential risk for rear end and angle crashes.  Motorists will be exposed to an additional 5 conflict points.  Businesses along the existing alignment of NW 103 Street would no longer front a major arterial which results in a substantial drop in drive by traffic (over 4000 vph during the peak hour) likely resulting in substantial business damages.  Converting NW 106 Street, a residential two lane road into a major state arterial would generally change the character of the neighborhood by introducing an additional 30,000 daily trips as well as reducing vehicle and pedestrian access to residences which will result in severe community disruption. Public opposition and controversy is anticipated. The City of Hialeah Gardens has expressed that they would assist the City of Hialeah in

opposing any alternative that utilizes NW 106 Street. Meeting minutes are located in Attachment B.  Widening NW 106 Street from a two lane local road to 6 lanes (4 WB lanes and 2 EB lane) in order to meet projected traffic needs would require the elimination of the existing on-street parking (32 spots) and sidewalks that currently abut the roadway in order to avoid encroaching into the C-7 Canal removing an important mode of transportation. Community Impacts

 A 6 lane typical section (11 foot lanes) along NW 106 Street is required to meet projected traffic. This however results in encroaching approximately 4 feet into the C-7 Canal just east of NW 87 Avenue and approximately 10 feet just west of the new intersection with the bridge crossing, reducing the cross section of the canal. This would impact the quantity of water the flood control systems can handle resulting in an increased potential for

Environmental Impacts flooding in the area and impacts to water quality during high water events. For these reasons SFWMD is anticipated to strongly oppose Avoidance Alternative 5. In order to minimize direct encroaching to the canal cross section no sidewalks would be provided.

Impacts to  Bulk head walls would be required along the length of the widened section of NW 106 Street due to the close proximity of the roadway to the canal bank resulting in linear impacts to the canal and increased construction SFWMD Canal costs. 1LOS “D” Adopted Standard for all analyzed roadways within study area of this report per FDOT, Miami-Dade County, Town of Medley & City of Hialeah Gardens 1

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1 Avoidance Alternative 6 (Figure 27, Page A-81) 2 Avoidance Alternative 6 provides two flyover ramps from northbound/southbound NW 87 3 Avenue to westbound/eastbound Okeechobee Road. Both of these ramps will remove heavy 4 left turn volumes (1200 vph AM/750 vph PM for the northbound to westbound ramp and 670 5 vph AM/610 vph PM for the southbound to eastbound ramp) accessing Okeechobee Road from 6 NW 87 Avenue from the existing at grade signalized intersections; two of the heaviest 7 movements within SIA 7. The proposed action also elevates the Okeechobee Road mainline 8 (two lanes in each direction) to a third level over NW 87 Avenue and over the two NW 87 9 Avenue flyovers, thus removing two more major movements from the severely congested 10 signalized intersections (2300 vph AM/2230 vph PM). This alternative avoids using Bernie 11 Wilson Park by maintaining the NW 103 Street alignment for the eastbound motorists and 12 realigning the NW 103 Street westbound movement over the C-7 Canal to merge with NW 106 13 Street; creating a one-way pair. This alternative would require a new skewed bridge over the C- 14 7 Canal, widening of NW 106 Street as well as a new signalized intersection at both NW 103 15 Street and NW 106 Street. Avoidance Alternative 6 would require all of the traffic that currently 16 travels westbound through NW 103 Street to be diverted to NW 106 Street, a two lane 17 residential road. 18 19 Avoidance Alternative 6 would cause severe community disruption, negative business impacts, 20 and substantial public opposition as a result of diverting a major state arterial road onto a local 21 street. That diversion would introduce an additional 15,500 vehicles a day to the local 22 neighborhood street, reducing access to businesses and residences as well as changing the 23 character of the neighborhood. Creating one way streets would reduce the number of people 24 driving by businesses located along NW 103 Street by an estimated 2000 vph during the peak 25 hour. The reduced number of people driving past these businesses would likely result in 26 business damages/impacts. Furthermore, the configuration of the new traffic patterns along 27 NW 106 Street would prohibit left turns into the residential developments on the north side of 28 NW 106 Street from east-bound NW 106 Street and conversely for residents wishing to make a 29 left out of the residential properties to head eastbound onto NW 106 Street. This option will 30 result in undesirable circuitous routes for residents along NW 106 Street, businesses along the 31 existing NW 103 Street as well as for City Hall (see appendix F8 for graphical representation) 32 which could also result in significant public opposition. For example, all traffic traveling north 33 from Okeechobee Road on NW 87 Avenue would need to travel an additional 1.75 miles, and 34 pass through three additional signalized intersections, in order to access the 100+ residential 35 units that border the north side of NW 106 Street. Community disruption would also result 36 from the loss of 32 on-street parking spaces along NW 106 Street, currently used by the 37 residents that live along the north side of NW 106, west of W 26 Avenue. This represents a loss

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1 of approximately 15% of the parking currently available for the residences in this area. Such 2 severe community disruption and negative impacts could elevate the Class of Action. The 3 potential impacts have already triggered some opposition and the City of Hialeah Gardens has 4 expressed that they would assist the City of Hialeah in opposing any alternative that utilizes NW 5 106 Street. 6 7 Avoidance Alternative 6 also requires the widening of NW 87 Avenue in order to accommodate 8 additional right turn lanes to meet projected traffic needs. This would result in right-of-way 9 impacts by converting land to transportation use that currently includes Fire Station #28 and 10 the City of Hialeah Gardens City Hall (approximately 10 feet along the frontage of the parcels, a 11 total of approximately 280 square feet (SF) from the Fire Station and 195 SF from City Hall). 12 13 This alternative provides two new signalized intersections within the network which causes the 14 total network delay to increase by 62 hours in the AM peak hour and 44 hours in the PM peak 15 hour, increases the total number of vehicles in the dilemma zone by 210 in the AM and 13 in 16 the PM and creates significant circuitous routes (Attachment F8 provides a graphical 17 representation of the circuitous routes) as compared to the proposed action. 18 19 Table 16 provides additional details related to Avoidance Alternative 6 such as access 20 implications, safety, community impacts and impacts to SFWMD canals and the backup data is 21 provided in Attachment F8. As described in Table 16, Although Avoidance Alternative 6 is 22 feasible, FDOT preliminarily concludes that it is not prudent because it creates severe 23 community disruption, socio-economic issues, and requires two additional signalized 24 intersections resulting in increased delay and sub-standard operational network conditions. 25

26 The prudence determination involves an analysis that applies each of the 6 factors listed on 27 Table 17 to the avoidance alternatives being evaluated. The table includes a short summary of 28 the reasons why the 6 avoidance alternatives have been preliminarily deemed not to be 29 prudent. Please note, meeting any one individual factor results in an avoidance alternative 30 being deemed not prudent.

32 33

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Table 16 Avoidance Alternative 6 Performance Summary  The WB right turn movement at the intersection of NW 87 Avenue and NW 106 Street is expected to extend approximately 700 ft downstream during both the AM and PM peak periods blocking the driveways to the Queues several multifamily apartments located on the north side of NW 106 Street. Attachment F8 includes a graphical representation of the anticipated queues.  Overall intersection delays and LOS are expected to yield similar results (LOS E) as Alternative 7C – Modified, the proposed action for the intersection of NW 87 Avenue and Okeechobee Road.

1  The additional SB thru volumes (1410 veh AM / 950 veh PM peak) cause the intersection of NW 87 Avenue and NW 106 Street to deteriorate from a LOS D (under–the proposed action – signalized intersection at NW 103 Street instead of NW 106 Street) to LOS E, below the adopted LOS threshold.  Provision of two new signalized intersections within the network cause the total network delay to increase by 62 hours in the AM peak hour and 44 hours in the PM peak hour, as compared to the proposed action. This

LOS/ Delay would result in additional road user costs of approximately $210,000 in the AM and $140,000 in the PM peak hours (based on 252 work days/year, delays only occurring during the peak hour, $13.36/hr in the AM and (Design year 2040) $12.20/hr in the PM).  Due to the fact that NW 106 Street would require 4 WB lanes (three left turn lanes and one right turn lane) and the extensive WB queues at the intersection of NW 87 Avenue and NW 106 Street, vehicles destined to/from the residential complexes (which consist of over 100 residential units) located on the north side of NW 106 Street would be restricted from performing left turns into/out of the residential properties from/to NW 106 Street. Such restriction results in a nearly 2 mile detour via NW 82 Avenue and NW 114 Street, which includes traveling through an additional 6 intersections, as compared to the proposed action, resulting in severe community disruption (see appendix F8 for graphical representation).  Similarly, vehicles exiting from the City of Hialeah Gardens City Hall destined SB on NW 87 Avenue would be forced to travel an additional 1.2 miles, as compared to the proposed action, through NW 106 Street and NW 82 Avenue. This additional delay and travel distance would result in public opposition.  Maintaining the existing alignment of NW 103 Street would also minimize the effectiveness of the SB left turn access to the City of Hialeah Gardens City Hall due to the fact that NW 87 Avenue NB queues are expected to Operational Deficiencies Access Implications extend past the directional median opening thus blocking vehicles from accessing Hialeah Gardens City Hall.  Increases the total number of vehicles in the dilemma zone by 210 in the AM and 13 in the PM for the entire network, as compared to the proposed action, thus an increased risk for rear end, angle and left turn crashes.  Addition of two signalized intersections, as compared to the proposed action will also increase the potential risk for rear end and angle crashes. Safety  The close proximity of the NW 87 Avenue/NW 103 Street and NW 87 Avenue/Frontage Road intersections (only 390 ft) substantially increases the risk for sideswipes due to the short weaving distances and rear end collisions.  Businesses along the existing alignment of NW 103 Street would no longer front a major arterial which results in a substantial drop in drive by traffic (over 2000 vph during the peak hour) likely resulting in substantial business damages and economic damages to the community.  Converting NW 106 Street, a residential two lane road into a major state arterial would generally change the character of the neighborhood by introducing an additional 15,500 daily trips as well as reducing vehicle access to residences which will result in severe community disruption. Public opposition and controversy is anticipated. The City of Hialeah Gardens has expressed that they would assist the City of Hialeah in opposing any alternative that utilizes NW 106 Street. Meeting minutes are located in Attachment B.  Widening NW 106 Street from a two lane local road to 5 lanes in order to meet projected traffic needs (4 WB lanes and 1 EB lane) would require the elimination of the existing on-street parking (approximately 32 spots) currently abutting the roadway in order to avoid encroaching into the C-7 Canal.  Requires widening of NW 87 Avenue in order to accommodate additional right turn lanes to meet the projected traffic needs resulting in right-of-way impacts and would necessitate converting land to transportation use Community Impacts that currently includes Fire Station #28 and the City of Hialeah Gardens City Hall, a total of approximately 280 square feet (SF) from the Fire Station and 195 SF from City Hall.

 Bulk head walls would be required along the length of the widened section of NW 106 Street due to the close proximity of the roadway to the canal bank resulting in linear impacts to the canal and reducing the available Environmental Impacts space SFWMD currently has for maintenance of the canal. Canal SFWMD Impacts to 1LOS “D” Adopted Standard for all analyzed roadways within study area of this report per FDOT, Miami-Dade County, Town of Medley & City of Hialeah Gardens 1 2

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Table 17 Prudency Determination of the Avoidance Alternatives Avoidance Alt. 1 Avoidance Alt. 2 Avoidance Alt. 3 Avoidance Alt. 4 Avoidance Alt. 5 Avoidance Alt. 6 i. It compromises the project to a degree that it Does not address the Does not address the Does not address the purpose is unreasonable to proceed with the project purpose and need of the purpose and need of the and need of the project - - - in light of its stated purpose and need project project ii. It results in unacceptable safety or Retains all of the existing Retains all of the existing Extensive queuing at the NW Excessive detours leads to Rerouting 30,000 trips to NW 106 Extensive queuing at the NW 87 Avenue & NW 103 operational problems safety and operational safety and operational 87 Avenue & NW 103 Street an increased crash Street and the addition of two new Street intersection backs up into the upstream deficiencies associated deficiencies associated intersection backs up into potential and travel delays closely spaced signalized intersection severely diminishing the effectiveness with the area including with inadequate vehicle upstream intersection severely intersections creates extensive of the proposed improvements and directly inadequate vehicle storage and short diminishing the effectiveness delays and queuing along NW 106 impacting both Okeechobee Road and Frontage storage and short weaving/merging of the proposed improvements Street resulting in operational and Road. Rerouting WB traffic (15,500 trips) to NW 106 weaving/merging distances. Creates along Okeechobee Road and access impacts to residents requiring Street and the addition of two new closely spaced distances. Creates unacceptable Frontage Road and results in long circuitous routes for signalized intersections creates extensive delays and unacceptable operational and safety unacceptable safety and accessibility. queuing along NW 106 Street resulting in operational and safety conditions operational conditions operational and access impacts to residents conditions requiring long circuitous routes for accessibility. iii. After reasonable mitigation, it still causes: Severe social, economic, or environmental The rerouting of over 30,000 daily The rerouting of over 15,500 daily vehicles onto a impacts vehicles onto a local city street, local city street, limiting access for residents and limiting access for residents and removing on-street parking will result in severe Negatively impacts removing sidewalks and on-street socio-economic impacts and direct impacts to approximately 7 parking will result in severe socio- hundreds of residents. It will negatively impact - - - businesses along NW 103 economic impacts and direct impacts businesses along NW 103 Street by the removal of Street likely resulting in to hundreds of residents. It will drive by traffic along NW 103 Street. business impacts negatively impact businesses along NW 103 Street by the removal of drive by traffic along NW 103 Street. Severe disruption to established communities Total network delay will Total network delay will Limits access to City of Hialeah Closure of NW 106 Street, The rerouting of over 30,000 daily The rerouting of over 15,500 daily vehicles onto a increase by 2262 hours increase by 704 hours in Gardens City Hall and impacts a residential road, would vehicles onto a local city street, local city street, limiting access for residents and in the AM peak hour and the AM peak hour and Fire Station #28 cause severe disruption limiting access for residents and removing on-street parking will result in severe 1665 hours in the PM 979 hours in the PM resulting in disruption of removing sidewalks and on-street socio-economic impacts and direct impacts to peak hour causing peak hour causing traffic patterns and parking will result in severe socio- hundreds of residents. severe disruptions severe disruptions accessibility economic impacts and direct impacts to hundreds of residents. Severe disproportionate impacts to minority or ------low income populations Severe impacts to environmental resources ------protected under other Federal statutes iv. It results in additional construction, maintenance, or operational costs of an ------extraordinary magnitude v. It causes other unique problems or unusual Impacts to SFWMD factors primary C-7 Canal has - - - - - been stated as being non permittable by SFWMD vi. It involves multiple factors in paragraphs (3)(i) through (3)(v) of this definition, that while individually minor, cumulatively cause ------unique problems or impacts of extraordinary magnitude Page Number of Detailed Explanation Page A-63 Page A-65 Page A-67 Page A-71 Page A-75 Page A-79

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1 5 ALTERNATIVE WITH LEAST OVERALL HARM 2 Because it does not appear that a feasible and prudent avoidance alternative exists, the 3 alternative that causes the least overall harm in light of the Section 4(f) preservationist purpose 4 must be selected. Only one alternative (Alternative 7C Modified) that uses a Section 4(f) 5 property remains under consideration therefore a detailed least overall harm analysis is not 6 required.

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1 6 ALL POSSIBLE PLANNING TO MINIMIZE HARM 2 After determining that there does not appear to be a feasible and prudent alternative to avoid 3 the use of a Section 4(f) property, consideration of all possible planning to minimize harm to 4 Section 4(f) properties is required. Minimization of harm may entail both alternative design 5 modifications that reduce the amount of the Section 4(f) property used and mitigation 6 measures that compensate for residual impacts. As such the following design modification 7 alternatives and possible mitigation strategies were developed.

8 6.1 Alternative 7C Modified – Design modification #1 (Figure 28) 9 This design modification entails incorporating a curve along the alignment of the proposed NW 10 103 Street in attempts to minimize the impacts. This alternative would impact approximately 11 0.43 acres (.17 hectare/18,731 square feet) or 35% of the park, including the parking lot, 255 12 feet of the paved trail, the shelter, and picnic tables and would be directly impacted for 13 transportation by incorporation into the proposed alignment. Although a larger area of the park 14 does remain as compared to Alternative 7C Modified, including the playground equipment and 15 many of the trees, the roadway will come within three feet of the playground and approach the 16 portion of the remaining park at a curved alignment, which is an unsafe condition. Resources on 17 these two remaining sections are likely to be degraded due to the fact that this alternative 18 poses an unsafe situation as well as impacts a large portion of the park and the parking. 19 Additionally, this alternative would require reducing the design speed from 45 mph to 30 mph 20 which is below the minimum design speed of 40 mph for a state arterial (FDOT's Plans 21 Preparation Manual [PPM]) and creates a high safety risk. Designing the roadway in this area 22 with a lower design speed would result in a higher crash potential due to the substandard 23 curve. Based on the remaining impacts to the park and the safety issues raised by this design 24 modification, this option does not result in avoidance of park impacts. Any further 25 modifications in alignment to completely avoid impacting the park are not feasible as they 26 would require severe shifts in alignment over very short distances and would not adhere to 27 sound engineering practices.

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1 6.2 Alternative 7C Modified – Design modification #2 (Figure 29) 2 This design modification reduces the harm to Bernie Wilson Park by minimization of the 3 roadway typical section. Due to the proximity to the C-7 Canal, the roadway cannot be shifted 4 further north. Additionally, the typical section already has reduced lane widths (11 feet), no 5 shoulders and no raised median. To reduce the width of the proposed typical section the two 6- 6 foot sidewalks, which run along the entire length of NW 103 Street, would have to be 7 eliminated. This would reduce the typical section by 12 feet. This would result in pedestrians 8 being forced to walk on the street, which is an unsafe condition. Unfortunately, however, this 9 minimization does very little to minimize the harm to the park as the remaining portions of the 10 park would still be unusable because of their small size and close proximity to traffic creating 11 unsafe conditions. Based on the remaining impacts to the park and the safety issues raised by 12 this design modification, this option does not result in avoidance of park impacts.

13 Figure 29- Proposed Typical Section along NW 103 Street

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1 6.3 Potential Mitigation Strategies 2 Based on the findings of the analysis conducted for this report there exists the need to secure a 3 reasonable level of mitigation for the proposed impacts to Bernie Wilson Park and there also 4 exists an opportunity to achieve a Net Beneficial Use through mitigation. In order to develop 5 acceptable forms of mitigation the project team has carefully evaluated all viable options for 6 mitigation. The team has met on numerous occasions with the City of Hialeah Gardens 7 (Meeting Minutes are located in Attachment B) and discussed the current utilization of Bernie 8 Wilson Park and its proximity to other recreational facilities and residential communities.

9 Discussions with the City involved investigating other City-owned land for a possible 10 replacement park with similar facilities to that of Bernie Wilson Park as well as the option of 11 expanding or adding improvements to another existing City park. The City stated that there are 12 no suitable nearby parks that are owned by the City that could also accommodate the 13 recreational functions of Bernie Wilson Park. A nearby park owned by the City of Hialeah 14 Gardens, Linear Park, was considered but determined not to be suitable because it lacks space 15 to accommodate the amenities currently at Bernie Wilson Park, due to its narrow layout and 16 the presence of the Miami-Dade County NW 87 Avenue Canal running through it.

17 The City expressed a clear desire to find a suitable replacement park for City residents. Based 18 on on-going discussions with the City of Hialeah Gardens and coordination with FHWA a 19 strategy was developed that will ensure the City of Hialeah Gardens receives as mitigation a 20 new park that will result in a net benefit to both the City and its residents. The mitigation 21 strategy allows for the City to seek out and purchase a replacement site directly. At a minimum 22 the funds obtained from the purchase of the Bernie Wilson Park will be placed in escrow until 23 such time that the City is ready to close on a replacement site. In order to ensure that the 24 replacement site meets the mitigation requirements required to meet the net benefit threshold 25 a resolution was passed and adopted by the City which stipulates the mandatory site 26 requirements and the time constraints for implementation (resolution passed December 1st 27 2015). In addition, a Memorandum of Agreement (MOA) will be drafted and included as part of 28 the NEPA documentation which will systematically detail the responsibilities of each party and 29 their corresponding commitments moving forward. FDOT and the City will enter into a MOA in 30 order to address the purchase of the Bernie Wilson Park by FDOT, and the City’s obligation to 31 relocate the park to another location are subject to the following terms and conditions: (1) The 32 replacement is to be located within the City of Hialeah Gardens in order to serve the residents 33 of the City and comply with the necessary FHWA requirements for a net benefit use of a Section 34 4(f) site (under 23 CFR 774); (2) the relocation will include the functional replacement of 35 existing facilities at Bernie Wilson Park and serve the same recreational uses; (3) the new site 36 will provide ease of accessibility by the residents of the City; (4) the new site must be

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1 acceptable to FHWA and FDOT, and be available through voluntary sale, at market value; (5) 2 the replacement site shall, at minimum, be equal to the size of Bernie Wilson Park, to wit, +/- 3 1.23 acres; (6) the purchase price of Bernie Wilson Park shall be market value, based on an 4 FDOT approved appraisal; (7) FDOT to pay the City reasonable attorneys’ fees and costs related 5 to the acquisition of Bernie Wilson Park by FDOT, and the acquisition of the replacement park 6 by the City; (8) the City to identify and close on the transaction of the acquisition of the 7 replacement site, designate the replacement site as a City park, and erect or construct the new 8 park site within five (5) years of the adoption of this resolution by the City, with the 9 understanding that if the City fails to comply with this provision, FDOT, at its option, may seek 10 for FHWA’s approval on FDOT’s other proposed actions, including but not limited to, a no-build 11 alternative of the Project; (9) the deed to Bernie Wilson Park and the funds for acquisition of 12 the replacement site shall be placed in escrow until such time as the City is ready to close on its 13 acquisition of the replacement site.

14 To date, two potential mitigation sites have been identified (M1 & M2). Please see below for a 15 description of each of the two sites. It should be noted that a third site, referred to as the 16 Machado property (owned by Machado Family LTD Partnership), was also considered but 17 eventually rejected as a potential mitigation site. The Machado property is approximately 2.95 18 acres and is currently undeveloped. It is located south of NW 103 Street and immediately east 19 of the fire station and Hialeah Gardens City Hall. This site was considered for mitigation but was 20 ultimately rejected because the owners of the property are not willing sellers and proceeding 21 with condemnation could result in a potential lengthy legal battle with an uncertain outcome at 22 this time. If the outlook for the purchase of the Machado property changes in the future, the 23 site can be further considered as a potential mitigation site.

24 Potential Mitigation Site M1

25 A potential mitigation site, hereby referred to a M1, located west of NW 87 Avenue and the 26 proposed southbound to eastbound flyover and east of the C7 Canal connector (Figure 30). This 27 site is currently owned by the State. The property currently houses a Shell gas and service 28 station, Havana Grill Restaurant, and Marketplace Express which will be allowed to remain 29 onsite via a lease with the State until such time that the land is required for either a 30 transportation or mitigation use. This site can also be supplemented by a portion of Frontage 31 Road that will be abandoned in the proposed condition. This additional area (hatched in blue in 32 Figure 30) is approximately 0.4 acres. 33 34 The 0.76 hectares (1.88 acres) M1 site, could also accommodate relocation of the playground 35 equipment, covered area, picnic tables, walking trail, and monuments from Bernie Wilson Park. 36 Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-89

1 This site has several additional attributes which would potentially enhance the quality and 2 functions of this facility as a new park site, as follows: 3  The M1 site could accommodate additional facilities including the nearby Brothers to 4 the Rescue City monument (currently planned for relocation), which when relocated to 5 this site would allow for improved pedestrian access compared to its existing location. 6  The M1 site is larger than the existing park and can accommodate at amenities of equal 7 or greater value than the existing park currently provides. 8  The M1 site would look to enhance current park facilities such as sidewalks, benches, 9 trees, and lights. 10  The M1 site is off set from the main state arterial (NW 103 Street) which provides a 11 safer condition for the park users. 12  The M1 site is within walking distance of the current Park and directly adjacent to City 13 Hall. 14 Figure 30 - Potential Mitigation Site (M1)

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1 Converting the M1 property into a park that housed the recreational facilities currently at 2 Bernie Wilson Park could effectively compensate for the loss of Bernie Wilson Park. This 3 mitigation strategy is contingent upon review by FHWA. 4 5 Potential Mitigation Site M2 6 A second potential mitigation site, hereby referred to as M2, is located west of NW 102nd 7 Avenue and south of NW 138 Street (Figure 31). This privately owned 9.73 acre vacant parcel is 8 situated 2.5 miles northwest of Bernie Wilson Park and lies within an existing residential 9 community within the City of Hialeah Gardens. This site provides for safe and direct access to 10 City residents. The vacant parcel’s location within a zoned residential area versus the 11 commercial land use surrounding Bernie Wilson Park makes this a much more desirable 12 location for the relocation of the Park. Mitigation site M2 is much larger in size than the Bernie 13 Wilson site, 9.73 acres versus 1.23 acres. Preliminary State performed appraisals place a similar 14 monetary value on both the Bernie Wilson parcel and the M2 site because of the differences in 15 zoning. 16 Figure 31 - Potential Mitigation Site (M2)

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-91

1 The M2 site has several additional attributes, as identified by the City, which would enhance 2 the quality and functions of this facility as a new park site and result in a direct Net Beneficial 3 Use of Bernie Wilson Park. Those attributes include:

4  The M2 site is approximately eight times the size of the existing park and can easily 5 accommodate amenities of equal or greater value than the existing park currently 6 provides. 7  This is the preferred mitigation site of the Official with Jurisdiction, the Mayor and the 8 City Commission. 9  The M2 site is located within a residential community and will provide safe and direct 10 access to large numbers of City residents. 11  The M2 site is off set from heavily traveled principal arterials which provides a safer 12 condition for the park users. 13  The M2 site could accommodate additional facilities including the nearby Brothers to 14 the Rescue City monument (currently planned for relocation), which when relocated to 15 this site would allow for improved pedestrian access compared to its existing location. 16  The M2 site would look to enhance current park facilities such as sidewalks, benches, 17 trees, and lights. 18  Due to its size and location the M2 site has the potential to develop overtime into a 19 significant community resource as additional local funds become available to fully 20 develop the 9.73 acre park site. 21  Because of these enhancements in recreational functions, the City of Hialeah Gardens 22 expressed that a new park facility at the M2 site would not only replace but improve the 23 existing Bernie Wilson Park (meeting minutes included in Attachment B-2), and would 24 result in a Net Benefit. 25 26 Converting the M2 property into a park that housed the recreational facilities currently at 27 Bernie Wilson Park could effectively compensate for the loss of Bernie Wilson Park. This 28 mitigation strategy is contingent upon review by FHWA. 29 30 As detailed in the attached meeting minutes from the February 12, 2014, August 14, 2014, April 31 1, 2015, May 28, 2015 and September 23, 2015 meetings (Attachment B-2), the Mayor of 32 Hialeah Gardens, the City’s Director of Public Works and Director of Planning and Zoning all 33 stated that the new realigned NW 103 Street with the relocated Bernie Wilson Park behind City 34 Hall would be supported by the City of Hialeah Gardens. Furthermore, the City of Hialeah 35 Gardens City Council signed a City Resolution on December 1st, 2015 supporting the proposed 36 action as well as the proposed mitigation strategy (Attachment B-2). 37 Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-92

1 This analysis has documented that the No Build and Avoidance Alternatives (as described in 2 Section 5 of this document) are not feasible and prudent. Additionally, it has documented that 3 minimization of the impacts to Bernie Wilson Park through various design modifications were 4 also not feasible and prudent. As per the guidance provided by FHWA, this evaluation "ensures 5 that the proposed action includes all possible planning to minimize harm, includes appropriate 6 mitigation measures, and that the official(s) with jurisdiction have agreed in writing". Based on 7 coordination with FHWA and the City of Hialeah Gardens it has been determined that either of 8 the potential mitigation sites would be available to accommodate the amenities of equal or 9 greater value than are currently provided at Bernie Wilson Park and could effectively 10 compensate for the loss of Bernie Wilson Park, thus resulting in a Net Beneficial Use. These 11 mitigation strategies are contingent upon acquisition of the properties associated with each. 12

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-93

1 7 SCOORDINATION 2 Through the Section 4(f) DOA, FHWA indicated that Bernie Wilson Park qualifies as a Section 3 4(f) resource (Attachment B). The City of Hialeah Gardens has jurisdiction over Bernie Wilson 4 Park and the park is administered by the City of Hialeah Gardens Director of Parks and 5 Recreation, who provided a “Statement of Significance” that is presented in Attachment B. In it, 6 the Director states that Bernie Wilson Park is a very popular facility, especially for people living 7 in the surrounding neighborhoods, with special events hosted for families and children during 8 the Christmas Holiday. Mr. Dubon was not in possession of any comprehensive or master plan 9 for recreational facilities under his administration and was not able to offer any additional 10 solutions regarding avoidance of Bernie Wilson Park.

11 During initial coordination with the City of Hialeah Gardens Mayor and Public Works Director, 12 the Mayor stated that they understand the needs for the proposed action and are willing to 13 work with FDOT to mitigate for the loss of the park. Further coordination with the City of 14 Hialeah Gardens revealed that they prefer mitigation of Bernie Wilson Park to occur at 15 Mitigation site M2.

16 In a meeting on September 23, 2015 the City of Hialeah Gardens indicated its preference for the 17 proposed action and for impacts to Bernie Wilson Park to be mitigated through conversion of 18 the property shown in Figure 31(M2) to a City park. Minutes from that meeting are included in 19 Attachment B. FDOT will continue to coordinate with the City regarding mitigation strategies for 20 Bernie Wilson Park. On December 1, 2015 the City of Hialeah Gardens City Council passed a 21 resolution supporting the proposed action and proposed mitigation strategies. Meeting 22 summaries for all meetings held as well as the resolution passed by City Council are included in 23 Attachment B-2.

25 7.1 Summary of Public Involvement Activities 26 A public involvement program was developed and implemented for this PD&E study. The 27 purpose of the program is to outline the public involvement approach to be taken with the 28 project, provide and share project information with persons living and working in the area, 29 listen to ideas and concerns and to solicit and incorporate input received during the study 30 process.

31 Public information meetings began in July 2012 and have continued throughout the study 32 process. The project team held public information meetings throughout the life of the project 33 as well as individual meetings with key project stakeholders including, Town of Medley, City of 34 Hialeah, City of Hialeah Gardens, Fed Ex, Cemex, White Rock Quarries, Miami-Dade County Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-94

1 School Board, SFWMD, Miami-Dade County Water Control Section and BJ's Wholesale. In 2 addition, the project alternatives have been presented to the Miami Dade County MPO 3 committees including the Transportation Planning Committee (TPC), the Citizens Advisory 4 Committee (CTAC), the Bicycle and Pedestrian Advisory Committee (BPAC), the Freight 5 Transportation Advisory Committee (FTAC) and the Transportation Aesthetics Review 6 Committee (TARC). Exhibits and project information were provided for public review and 7 comment at each meeting. All input received served as valuable information that was taken 8 into consideration for the refinement of the alternatives and the development of the 9 recommended alternative. Representatives from the FDOT were available at each meeting to 10 discuss the project and answer questions. The public involvement effort for this project 11 included not only the four (4) scheduled public meetings (Public Hearing to be held in April 12 2015), but four (4) Project Advisory Committee (PAC) meetings as well. The project PAC 13 consisted of community members, stakeholders (i.e. Cemex, Titan America and FedEx) as well 14 as members appointed by the municipalities.

15 Coordination with SFWMD

16 During coordination, SFMWD indicated that they are in need of staging areas and clear access 17 points at all existing and future canal crossings. SFWMD also stated that flow in the C-7 Canal is 18 critical for flood protection and cannot be restricted for any period of time.

19 Elected Official/Agency and Public Kick-Off Meeting

20 A kick-off meeting for elected and agency officials was held on Thursday, July 12, 2012 for the 21 State Road (SR) 25/US 27/Okeechobee Road PD&E study. The purpose of the meeting was to 22 allow the officials to view project display boards, speak with the study team, and get an 23 overview of the needs that will be addressed. Approximately five (5) officials attended the 24 meeting.

25 A Public Kick-off meeting for the State Road (SR) 25/US 27/Okeechobee Road PD&E was held on 26 Thursday, July 12, 2012. The purpose of the meeting was to allow the public to view project 27 display boards, speak with the study team, and get an overview of the needs that will be 28 addressed. Approximately fifteen (15) people attended the meeting.

29 Alternatives Public Workshop #1

30 An Alternatives Public Workshop was held on April 11, 2013. The meeting presented the 31 alternatives developed in an informal setting in order to obtain public feedback. The workshop 32 provided an opportunity for residents, businesses, stakeholders and other interested parties to 33 view the project alternatives along the project corridor with a member of FDOT or the

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-95

1 consultant team for them to get answers to questions and responses to their concerns. It 2 should be noted that for SIA 7, only alternatives 7A and 7B were presented to the public. As a 3 result of public feedback from the PAC meetings, the Alternatives Public Workshop, 4 coordination with the municipalities and results of the traffic operational analysis, the FDOT 5 added NW 87 Avenue and NW 103 Street to the project study area in order to address the 6 existing and future deficiencies of the area. Twenty (20) people attended the meeting and one 7 comment sheet was received and it was in support of the project.

8 Alternatives Public Workshop #2

9 After development of additional alternatives in the area around NW 87 Avenue and NW 103 10 Street (SIA 7) and refinement of the project alternatives, a second Alternatives Public Workshop 11 was held on March 26, 2014. The meeting presented the alternatives previously presented at 12 the first Alternatives Public Workshop as well as the additional alternatives developed, 13 including Alternative 7C and the impacts to Bernie Wilson Park. The meeting was informal and 14 utilized a true workshop format to better solicit feedback from interested parties on a one on 15 one basis. Thirteen (13) people attended the meeting and two comment sheets were received 16 and both were in support of the project. No negative comments were received.

17 Individual Meetings with Elected Officials

18 A meeting was held with the City of Hialeah Gardens Mayor, Yioset de la Cruz as well as the City 19 of Hialeah Gardens Public Works director, Joe Lopez. The purpose of the meeting was to 20 present to the City the alternatives developed for the project corridor and obtain feedback. Due 21 to the potential for alternative 7C to impact a few City of Hialeah Gardens properties, including 22 Bernie Wilson Park, City of Hialeah Gardens Police Department and the City Hall, Alternative 7C 23 was first presented at this meeting before being shown to the general public in order to gauge 24 their support or opposition to the proposed improvements. In general, the Mayor and Public 25 Works director expressed little opposition to the alternative and stated they are willing to work 26 with the Department in providing the necessary improvements. A second meeting was held 27 with Public Works director, Joe Lopez and Planning and Zoning Director, Mirtha Gonzalez, and 28 alternative 7C Modified was presented in order to obtain further feedback. Both Mr. Lopez and 29 Ms. Gonzalez were in favor of the project. A third meeting was held with the City of Hialeah 30 Gardens Mayor, Yioset de la Cruz as well as the City of Hialeah Gardens Public Works director, 31 Joe Lopez, the City of Hialeah Gardens Police Department Representative, Luis Diaz, and 32 Planning and Zoning Director, Mirtha Gonzalez where a potential City Resolution to support the 33 proposed action was discussed. Mayor de la Cruz stated that he agreed that the proposed 34 action was the best solution for the traffic issues in the area. A fourth meeting was held with 35 Mayor Yioset de la Cruz as well as the City of Hialeah Gardens Public Works director, Joe Lopez,

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-96

1 City of Hialeah Gardens attorney, other members of the City of Hialeah Gardens team as well as 2 the FDOT legal and Right-of-Way departments for the purpose of discussing the proposed 3 resolution as well as the necessary requirements in moving forward to provide mitigation for 4 Bernie Wilson Park. Finally a fifth meeting was held on September 23, 2015 with the Mayor and 5 City staff in which the City identified a specific vacant parcel which the city previously identified 6 as a suitable location for an open space/park use for the community. The Official with 7 Jurisdiction expressed their desire to pursue this parcel as the mitigation for the loss of Bernie 8 Wilson Park. FDOT agreed to work with the City in locating and securing a site that meets both 9 FDOT/FHWA and City requirements and needs for the replacement site. On December 1, 2015 10 the City of Hialeah Gardens City Council passed a resolution supporting the proposed action 11 and potential mitigation strategies. Meeting summaries for all meetings held as well as the 12 resolution passed by City Council are included in Attachment B.

13 Project Advisory Committee Meetings #3 and #4

14 PAC #3 was held on February 27, 2014. The purpose of the meeting was to present the 15 alternatives to the PAC members prior to the second Alternatives Public Workshop. At this 16 meeting Alternative 7C including the impacts to Bernie Wilson Park was presented. No negative 17 comments were received and PAC members were in support of all of the alternatives presented 18 including Alternative 7C (see Attachment B).

19 PAC #4 was held on February 3, 2015. The purpose of the meeting was to present to the PAC 20 members the recommended alternative prior to hosting the Public Hearing. This included 21 presentation of Alternative 7C Modified and its impacts to Bernie Wilson Park. No negative 22 comments were received and PAC members were in support of all of the alternatives presented 23 including Alternative 7C Modified (see Attachment B).

24 Public Hearing

25 The Public Hearing is currently scheduled for March 2016. This section will be updated after the 26 Public Hearing.

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-97

1 8 CONCLUSION 2 The results of the Alternative Selection Process that was performed as part of the PER prepared 3 for this study indicated that Alternative 7C Modified is the best alternative to address the needs 4 of the study area. However, Alternative 7C Modified directly converts approximately 0.35 5 hectares (0.87 acres) or 71 percent of Bernie Wilson Park for transportation development by 6 incorporation into the proposed realigned NW 103 Street, including the areas with playground 7 equipment, picnic tables, and shelter. Thus, a Programmatic Section 4(f) Evaluation was 8 performed in an attempt to develop an alternative that addresses the needs of the project 9 while avoiding or minimizing impacts to Bernie Wilson Park to the greatest extent possible.

10 An avoidance alternative is any alternative that would not require the use of any Section 4(f) 11 property. A feasible and prudent avoidance alternative does not cause other severe problems 12 of such a magnitude that substantially outweigh the importance of protecting Section 4(f) 13 properties. Although Alternatives 7A and 7B were previously eliminated during the analysis 14 performed in the PER, they were re-evaluated with more stringent criteria as Avoidance 15 Alternative 2, due to the fact that they avoid impacts to Bernie Wilson Park. In addition to the 16 No Build (Avoidance Alternative 1) and Alternatives 7A and 7B (Avoidance Alternative 2) four 17 (4) additional avoidance alternatives were developed and evaluated in order to determine the 18 best alternative that both addresses the purpose and need of the project and avoids impacts to 19 Bernie Wilson Park. The six (6) avoidance alternatives were evaluated in terms of how they 20 address the operational deficiencies and safety concerns as well as their impacts to the 21 environment and the community. The results of the evaluation of the avoidance alternatives 22 indicated that a feasible and prudent avoidance alternative does not exist. There are unique 23 problems or unusual factors involved in the utilization of alternatives that avoid Bernie Wilson 24 Park and the traffic operational, social, economic, or environmental impacts, as well as 25 community disruption resulting from such alternatives reach extraordinary magnitudes. Thus 26 Alternative 7C Modified was further evaluated to determine the best option to minimize harm 27 which may entail both alternative design modifications that reduce the amount of the Section 28 4(f) property used and mitigation measures that compensate for residual impacts. Although the 29 design modifications do continue to address the needs of the project, they are inferior options 30 (undesirable geometric alignment and typical section), they do not minimize harm enough and 31 they continue to impact the majority of the park as well as its main functions.

32 This project included planning and analysis to minimize impacts to Bernie Wilson Park resulting 33 from transportation use; however, it is not possible to impact only part of Bernie Wilson Park 34 and leave sufficient park land to maintain its recreational functions. Due to the constraints 35 imposed by existing development and lack of alternatives that meet the project purpose and 36 need, as well as coordination with the owner of the resource (the City of Hialeah Gardens),

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-98

1 FDOT preliminarily concludes that there are no feasible and prudent alternative to avoid the 2 use of land from Bernie Wilson Park for transportation development and the proposed action 3 includes all possible planning to minimize harm from such use.

4 The proposed mitigation would result in a Net Beneficial Use of Bernie Wilson Park for multiple 5 reasons, including increased size, improved access, and greater opportunity for future 6 enhancements. A new park at the potential mitigation sites could provide sufficient space for 7 recreation and still accommodate the amenities currently found at Bernie Wilson Park as well 8 as the nearby Brothers to the Rescue city monument, which is planned for relocation.

9 As detailed in the attached meeting minutes from the February 12, 2014, August 14, 2014, April 10 1, 2015, May 28, 2015 and September 23, 2015 meetings (Attachment B-2), the Mayor of 11 Hialeah Gardens, the City’s Director of Public Works and Director of Planning and Zoning all 12 stated that the new realigned NW 103 Street with the relocated Bernie Wilson Park to a nearby 13 mitigation site would be supported by the City of Hialeah Gardens. Furthermore, the City of 14 Hialeah Gardens City Council signed a City Resolution on December 1, 2015 supporting the 15 proposed action as well as the potential mitigation strategies.

16 As per the guidance provided by FHWA, this evaluation "ensures that the proposed action 17 includes all possible planning to minimize harm, includes appropriate mitigation measures, and 18 that the official(s) with jurisdiction have agreed in writing". Based on coordination with FHWA 19 and the City of Hialeah Gardens it has been determined that the potential mitigation strategies 20 would be able to accommodate the amenities of equal or greater value than are currently 21 provided at Bernie Wilson Park represents an enhancement of the function of the Section 4(f) 22 property when compared to the future do-nothing alternative and the present condition of the 23 Section 4(f) property, thus resulting in a Net Beneficial Use. The mitigation strategies are 24 contingent upon FHWA review and acquisition of the private properties required, if any.

Florida Department of Transportation, District VI Programmatic Section 4(f) Evaluation Page A-99 ATTACHMENT B

Coordination Documents

Includes Coordination with: B-1: Federal Highways Administration Coordination B-2: City of Hialeah Gardens Coordination B-3: South Florida Water Management District Coordination B-4: Project Advisory Committee Meeting Summary B-5: State Historic Preservation Officer Concurrence

Rob Myers

From: [email protected] Sent: Thursday, May 29, 2014 2:11 PM To: James, Steven C.; Wang, BaoYing; Castro, Joy Cc: [email protected] Subject: Section 4(f) DOA for Okeechobee Rd

FHWA has made the following Section 4(f) findings for the proposed Okeechobee Road PD&E study (FM #423251‐1‐22‐ 01):

1) It appears that the Hialeah Gardens Bernie Wilson Park qualifies as a Section 4(f) resource in that it is a public park, open to the public, and appears to be a significant recreational resource. The report indicates that the project is proposed to impact this protected Section 4(f) resource, therefore a Section 4(f) evaluation will be needed as part of the PD&E Study. Please coordinate with FDOT CEMO and FHWA regarding the format and content of this evaluation. 2) From the information provided, it appears that the Hialeah Gardens Linear Park has portions that are publicly owned, and portions in private ownership. While all of the linear park may function as a significant recreational resource, only that portion in public ownership is protected as a Section 4(f) resource. It appears that the project is not proposed to impact the portions of the park that are in public ownership (all north of NW 108th Street) and protected under Section 4(f), therefore, no Section 4(f) evaluation will be needed for this resource. Please confirm FHWA’s understanding regarding the areas of impact in the park from the project. If the project changes and areas in public ownership are proposed to be impacted, a Section 4(f) evaluation would be needed. 3) Hialeah Gardens Brothers to the Rescue Site has an FDOT recommended finding that the site, as previously determined by FHWA, is not a Section 4(f) resource. FHWA approves this FDOT recommended finding as stated on pages 35 and 36 of the report. 4) CERP properties – With the exception of the C‐9 and C‐11 Impoundment Recreational Sites that are not in the vicinity of the Okeechobee Road project, the CERP properties do not function as public recreation, refuge or historic resources, therefore, the CERP properties in the vicinity of the Okeechobee Road project would not be protected under Section 4(f). No additional 4(f) evaluation regarding the CERP property is needed, based on the information provided. FHWA approves the recommended finding by FDOT as stated on page 37 of the report.

Please retain these findings for the project records and coordinate with FHWA on future evaluations that are needed, as stated above.

Cathy Kendall, AICP Senior Environmental Specialist FHWA ‐ FL, PR and VI 545 John Knox Road, Suite 200 Tallahassee, FL 32303 (850) 553‐2225 [email protected]

1 Attachment B-1 Gabriela Garcia

From: [email protected] Sent: Tuesday, January 13, 2015 3:55 PM To: [email protected]; [email protected] Cc: Gabriela Garcia; [email protected]; [email protected]; [email protected] Subject: Okeechobee Rd 4f at Bernie Wilson Park Attachments: FHWA Comments to November 2014 Draft 4f.docx; Net Benefit Programmatic Template from PA.docx

Follow Up Flag: Follow up Due By: Wednesday, January 14, 2015 10:30 AM Flag Status: Flagged

As discussed today, based on the documentation that you have provided thus far, FHWA recommends proceeding using a Section 4(f) Net Benefit Programmatic Agreement. I have attached a sample template used in another Division office that might be helpful in documenting that each criterion in the agreement is met. I have also attached our comments to the previous draft evaluation for your consideration, based on feedback that I received internally at FHWA.

As you fill out the Net Benefit Programmatic Agreement documentation, please keep the attached comments we made to the previous draft evaluation in mind. Please use the information from the traffic studies and community impact assessment developed previously for the “remarks” section. If substantial, you could use an Appendix to refer to.

Please also confirm that the Net Benefit is the approach with which you wish to proceed so that I can then notify the DOI that we will be using a different process for this project, and their feedback is not required.

If you have any questions, please let me know.

Cathy Kendall, AICP Senior Environmental Specialist FHWA - FL, PR and VI 545 John Knox Road, Suite 200 Tallahassee, FL 32303 (850) 553-2225 [email protected]

1 Attachment B-1 Attachment B-2

Florida Department of Transportation District Six

Elected or Public Official Meeting Follow-up Summary

FORM SHOULD BE COMPLETED AND SENT BY E-MAIL TO DISTRICT SECRETARY, DIRECTORS AND PUBLIC INFORMATION OFFICER. IT SHOULD BE SUBMITTED THE SAME DAY OF THE MEETING (OR AT LATEST THE FOLLOWING MORNING).

Purpose of meeting: To coordinate on the US 27/SR 25/ Okeechobee Road PD&E Study (FM#423251-1-22-01)

Date/Time/Location of meeting: February 12, 2014, 10:00 AM City of Hialeah Gardens City Hall; 10001 NW 87 Avenue, Hialeah Gardens, Florida 33016

Elected or Public Official attendees: Mayor Yioset De La Cruz, mayor City of Hialeah Gardens

Other attendees: Jose Lopez, City of Hialeah Gardens Public Works Robert Lorezo, City of Hialeah Garden Bao-Ying Wang, FDOT Robert Linares, Metric Engineering Gabriela Garcia, Metric Engineering

Media involvement: none

Key items discussed: Mr. Linares described the project area and project limits. He explained that the project is currently in the PD&E phase. Mr. Linares then explained the proposed improvements at each intersection throughout the project corridor.

Mayor De La Cruz asked if the project corridor included Frontage Road. Mr. Linares explained that it did and that as part of the project the team is looking at providing bicycle lanes and sidewalks along Frontage Road. Mayor De La Cruz stated that he is opposed to bicycle lanes along frontage road because he does not feel it is safe due to the fact that vehicles travel at very high speeds along Frontage Road. He requested that the team look into providing a landscaped median to help reduce speeds and improve safety along Frontage Road. He stated that the City is willing to work with the Department to assist with funding for landscaping and improving Frontage Road and that they have previously requested those improvements from the Department. He also stated that there is a need for sidewalks along the north side of Frontage Road.

Attachment B-2 Mayor De La Cruz asked if there are any plans to connect the north leg of NW 107 Avenue to Okeechobee Road. He feels that it would help alleviate congestion at the other connections to Okeechobee Road within the City of Hialeah Gardens. Mr. Linares explained that there are no plans to connect NW 107 Avenue at this time.

Mr. Linares explained that there might be impacts to the NW 87 Avenue canal due to improvements along NW 87 Avenue that could potentially require shifting the canal further west impacting the existing western canal bank south of NW 108 Street. Mr. Linares inquired as to the ownership of the canal bank. He stated that just north of NW 108 Street along the canal bank there is a designated City of Hialeah Gardens linear park, Elisabeth Brotons Parks, (with benches, picnic tables, exercise equipment) and asked if there are similar plans for the canal bank south of NW 108 Street. Mr. Lopez explained that there are no plans to further improve that area. He explained that the City owns 25 feet along either side of NW 87 Place, however they were unsure of the ownership of the western canal bank south of NW 108 Street. He also stated that he believes the adjacent homeowners association of Garden Gate Condominiums maintains the western canal bank south of NW 108 Street, which currently features a sidewalk and landscaping.

Mr. Linares stated that a project advisory committee is being held February 27, 2014 and requested the attendance of Mr. Lopez. He agreed to attend. Mr. Linares also stated that the Alternatives Public Workshop will be held March 26.

Action items: The team will follow up with the City regarding the ownership of the eastern canal bank south of NW 108 Street.

Following the meeting, Mr. Lopez confirmed that the western canal bank of the NW 87 Avenue canal is not owned by the City of Hialeah Gardens but privately owned (Folio #'s 27-2033-043-0020 and 27-2033-049-0020).

Involvement needed from District Secretary or Directors: None

Other information / notes:

Attachment B-2

SUBJECT: Project Update for the City of Hialeah Gardens DATE & TIME: August 14, 2014 LOCATION: City of Hialeah Gardens City Hall

ATTENDEES: Joe Lopez (City of Hialeah Gardens, Public Works Director) Mirtha Gonzalez (City of Hialeah Gardens, Planning and Zoning Director) Robert Linares (Metric) Gabriela Garcia (Metric) Michael McCoy (Metric) Bao-Ying Wag (FDOT) Joy Castro (FDOT)

The following serves to summarize the issues discussed and the conclusions reached at the above referenced meeting:

• Mr. Linares gave the attendees an overview of the updates on the project alternatives; focusing on the improvements around NW 87 Avenue, NW 103 Street and Okeechobee Road, near the City of Hialeah Gardens City Hall. He explained the improvements and the changes including the Okeechobee Road third level elevated mainline instead of the depressed section as they had previously seen it. This elevated section will not impact the 15 foot culvert which currently crosses Okeechobee Road west of NW 103 Street and will also be less disruptive in terms of maintenance of traffic during construction. Mr. Linares then explained the impacts as a result of the proposed improvements. • Mr. Lopez asked if the Brother's to the Rescue monument is being impacted. Mr. Linares explained that the entire area would be impacted in the proposed conditions. Mr. Lopez explained that although pedestrian access is limited and difficult, it is an important resource for the community. • Mr. Lopez also explained that the City is currently investigating who is the rightful owner of the Brother's to the Rescue property. Contrary to FDOT's assertions, the City believes they are the rightful owners of the land. • Mr. Linares explained that the improvements propose to provide a new access road for the City of Hialeah Gardens City Hall through the currently vacant parcel behind (just east of) City Hall in order to facilitate the southbound egress from City Hall. Mr. Lopez and Ms. Gonzalez thought the access road to be a tremendous improvement for not only City Hall but also for the Miami Dade County Fire Station #28 (located at 8790 NW 103 Street, just north of City Hall). Mr. Lopez explained that

Attachment B-2 the fire station currently only has one driveway/access for the rescue truck bay and that they currently stop traffic along NW 87 Avenue in order to be able to back into the station. They have been requesting the City to provide an additional access for the truck bay. Mr. Lopez stated that a new access can be provided to the fire station truck bay to the proposed access road and they would be able pull in one side and drive out the other. He stated that it would be an ideal solution for the fire station. • Mr. Linares explained that the improvements also propose to straighten the alignment of NW 103 Street to create more separation between the intersections of NW 87th Avenue with Frontage Road and NW 103 Street. However, the realignment of NW 103 Street would impact the City of Hialeah Gardens Police Department parking as well as Bernie Wilson Park, a Section 4(f) resource. Mr. Lopez stated that a straight alignment of NW 103 Street is much more sensible and questioned why the curve was ever implemented in the first place. He stated that as long as the Department provides reasonable mitigation for both the Brother's to the Rescue Monument and Bernie Wilson Park, that the City of Hialeah Gardens will support the project. • Mr. Linares explained that the team is now going through the Section 4(f) Evaluation process and explained to the attendees that as part of the process, they have to prove to the Federal Highway Administration that there is no other prudent and feasible alternative other than the proposed improvements. The team is developing a number of avoidance alternatives in attempts to find a prudent solution that does not impact Bernie Wilson park. He explained all of the avoidance alternatives including maintaining the existing alignment of NW 103 Street, realigning NW 103 Street further north either over the C7 Canal or onto NW 106 Street. Mr. Lopez stated that he disagrees with maintaining the existing alignment and would like to see the full benefits of the improvements by the realignment of NW 103 Street. He also stated that although north of NW 103 Street, including NW 106 Street, is within the City of Hialeah, the City of Hialeah Gardens would support the City of Hialeah in opposing any alternative that uses NW 106 Street. He explained that NW 106 Street is a residential roadway and it would not be a prudent alternative.

Attachment B-2 • Mr. Linares explained some of the mitigation measures that the team has considered. He explained that there could be opportunities to improve upon another existing park or provide a new park on a City owned parcel. He also explained that the proposed access road bisects a large vacant parcel and isolates the remaining portion no longer allowing access to NW 103 Street. This could diminish the property value to a point where the entire land could be a total take. This can provide opportunities to relocate Bernie Wilson Park as well as the Brothers to the Rescue Monument onto one larger park facility that will be off the main road and close to City Hall. • Mr. Lopez and Ms. Gonzalez stated that they really like the idea of moving the park off of NW 103 Street which is a principal arterial; this is a much safer scenario. They stated that the park is heavily used and they would like to see mitigation of the park as close to the existing park as possible. They stated that they love the idea of utilizing the land behind City Hall. This would give them an opportunity to have one public complex with better access not only to the park but also for City Hall, the fire station and the police station. Ms. Gonzalez stated that the owners of the land will be applying to re-zone the land from commercial to high density residential. Mr. Lopez and Ms. Gonzalez did not offer any potential improvements to other existing parks or any other City parcels on which a new park can be provided. • Mr. Lopez expressed that the proposed improvements with mitigation for the park is a "win" scenario for the City of Hialeah Gardens, and is in support of the proposal. He stated that the proposed improvements will provide significant operational improvements and is a much safer condition with improved access. • Mr. Linares explained that the project is anticipated to go to Public Hearing in February 2015 and the last Project Advisory Committee will be held either early December or January. He encouraged a representative of the City to attend both meetings.

Metric Engineering will rely on these notes as the approved record of matters discussed and conclusions reached during this meeting unless contrary written notice is sent to the author within three (3) calendar days of receipt date.

Sincerely,

Robert Linares, P.E. Metric Engineering, Inc. Cc: 1.2101

Attachment B-2

Florida Department of Transportation District Six

Elected or Public Official Meeting Follow-up Summary

FORM SHOULD BE COMPLETED AND SENT BY E-MAIL TO DISTRICT SECRETARY, DIRECTORS AND PUBLIC INFORMATION OFFICER. IT SHOULD BE SUBMITTED THE SAME DAY OF THE MEETING (OR AT LATEST THE FOLLOWING MORNING).

Purpose of meeting: Update meeting with Mayor Yioset De La Cruz and City of Hialeah Gardens staff to discuss the Mayor’s concerns regarding the proposed flyovers in front of City Hall. FM# 423251-1-22-01

Date/Time/Location of meeting: Wednesday, April 1, 2015, 10:00 a.m.

Elected or Public Official attendees: Mayor Yioset De La Cruz, City of Hialeah Gardens Jose Lopez, Public Works Director, City of Hialeah Gardens Luis Diaz, City of Hialeah Gardens Police Department Robert Lorenzo, City of Hialeah Gardens Mirtha Gonzalez, Planning and Zoning Director, City of Hialeah Gardens

Other attendees: Bao Ying Wang, FDOT Project Manager Robert Linares, Metric Engineering Gabriela Garcia, Metric Engineering Alexandra Medina, MRG

Media involvement: N/A

Key items discussed: The project team met with the Mayor at his request to discuss the proposed flyover ramps from NW 103 Street to eastbound Okeechobee Road. The following notes reflect the issues that were discussed: • Mayor De La Cruz expressed his concern over the flyover from southbound NW 103 Street to eastbound Okeechobee Road. Mr. Linares noted that most of the traffic improvements to this specific area were based off the future connection of NW 87 Avenue. He added that this flyover is critical for impacting the high traffic volume at the intersection of NW 103 Street and Okeechobee Road, and is also important for the continuity of Frontage Road. Mr. Linares added that visually there would not be much of an impact since the flyover will be about the height of the City Hall building. He added that the green space that will be near the onramp to the flyover can be designed to include landscaping as well. • Mayor De La Cruz mentioned that he was concerned about the proximity of the flyover to City Hall and what that would mean for noise levels and overall quality of life. Mr. Linares said that

Attachment B-2 the team is currently conducting a noise evaluation for this area. If noise abatement is required the project team would need to discuss with the City the option of installing noise walls along the corridor to mitigate the noise impacts. • Mr. Lopez pointed out an area on the northwest corner of the canal to the north of NW 103 Street. He noted that this is a storage facility for the Police Department. He asked if the team is proposing removing that storage facility due to right of way impacts. Mr. Linares responded that the team has not had a conversation with the City or South Florida Water Management District (SFWMD) regarding impacting that facility. • Mr. Linares had pointed out that the Brothers to the Rescue monument currently located at the intersection of NW 103 Street, NW 87 Avenue and Frontage Road will be moved, along with the park located behind the Hialeah Gardens Police Department, to a vacant parcel located behind City Hall. This will allow NW 103 Street to be realigned to connect with NW 87 Avenue, and will allow for additional parking spaces at both the Police Department and the Fire Department. Mayor De La Cruz said he loved the idea of having both parks in one place so as to provide for additional parking. • Mayor De La Cruz asked about the previous alternative which was presented at the project team’s last meeting with him (Alternative 7C). This alternative proposed that Okeechobee Road be depressed under NW 87 Avenue. Mr. Linares pointed out that SFWMD was completely opposed to this alternative, primarily due to maintenance issues associated with the revised connection design. In addition the MOT associated with constructing a depressed section would result in severe impacts to the community. • Mayor De La Cruz asked about the parcel where the gas station currently sits (east of NW 87 Avenue, northwest of NW 103 Avenue and north of Frontage Road). He mentioned the City would be interested in an agreement from the property owner for the future FDOT-owned area in order to create some sort of pedestrian-friendly area or entrance feature. He mentioned that he wanted City staff to include verbiage about this item in the resolution which was requested by FDOT. Mr. Joe Lopez stated that the City may still be able to obtain the gateway/passive use area they are looking for without the need of obtaining a lease from FDOT. They would discuss internally their preferred course of action. • Overall, Mayor De La Cruz agreed that this was the best solution for the traffic issues at this intersection, but noted that he still had some concerns about noise levels, visibility and landscaping. Mayor De La Cruz stated that the project has many positive facets and that he would work towards obtaining council approval of the resolution supporting the project.

Action items: 1. Metric Engineering to forward Mr. Lorenzo a copy of the rendering for the proposed flyover 2. City of Hialeah Gardens to amend FDOT resolution to include language about providing an entrance feature or green space at the parcel near the flyover. 3. Project team to attend upcoming City Council meeting on Tuesday, April 7 to answer any potential questions about the project.

Involvement needed from District Secretary or Directors: N/A

Other information / notes: N/A

Attachment B-2

Florida Department of Transportation District Six

Elected or Public Official Meeting Follow-up Summary

FORM SHOULD BE COMPLETED AND SENT BY E-MAIL TO DISTRICT SECRETARY, DIRECTORS AND PUBLIC INFORMATION OFFICER. IT SHOULD BE SUBMITTED THE SAME DAY OF THE MEETING (OR AT LATEST THE FOLLOWING MORNING).

Purpose of meeting: Update meeting with Mayor Yioset De La Cruz, City of Hialeah Gardens staff and FDOT's legal and right- of-way staff to impacts to Bernie Wilson Park and potential mitigation options. FM# 423251-1-22-01

Date/Time/Location of meeting: Thursday, May 28, 2015, 11:00 a.m.

Elected or Public Official attendees: Mayor Yioset De La Cruz, City of Hialeah Gardens Joe Lopez, Public Works Director, City of Hialeah Gardens Robert Lorenzo, City of Hialeah Gardens Charles Citrin, City of Hialeah Gardens Eddy Gonzalez, City of Hialeah Gardens

Other attendees: Bao Ying Wang, FDOT Project Manager Robert Linares, Metric Engineering Gabriela Garcia, Metric Engineering Alicia Trujillo, FDOT Joy Castro, FDOT Javier Bustamante, FDOT

Media involvement: N/A

Key items discussed: The project team and FDOT staff met with the Mayor and City of Hialeah Gardens staff to discuss the impacts to Bernie Wilson Park and potential mitigation options. The following notes reflect the issues that were discussed: • Alicia Trujillo, FDOT Legal Department, explained that FDOT wants to be adequately prepared in case acquiring a property for the mitigation of Bernie Wilson Park leads to an eminent domain case due to an unwilling seller. She explained that FDOT does not typically acquire property for park mitigation. An eminent domain case would be much easier to try if the City assisted FDOT in establishing the appropriate need for a Park. • Mayor De La Cruz stated that FDOT needs to impact Bernie Wilson Park for a transportation use, thus FDOT should have necessity of a new park and that the mitigation is required for a

Attachment B-2 transportation use. • Ms. Trujillo explained that because this is an unusual circumstance for FDOT, the City may be required to first establish that a specific site has been determined by the City to be needed for a park. There may be certain conditions that the City needs to comply with in order to determine a specific site for the mitigation of Bernie Wilson Park. • Charles Citrin, the City of Hialeah Gardens Attorney, asked if the FDOT would compensate the City . • Ms. Trujillo explained that FDOT would be financially responsible for the impacts to Bernie Wilson Park either by giving the money to the City or by purchasing a property, trying an eminent case if it becomes necessary as well as for the construction of the replacement park. However, the City may need to assist with the process of determining the appropriate site and complying with any requirements that may be necessary. • Mayor De La Cruz stated that the City would be willing and available to assist and comply with any requirements necessary if eminent domain becomes necessary. • In regards to the City's request to lease FDOT surplus land after construction of the project, Ms. Trujillo explained that FDOT cannot commit to leasing a specific property to the City that FDOT currently does not own. However, FDOT will include language in the resolution that states that FDOT will allow the City to pursue a lease agreement with surplus land after the project has been completed without specific mention of any particular property. • FDOT will revise the resolution language and coordinate with Mr. Citrin, the City Attorney.

Action items: 1. FDOT will prepare a revised resolution and coordinate with the City Attorney.

Involvement needed from District Secretary or Directors: N/A

Other information / notes: N/A

Attachment B-2

Florida Department of Transportation District Six

Elected or Public Official Meeting Follow-up Summary

FORM SHOULD BE COMPLETED AND SENT BY E-MAIL TO DISTRICT SECRETARY, DIRECTORS AND PUBLIC INFORMATION OFFICER. IT SHOULD BE SUBMITTED THE SAME DAY OF THE MEETING (OR AT LATEST THE FOLLOWING MORNING).

Date/Time/Location of meeting: Wednesday, September 23, 2015, 10:30 a.m.

Elected or Public Official attendees: Mayor Yioset De La Cruz, City of Hialeah Gardens Robert Lorenzo, City of Hialeah Gardens Eddy Gonzalez, City of Hialeah Gardens Charles Citrin, City of Hialeah Gardens Eddy Gonzalez, City of Hialeah Gardens

Other attendees: Bao Ying Wang, FDOT Project Manager Carmen Ferreira, FDOT Harold Desdunes, FDOT Javier Bustamante, FDOT

Media involvement: N/A

Key items discussed: FDOT staff met with the Mayor and City of Hialeah Gardens staff to follow up the discussion on the impacts to Bernie Wilson Park and potential mitigation options. The following notes reflect the issues that were discussed: FDOT staff explained that FDOT provided an offer to the property owner of the Machado Property and did not have a willing seller. FDOT explained that the paperwork to purchase the Nunez Gas Station has been ongoing and FDOT anticipates to own that property soon. FDOT proposed to the City that the Nunez Gas Station could be another potential park mitigation site providing adequate size of the park relocation, better access, and parking spaces.

The City emphasized that the public uses the Park for Christmas party. The City has concern on potential insufficient number of parking spaces and the noise that may be generated from the flyover traffic.

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Attachment B-2

The City identified a vacant land adjacent to the Westland Gardens Park for mitigation site and requested FDOT to appraise and purchase the Bernie Wilson Park and so the City may use that money to secure a mitigation site at their will within five years.

FDOT expressed that FDOT will seek for FHWA’s advise based on the City’s request. FDOT explained that the future mitigation site will also need to be concurred by FDOT because FDOT will ensure the new site be able to provide a net benefit use of the park. FDOT stated that the five-years time frame will include the completion of park construction. FDOT will enter a Memorandum of Agreement with the City.

FDOT presented a flowchart to explain the steps and approximate project timeframe that each of the net benefit approach and Full Section 4(f) approach will take. FDOT explained that FDOT has prioritized the design segments within this PD&E project limit and construction scheduled for 2020 and 2021, and allocated the design funding in FDOT Work Program, the consultant acquisition process will happen in the next several months. The construction phase is not funded at this time; however, it is FDOT’s priority to allocate the construction funding as soon as funding becomes available. FDOT requested for continuation of the close coordination with the City.

Action items: 1. FDOT will appraise the park value, coordinate with FHWA for the City’s request on purchasing the Park, and revise City Resolution accordingly. FDOT will prepare a Memorandum of Agreement with the City

Involvement needed from District Secretary or Directors: N/A

Other information / notes: N/A

Page 2 of 2

Attachment B-2 Attachment B-2 Attachment B-2 Attachment B-2 SUBJECT: Coordination with SFWMD Miami Field Station DATE & TIME: April 17, 2014 LOCATION: SFWMD Miami Field Station

ATTENDEES: Robert Linares (Metric) Isabel Nayab (EAC) (phone) Gabriela Garcia (Metric) Rodney Devera (EAC) Frank Gomez (SFWMD) Jesus Carrasco (SFWMD) Andrew Wolf (SFWMD) Markelito Mathurin (SFWMD) Beverly Miller (SFWMD) Eduardo Lopez (SFWMD) Andrew Wolf (SFWMD)

The following serves to summarize the issues discussed and the conclusions reached at the above referenced meeting:

• Mr. Linares gave the attendees an overview of the project limits and the existing issues along the corridor. He also explained the different alternatives being considered at each location. He explained that currently, the alternatives propose three new bridge crossings over the C-6 (Miami) canal. Two of the new bridges will be located just east and west of NW 116 Way. The third will require removal of the existing bridges at NW 105 Way and the construction of a new bridge at NW 106 Street. He also explained that alternative at NW 87 Avenue will require the depression of Okeechobee Road under NW 87 Avenue, impacting the existing 180-inch culvert under Okeechobee Road which connects the C-6 and C-7 canals. • Beverly Miller stated that for any new bridge crossings over the Miami Canal they would want a free span with any new piles located outside of the canal R/W; no new piles in canal to allow for a free flow because things can get caught in the piles. She stated armored sheet piles are acceptable. • Relocation of the existing 180 inch culvert under Okeechobee Road would require to undergo the USACE 408 review process which can take 2-4 years. The relocation option would also require approval from the SFWMD Operations and Maintenance Office. • SFWMD states that they do not have a lot of R/W along canal banks and are in need of staging areas and clear access points at existing and future canal crossings.

Attachment B-3

• The C-7 extension has a 130 foot R/W. The C-7 Control Structure (G-72) at the NW 87 Avenue crossing is used to pull water either from the C-7 canal to the C-6 canal or from the C-6 canal to the C-7 canal. • Mr. Linares stated that some potential scenarios for the culvert relocation is to replace the existing culvert with multiple smaller culverts or divert the water further west along the existing Frontage Road alignment (to be removed in the build alternative) and diagonally under Okeechobee Road. • Replacing the 180-inch culvert with multiple smaller culverts would not be the ideal situation for SFWMD. The C-6 and C-7 canal connection is critical for flood protection of the area and flow cannot be restricted at all for any period of time. The current situation at the C-6 and C-7 canal connection operates well, but not ideal. Also, diverting the water west along Frontage Road would require two additional turns in the canal which might not get approval from the Operations and Maintenance Office. • Extending the C-7 canal in a straight alignment to C-6 would be the ideal scenario for SFWMD; however that would require impacting an existing multifamily apartment complex. • The C-7 Control Structure at the NW 87 Avenue crossing is made up of four 72 inch culverts, each approximately 75 feet in length, that are currently in poor condition and the City of Hialeah Gardens has been wanting to repair or replace. The City of Hialeah Gardens director of Public Works has been coordinating with SFWMD for a number of years on this issue. SFWMD would like to see that this structure is replaced with a bridge. • Mr. Linares asked if the SFWMD would consider extending the C-7 canal into Frontage Road (to be removed in the build alternative in the area), providing access and staging areas for cranes, etc., replacing the NW 87 Avenue culverts with a bridge, replacing the 180-inch culvert with multiple smaller culverts and moving the existing water control structure to the new culverts at Okeechobee Road. They stated that that is an option that the Operations and Maintenance office might consider. • SFWMD district requested that the project team develop a few different alternatives for the relocation of the existing culvert under Okeechobee Road so that they can be presented to the Operations and Maintenance Office for preliminary review.

Attachment B-3

• Ms. Miller provided the R/W maps for the C-7 extension as well as the information for the existing Structure 26 ( located at the NW 36th Street crossing of the C-6 canal), Structure 27 (located in the City of Miami near the mouth of C-7 about 700 feet from the shore of Biscayne Bay) and C-7 Control Structure (G-72) (located beneath NW 87th Avenue). She stated that they do not have any R/W information for the C-6 canal. She will send the design sections along C-6 canal and look for information on more water structures along C-6 and C-7 canals. She stated that Miami-Dade DERM might have done studies at the C-7 canal and they might have additional information.

FOLLOW-UP ITEMS

• Metric o Prepare alternatives for the culvert relocation to present to the Operations and Maintenance Office • SFWMD o Send design section along C-6 canal and additional water control structure information

Sincerely,

Robert Linares, P.E. Metric Engineering, Inc. Cc: 1.2101

Attachment B-3 Attachment B-3 Attachment B-3 State Road (SR) 25/US 27/Okeechobee Road Project Development and Environment (PD&E) Study From SR 997/Krome Avenue to NW 79th Avenue

Project Name Meeting Date and Time Okeechobee Road PD&E Study February 27, 2014, 6 to 8 p.m.

Purpose of Meeting Location Project Advisory Committee (PAC) Westland Gardens Park Meeting #3 13501 NW 107 Avenue, Hialeah Gardens FL 33018

In Attendance:  Bao‐Ying Wang, Project Manager, Florida Department of Transportation, District Six  Joy Castro, Environmental Engineer, Florida Department of Transportation, District Six  Robert Linares, Consultant Project Manager, Metric Engineering, Inc.  Carlos Rodriguez, Project Engineer, Metric Engineering, Inc.  Gabriela Garcia, Metric Engineering, Inc.  Marilyn Marrero, Media Relations Group, LLC  Alexandra Medina, Media Relations Group, LLC  Luis Figueiras, Community Manager, Samari Lake East Condominium Association, PAC Member  Vivian Muñoz, Hialeah Gardens resident, PAC Member  Jorge Soto, Assistant Director of Utilities, Town of Medley, PAC Member  Jorge Corzo, Town Engineer, Town of Medley, PAC Member  Mario Dumas, FedEx Freight, PAC Member  Robert Hamblin, Account Manager, Cemex, PAC Member  Diego Castro, Operations Manager, Cemex, PAC Member  Muhammad Khan, Environmental Manager, Titan America, PAC Member

The following notes represent the key topics, action items and questions identified throughout the meeting.

1. Bao‐Ying Wang welcomed everyone, introduced herself and asked everyone in the room to introduce themselves before officially starting the meeting.

2. Robert Linares began by recapping what a Project Development and Environment (PD&E) Study entails and discussed the key component at this phase, which is public input. He added that the project had been on hold to include other areas in the project study needing further analysis. Because so much time passed and there were changes to the scope of the project, a second Alternatives Public Workshop will be held on March 26 to get more input from the community. He presented the new alternatives that have been developed since the last PAC meeting in 2013 (presentation of alternatives aided by a Powerpoint presentation). a. Mr. Linares provided a recap of the project and its limits, as well as a description of the project area and importance of the Frontage Road and NW South River Drive. b. Luis Figueiras asked about the impact of the new Panama Canal on the traffic in the area, since it is a predominantly industrial neighborhood. Mr. Linares explained how projections are developed based on the year 2040. He stated that much of that cargo is expected to

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Attachment B-4 State Road (SR) 25/US 27/Okeechobee Road Project Development and Environment (PD&E) Study From SR 997/Krome Avenue to NW 79th Avenue

come to warehouses in the Medley area, so it is important to keep in mind for future planning. 3. Robert Linares discussed the engineering analysis process, and described the Segmental Improvement Areas (SIA) that the team used to break up the major segments of the project. He explained the differences between the areas east and west of the Turnpike corridor (the corridor is largely agricultural west of the Turnpike). a. Mr. Linares noted that acceleration and deceleration lanes will be added wherever possible in the area west of the Turnpike, and they will also be improving the turning radius for trucks. b. Mr. Linares stated that one alternative is closing NW 127 Avenue and allowing access at NW 129 Avenue. Vivan Munoz mentioned some local residents may not be happy if they access their home through that street. c. Mr. Linares discussed the improvements related to the HEFT Widening project as well as the Miami‐Dade Expressway Authority’s Gratigny West extension (eventually to be extended to I‐95), as well as a potential truck stop being developed in that area. d. Mr. Linares stated that NW South River Drive is not an FDOT road, but some analysis is also being done as part of this project to help the Town of Medley. 4. Mr. Linares discussed the alternatives at SIA 6 (the Hialeah Gardens Boulevard area). Mr. Linares noted that the area near Hialeah Gardens Boulevard has a tremendous amount of traffic. Both alternatives shown offer grade separation of Okeechobee Road over NW 116 Way. a. He explained that Alternative B provides a series of braided ramps to Frontage Road that provide access to NW 116 Way which have potential impacts to local access for businesses along the frontage roads. b. He explained that Alternative D provides new ramps to/from Frontage Road and NW S River Drive in order to access NW 116 Way that serve as a diamond interchange. In addition, a left turn flyover from SB NW 116 Avenue to EB Okeechobee Road is being proposed. c. Mr. Figueiras noted that there is increased traffic at NW 87 Avenue, Hialeah Gardens Boulevard and NW 178 Street due to a huge Lennar project at NW 178 Street and I‐75. Mr. Linares noted that the project team is working with the Town of Medley to discuss possible alternatives. 5. Mr. Figueiras said there is a new warehouse facility being built right now in Medley near NW 107 Avenue and Hialeah Gardens Boulevard, which would house all duty‐free merchandise for cruise lines and airport sales. 6. Mr. Linares discussed SIA 7 (the area near NW 87 Avenue, NW 103 Street and Okeechobee Road), which is one of the more challenging segments in the project due to the high levels of traffic that use that area regularly. a. He discussed that as part of a separate project, the FDOT will be connecting NW 87 Avenue across the Miami Canal to Okeechobee Road. This new connection will cause increased traffic in the area because it will be an important north/south facility that right now doesn’t exist. i. Ms. Munoz said this would bring more traffic to the area and will negatively impact many people, since there are important facilities there such as City of Hialeah Gardens City Hall, the Police Department and the Fire Department. Mr. Linares said that when running the traffic simulations, the team could see potential gridlock when this occurs. 5/4/2014 Page 2 of 3

Attachment B-4 State Road (SR) 25/US 27/Okeechobee Road Project Development and Environment (PD&E) Study From SR 997/Krome Avenue to NW 79th Avenue

ii. He noted that some of the preliminary alternatives that were developed had drastic right of way impacts to the surrounding residential neighborhoods and businesses. He explained that Alternative C is currently the most viable option. This alternative provides the tunneling of Okeechobee Road under the intersection of NW 87 Avenue. NW 103 Street would be realigned further north, impacting the City of Hialeah Gardens Bernie Wilson Park. He added that the team is working with the City of Hialeah Gardens to mitigate the impacts. This alternative would maintain the continuity of Frontage Road, which is important to the local community. iii. Mr. Linares added that the small strip mall between Okeechobee Road and NW 103 Street at NW 87 Avenue would result in a total take of the property as a result of access impacts from this alternative. b. Mr. Linares stated that SIA 8 (the area of NW 95 Street) is also very problematic due to the huge traffic increases from recent developments (BJ’s, Wal Mart, etc). Improvements in the area include capacity improvements along Okeechobee Road and at the intersections of NW 95 Street and NW 79 Avenue. He noted that at the previous PAC meeting, Mr. Miguel Haddad had requested a new connection onto Okeechobee Road from the Frontage Road. Although a full connection cannot be provided safely, the improvements in this area will provide a right‐out to WB Okeechobee Road from the Frontage Road. 7. Mr. Linares discussed some of the other projects in the area which are starting construction soon: a. Palmetto Express Lanes b. I‐75 Express 8. Mr. Linares reviewed the Public Involvement schedule for the project: a. The next step is the second Alternatives Public Workshop on March 26, 2014 b. Next PAC Meeting will be held August 2014 c. Public Hearing tentatively scheduled for September 2014 i. He explained that this hearing will include formal presentations, recommendations, and give the public the opportunity to comment. ii. After this, the project team will submit all documentation and seek LDCA. d. He noted that the project team is coming up with cost estimates for FHWA, and then a phasing plan will be developed in terms of: i. Need‐ Where to focus first ii. Cost‐ Some areas that can be quickly and cost‐effectively addressed 9. Mr. Linares reviewed some of the comments and requests which were addressed from the previous PAC meeting, along with the project team’s responses/progress to those items. He thanked the PAC members for their time.

Action Items No action items came up at the meeting.

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Attachment B-4 Attachment B-5 Attachment B-5 Attachment B-5 ATTACHMENT C

Glossary of Terms

1 GLOSSARY OF TERMS

2 Conflict Point – Point at which a roadway user can cross, merge or diverge with another 3 roadway user.

5 Dilemma Zone – The area approaching a signalized intersection during the yellow interval 6 where drivers are forced to make a decision whether to stop or continue through the 7 intersection. This area is associated with a high crash potential especially for rear-end (if the 8 decision is made to stop) or angle crash (if the decision is made to go through the intersection).

10 Level of Service (LOS) – A quantitative stratification of a performance measure or measure that 11 represent quality of service, measured on a A-F scale, with LOS A representing the best 12 operating conditions from a traveler’s perspective and LOS F the worst.

14 Adopted LOS – Level of service standard set for transportation concurrency by the officials with 15 jurisdiction.

17 Network – The analyzed network includes the intersections of NW 87 Avenue at NW S River 18 Drive, Okeechobee Road, Frontage Road, NW 103 Street and NW 106 Street. Under Avoidance 19 Alternatives 5 and 6, the required C-7 Canal crossing intersections are also included in the 20 network.

22 Total Delay – Total Delay (control delay + queue delay) per vehicle multiplied by the number of 23 vehicles in the network/zone in one hour.

25 Volume-to-capacity (v/c) Ratio – The ratio of vehicular flow rate to capacity for a system 26 element (e.g. lane group).

28 Unserved Vehicles – Number of vehicles over the capacity of the network.

29 Florida Department of Transportation, District VI Draft Section 4(f) Evaluation

ATTACHMENT D

Property Information and Zoning

Miami‐Dade Property Appraiser ‐ Bernie Wilson Park Miami‐Dade Property Appraiser ‐ Hialeah Gardens Linear Park (south of NW 108th St.)

City of Hialeah Gardens Website – Parks and Recreation

Hialeah Gardens Zoning Map – South District

Bernie Wilson Park Hialeah Gardens Zoning Map – Central District

Linear Park ATTACHMENT E

Analytical Hierarchy Process (AHP) Results

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Model Name: SIA 7REV

Treeview

Goal: Determine Preferred Corridor Engineering (L: .410) Environmental (L: .230) Socio-Economic (L: .200) Cost (L: .160)

Cluster view

Engineer Socio-Ec Environm Cost Traffic Hurrican Noise Im R/W Safety Aestheti Parks an Construc Multimod Controve Contamin Connecti Wildlife Access C Water Qu

Alternatives

Alternative 7B .235 Alternative 7C .263 Alternative 7A .231 Alternative 7C Modified .271

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Data Grid

Pairwise Pairwise Pairwise Pairwise Pairwise Pairwise Engineer Engineer Engineer Engineer Engineer Environm Traffic Safety Multimodal ConnectivityAccess Noise Alternative Service (L: .268) Implication Considerati Impacts (L: .268) (L: .146) (L: .129) (L: .146) (L: .171) Alternative 7B .27 .21 .51 .21 .44 1.00 Alternative 7C .74 .46 .91 .45 1.00 1.00 Alternative 3 .45 1.00 .69 1.00 1.00 Alternative 4 .45 1.00 .69 1.00 1.00 Alternative 7D .88 .55 1.00 .97 1.00 1.00 Alternative 7A .11 .12 .44 .12 .44 1.00 Alternative 7C 1.00 .55 1.00 .56 1.00 1.00

Pairwise Pairwise Pairwise Pairwise Pairwise Pairwise Environm Environm Environm Environm Socio-Ec Socio-Ec Parks and Contaminat Wildlife Water Hurricane Aesthetic/V Alternative Public and Quality Evacuation/Impacts Space (L: .242) Habitat (L: .173) Service (L: .300) (L: .326) (L: .129) (L: .300) Alternative 7B 1.00 .44 1.00 1.00 .28 1.00 Alternative 7C .22 .44 .44 .44 .65 .58 Alternative 3 .47 .11 .77 Alternative 4 .22 .87 .77 Alternative 7D .22 .44 .44 .44 1.00 .23 Alternative 7A .99 1.00 1.00 1.00 .27 .50 Alternative 7C .22 .44 .44 .44 .61 .23

Pairwise Pairwise Pairwise Socio-Ec Cost Cost ControversyR/W Constructio Alternative Potential (L: .500) (L: .400) (L: .500)

Alternative 7B 1.00 .30 .95 Alternative 7C .44 .50 .47 Alternative 3 .09 .44 Alternative 4 1.00 1.00 Alternative 7D .21 .15 .16 Alternative 7A 1.00 .77 .57 Alternative 7C .44 .34 .57

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Priority Graphs

Priorities with respect to: Goal: Determine Preferred Corridor

Engineering .410 Environmental .230 Socio-Economic .200 Cost .160 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Engineering

Traffic Service .268 Safety .268 Multimodal Implications .146 Connectivity .146 Access Considerations .171 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Engineering >Traffic Service

Alternative 7B .095 Alternative 7C .393 Alternative 7A .052 Alternative 7C Modified .460 Inconsistency = 0.01 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Engineering >Safety

Alternative 7B .091 Alternative 7C .409 Alternative 7A .091 Alternative 7C Modified .409 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Engineering >Multimodal Implications

Alternative 7B .154 Alternative 7C .346 Alternative 7A .154 Alternative 7C Modified .346 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Engineering >Connectivity

Alternative 7B .091 Alternative 7C .409 Alternative 7A .091 Alternative 7C Modified .409 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Engineering >Access Considerations

Alternative 7B .154 Alternative 7C .346 Alternative 7A .154 Alternative 7C Modified .346 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Environmental

Noise Impacts .129 Parks and Public Space .326 Contamination .242 Wildlife and Habitat .129 Water Quality .173 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Environmental >Noise Impacts

Alternative 7B .250 Alternative 7C .250 Alternative 7A .250 Alternative 7C Modified .250 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Environmental >Parks and Public Space

Alternative 7B .409 Alternative 7C .091 Alternative 7A .409 Alternative 7C Modified .091 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Environmental >Contamination

Alternative 7B .190 Alternative 7C .190 Alternative 7A .429 Alternative 7C Modified .190 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Environmental >Wildlife and Habitat

Alternative 7B .346 Alternative 7C .154 Alternative 7A .346 Alternative 7C Modified .154 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Environmental >Water Quality

Alternative 7B .346 Alternative 7C .154 Alternative 7A .346 Alternative 7C Modified .154 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Socio-Economic

Hurricane Evacuation/Emergency Service .300 Aesthetic/Visual Impacts .300 Controversy Potential .400 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Socio-Economic >Hurricane Evacuation/Emerg...

Alternative 7B .154 Alternative 7C .346 Alternative 7A .154 Alternative 7C Modified .346 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Socio-Economic >Aesthetic/Visual Impacts

Alternative 7B .471 Alternative 7C .215 Alternative 7A .215 Alternative 7C Modified .099 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Socio-Economic >Controversy Potential

Alternative 7B .346 Alternative 7C .154 Alternative 7A .346 Alternative 7C Modified .154 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Cost

R/W .500 Construction .500 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Cost >R/W

Alternative 7B .190 Alternative 7C .190 Alternative 7A .429 Alternative 7C Modified .190 Inconsistency = 0.00 with 0 missing judgments.

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Priorities with respect to: Goal: Determine Preferred Corridor >Cost >Construction

Alternative 7B .471 Alternative 7C .099 Alternative 7A .215 Alternative 7C Modified .215 Inconsistency = 0.00 with 0 missing judgments.

Synthesis: Summary

Synthesis with respect to: Goal: Determine Preferred Corridor Overall Inconsistency = .00

Alternative 7B .235 Alternative 7C .263 Alternative 7A .231 Alternative 7C Modified .271

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ATTACHMENT F

Traffic and Safety Data

 Appendix F1: LOS, Delay and Queue Summary Table of all Avoidance Alternatives  Appendix F2: Proposed Action o Synchro Reports o Intersection Conflict Points o Queuing Graphic  Appendix F3: Avoidance Alternative 1 o Synchro Reports o Intersection Conflict Points o Queuing Graphic  Appendix F4: Avoidance Alternative 2 o Synchro Reports o Intersection Conflict Points o Queuing Graphic  Appendix F5: Avoidance Alternative 3 o Synchro Reports o Intersection Conflict Points o Queuing Graphic  Appendix F6: Avoidance Alternative 4 o Circuitous Routes o Businesses along NW 103 Street  Appendix F7: Avoidance Alternative 5 o Synchro Reports o Intersection Conflict Points o Circuitous Routes o Queuing Graphic  Appendix F8: Avoidance Alternative 6 o Synchro Reports o Intersection Conflict Points o Circuitous Routes o Queuing Graphic

ATTACHMENT F1 LOS, Delay and Queue Summary Table of all Avoidance Alternatives

Analysis Scenario: 2040 AM Proposed Avoid Alt. 1Avoid Alt. 2Avoid Alt. 3 Avoid Alt. 5Avoid Alt. 6 95th % 95th % 95th % 95th % 95th % 95th % LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay SIA Intersection Movement Queue Queue Queue Queue Queue Queue LT ‐‐ ‐ F 492.2 m#1092 F 470.1 #1861 ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ NB TH E 64.4 #451 F 112.2 m410 F 106.3 #769 D 47.8 m317 ‐‐ ‐A1.030 RT B 16.5 363 E 73.3 m688 E 56.1 #773 C 23.6 m196 ‐‐ ‐A 3.8 126 LT F 86.1 #374 F 513.4 #1390 F 449.7 #1428 E 57.9 #322 ‐‐ ‐A8.0m13 SB TH C 25.7 422 F 454.4 #1223 F 349.5 #1211 B 19.4 76 ‐‐ ‐A0.0m0 RT A 5.4 0 F 357.2 #1554 F 267.2 #1596 ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ NW 87 AVENUE & LT ‐‐ ‐ E 65.4 m80 C 34.7 m34 ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ NW 103 STREET EB* TH ‐‐ ‐ E 78.9 m186 F 148.2 m#457 ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ RT ‐‐ ‐ A 3.9 m1 C 23.5 m178 ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ LT E 62.5 #657 F 481.3 m#1209 F 453.4 #1849 D 44.7 632 ‐‐ ‐‐‐‐ WB TH ‐‐ ‐ F 378.4 m#1480 F 385.8 #2030 ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ RT A 5.2 80 C 31.5 m277 D 41.8 217 A 5.8 102 ‐‐ ‐‐‐‐ Overall D 38.4 ‐ F 310.1 ‐ F 286.2 ‐ D 37.3 ‐‐‐ ‐A2.1 ‐ LT ‐‐ ‐ F 292.1 m#536 F 318.1 m#507 ‐‐ ‐ ‐ ‐ ‐‐‐ ‐ NB TH E 74.1 #360 F 101.8 m#512 F 83.3 m522 F 91.5 #434 E 74.1 #360 F 90.3 #434 RT A 404.0 180 ‐ ‐ ‐ ‐ ‐ ‐ A 444.4 209 A 404.0 180 A 444.4 143 LT ‐‐ ‐ F 271.3 #834 F 110.4 #835 F 278.8 m#620 ‐‐ ‐‐‐ ‐ SB TH F 80.8 m#477 F 243.9 #1221 F 218.3 #1201 F 97.3 m#647 F 81.4 m#477 F 86.2 m540 RT B 10.4 m120 ‐‐ ‐ ‐‐ ‐ C 25.7 m279 B 10.2 m111 B 15.3 m160 NW 87 AVENUE & LT D 48.6 #480 F 342.9 m#910 F 276.4 m#931 F 220.4 #736 D 48.6 #480 D 49.9 508 OKEECHOBEE ROAD EB TH ‐‐ ‐ F 174.9 m#924 D 51.3 m175 ‐‐ ‐ ‐ ‐ ‐‐‐ ‐ RT F 233.1 #923 F 86.3 m427 F 108.4 m#976 F 225.0 #882 F 233.1 #923 F 212.0 #1047 LT F 131.7 #111 F 183.6 m#194 E 63.3 132 F 211.6 #131 F 131.7 #111 F 211.6 #131 WB TH ‐‐ ‐ D 43.4 202 E 58.7 61 ‐‐ ‐ ‐ ‐ ‐‐‐ ‐ RT A 1.6 51 E 79.9 #552 F 239.0 #734 A 0.6 0 A 1.6 51 A 0.6 0 Overall E 74.4 ‐ F 184.0 ‐ F 131.8 ‐ F 122.2 ‐ E 74.5 ‐ E 77.9 ‐ LT ‐‐ ‐‐‐ ‐‐‐ ‐ ‐ ‐‐‐ ‐‐‐ ‐ NB TH A 5.2 m52 F 166.3 m#842 A 0.6 m0 E 55.7 m78 A 5.2 m52 A 7.5 m83 RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐‐‐ ‐ LT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐‐‐ ‐ SB TH B 13.4 m197 A 0.9 m0 A 0.1 m0 A 8.7 152 B 19.2 m265 D 35.5 365 RT A1.8m2‐‐ ‐ ‐‐ ‐ A 1.9 m4 A 3.4 m5 A 3.0 23 NW 87 AVENUE & LT E 78.4 #138 ‐‐ ‐ ‐‐ ‐ F 206.6 #221 E 78.4 #138 C 29.5 m62 FRONTAGE ROAD EB* TH F 244.5 #987 ‐‐ ‐ ‐‐ ‐ F 332.5 #1188 F 244.5 #987 F 197.2 m#432 RT ‐‐ ‐‐‐ ‐ ‐‐ ‐ ‐‐ ‐‐‐ ‐‐‐ ‐ LT ‐‐ ‐‐‐ ‐ ‐‐ ‐ ‐‐ ‐‐‐ ‐‐‐ ‐ WB TH D 48.4 #442 ‐‐ ‐ ‐‐ ‐ E 74.8 #544 D 48.4 #442 D 52.7 452 RT A 0.6 4 E 76.1 #365 E 61.1 273 A 0.4 0 A 0.6 4 A 0.4 0 Overall D 42.4 ‐‐‐ ‐A5.3 ‐ E 73.9 ‐ D 44.1 ‐ D 42.9 ‐ 7 LT F 92.2 #319 F 146.4 #403 F 213.6 #491 E 75.5 #372 F 92.2 #319 E 75.5 #372 NB TH D 37.2 390 F 91.3 #1210 F 93.2 #1407 D 39.5 452 D 37.2 390 D 39.8 452 RT ‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ LT D 42.2 m133 F 89.7 m125 F 141.4 m254 E 67.8 m137 D 41.9 m133 E 66.5 m170 SB TH E 75.2 m441 E 71.2 m131 E 60.5 m362 E 69.1 m438 E 74.9 m440 F 80.4 m569 RT ‐‐ ‐A0.1 0A2.0m5‐‐ ‐‐‐ ‐‐‐ ‐ NW 87 AVENUE & LT C 30.0 38 F 162.3 #123 F 224.7 #152 D 38.5 42 C 30.0 38 D 39.7 46 SOUTH RIVER DRIVE EB* TH D 41.4 317 E 61.8 364 E 73.3 433 D 48.4 350 D 41.4 317 D 48.4 350 RT A 0.4 0 A 10.0 40 B 14.0 51 A 1.2 6 A 0.4 0 A 1.2 6 LT C 27.1 16 D 43.3 m15 D 51.0 23 C 33.7 18 C 27.1 16 D 37.0 19 WB TH F 85.5 #583 F 118.2 #670 F 150.1 #794 F 99.1 #632 F 85.5 #583 F 99.1 #632 RT B 16.1 119 D 35.2 247 D 48.2 347 C 20.8 146 B 16.1 119 C 20.1 143 Overall E 59.1 ‐ F 82.1 ‐ F 88.3 ‐ E 59.7 ‐ E 58.9 ‐ E 64.4 ‐ LT ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ NB TH ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ D 49.2 #405 D 41.2 #661 RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ B 11.0 839.0 A 0.4 0.0 LT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ D 54.5 #301 E 72.8 #288 SB TH ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ D 50.2 #779 E 72.5 #1089 RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ NW 87 AVENUE & LT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ NW 106 Street EB* TH ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ B 12.3 85 B 17.6 109 LT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ D 40.3 #625 E 73.2 #767 WB TH ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ B 14.4 #524 D 52.6 #389 Overall ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ D 36.7 ‐ E 63.3 ‐ LT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ B 18.9 545 B 12.2 500 NB TH ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ LT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ SB TH ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ NW 106 Street RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ Connector & NW 106 LT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ Street EB TH ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ E 56.4 m347 D 50.5 m121 RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ A1.8m26‐‐ ‐ LT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ WB TH ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ D 43.6 260 E 68.0 327 RT ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐‐ ‐ Overall ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ B 16.9 ‐ C 21.4 ‐

Degraded operational results as compared to the proposed action

*EB leg offset from intersection interesection north of the SB to EB flyover # 95th percentile volume exceeds capacity, queue may be longer m Volume for 95th percentile queue is metered by upstream signal Analysis Scenario: 2040 PM Proposed Avoid Alt. 1Avoid Alt. 2Avoid Alt. 3Avoid Alt. 5 Avoid Alt. 6 95th % 95th % 95th % 95th % 95th % 95th % LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay SIA Intersection Movement Queue Queue Queue Queue Queue Queue LT ‐‐ ‐ F 412.6 m#1825 F 499.9 m#2191 ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ NB TH E 69.1 m#748 F 162.8 m#1217 F 192.8 m#1447 F 84.2 #565 ‐‐ ‐A1.1m33 RT D 51.1 m#514 E 111.9 m#826 E 92.0 m#933 D 53.2 #927 ‐‐ ‐B 14.5 m171 LT F 118.5 #335 F 403.1 #921 F 454.9 #877 F 110.0 #180 ‐‐ ‐D 44.7 m128 SB TH B 18.1 250 F 358.3 #991 F 346.5 #1094 B 11.3 55 ‐‐ ‐A0.1m0 RT A 2.0 0 F 49.1 #365 D 53.0 309 ‐‐ ‐‐‐ ‐ ‐ ‐ ‐ NW 87 AVENUE & LT ‐‐ ‐ F 318.1 m#446 F 384.3 m#356 ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ NW 103 STREET EB* TH ‐‐ ‐ F 137.7 m#440 F 328.2 m#774 ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ RT ‐‐ ‐ C 21.9 m213 D 41.4 m79 ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ LT E 77.9 #703 F 380.7 #1079 F 475.2 #1372 D 41.0 #412 ‐‐ ‐‐‐ ‐ WB TH ‐‐ ‐ F 168.2 #970 F 235.3 #1365 ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ RT D 38.8 #543 F 146.0 #923 F 108.7 #735 D 39.5 #438 ‐‐ ‐‐‐ ‐ Overall D 54.4 ‐ F 230.4 ‐ F 281.0 ‐ E 60.2 ‐‐ ‐ ‐A7.0 ‐ LT ‐‐ ‐ F 440.7 m#509 F 289.6 m260 ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ NB TH F 105. 2 #675 F 344. 5 m#873 F 239. 3 m#850 F 163. 0 #724 F 103. 4 #674 F 120. 3 #665 RT A0.5 0‐‐ ‐‐‐ ‐A 0.7 m0 A 0.7 m0 A 0.7 m0 LT ‐‐ ‐ F 197.8 #723 F 121.5 #741 F 244.5 m#558 ‐‐ ‐‐‐ ‐ SB TH E 63.4 m270 F 93.3 #786 F 107.5 562 E 72.6 m330 E 61.6 m232 C 28.8 m234 RT A6.3m82‐‐ ‐‐‐ ‐A 8.3 m55 A 4.3 m15 A 4.2 m23 NW 87 AVENUE & LT F 122.9 #821 F 474.9 m#1153 F 125.7 #1103 F 335.5 #982 F 124.1 #821 F 131.6 #784 OKEECHOBEE ROAD EB TH ‐‐ ‐ D 41.3 m488 C 34.5 m83 ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ RT F 193.0 #994 B 19.5 m167 F 86.0 #1222 F 148.8 #773 F 194.0 #994 F 225.5 #938 LT F 103.2 #64 E 64.0 #122 C 30.7 86 F 103.2 #64 F 103.2 #64 F 202.5 #59 WB TH ‐‐ ‐F 93.0 #585 D 36.2 100 ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ RT A 3.3 0 F 318.8 #1254 F 199.4 #1188 D 52.9 0 A 3.3 0 A 3.2 0 Overall E 76.1 ‐ F 223.4 ‐ F 161.7 ‐ F 136.0 ‐ E 75.6 ‐ E 77.8 ‐ LT ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐‐‐ ‐ NB TH E 56.7 m634 D 53.8 m20 A 4.2 m0 F 176.0 m#500 E 56.7 m634 E 57.0 m589 RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐‐ ‐ LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐‐ ‐ SB TH C 26.9 m318 A 0.2 m0 A 0.1 m0 A 14.6 257 B 17.7 320 B 12.0 272 RT A8.9m31‐‐ ‐‐‐ ‐A 1.7 25 A 2.5 m17 A 1.1 19 NW 87 AVENUE & LT F 263.6 m#287 ‐‐ ‐‐‐ ‐F 280.5 m#327 F 239.1 m#266 F 239.6 m#97 FRONTAGE ROAD EB* TH F 199.0 #583 ‐‐ ‐‐‐ ‐F 344.0 #1194 F 202.8 #622 F 184.7 m#549 RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐‐ ‐ LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐‐ ‐ WB TH F 187.7 #1030 ‐‐ ‐‐‐ ‐F 316.3 #1124 F 187.7 #1030 F 175.7 #962 RT A 0.7 0 F 482.4 #1123 F 351.0 #1171 A 0.7 0 A 0.7 0.0 A 0.7 0.0 Overall E 74.3 ‐ F 107.1 ‐ E 63.2 ‐ E 73.9 ‐ E 72.0 ‐ E 68.3 ‐ 7 LT F 168.4 #444 F 116.6 #432 F 147.1 #486 F 94.0 #392 F 94.0 #319 F 94.0 #373 NB TH D 53.4 541 F 124.5 #1591 F 138.4 #1723 F 96.0 594 F 91.7 390 F 95.1 553 RT ‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐‐ ‐ ‐ LT E 67.7 m223 F 155.1 m#291 F 150.9 m#306 E 58.6 m185 E 62.5 m133 E 59.0 m#215 SB TH E 79.0 m438 E 62.3 m331 E 61.5 m533 E 79.1 m#561 F 90.6 m440 F 92.0 m589 RT ‐‐ ‐A 0.7 m0 A 2.2 m6 ‐‐ ‐‐‐ ‐‐‐ ‐ NW 87 AVENUE & LT E 57.9 #103 F 217.3 #216 F 229.9 #227 D 38.7 87 D 38.7 38.0 D 40.6 83 SOUTH RIVER DRIVE EB* TH F 127.3 #828 F 154.5 #883 F 154.9 #925 F 83.9 #743 F 83.9 317.0 F 80.9 #721 RT B 10.1 61 C 21.8 100 C 24.1 108 B 14.6 78 B 14.6 0 B 13.0 72 LT D 49.6 57 F 167.1 #125 F 187.1 #137 D 35.2 52 D 35.2 16.0 C 33.4 50 WB TH F 101.0 #663 F 106.5 #700 F 104.1 #741 E 69.1 #582 E 69.1 #583 E 66.7 #570 RT D 35.6 302 D 40.6 328 D 37.0 309 C 28.3 268 C 28.2 119.0 C 27.3 250 Overall E 76.8 ‐ F 103 ‐ F 108.6 ‐ E 77.8 ‐ F 80.5 ‐ F 81.2 ‐ LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐ ‐ NB TH ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐E 57.3 m#717 F 114.2 #1223 RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐F 82.3 m#751 A 2.4 83 LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐F 209.5 #331 F 246.9 #375 SB TH ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐C 34.6 530 C 23.8 482 RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐ ‐ NW 87 AVENUE & LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐ ‐ NW 106 Street EB* TH ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐ ‐ RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐B 15.1 101 B 19.5 114 LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐C 20. 3 204.0 D 48. 4 #636 WB TH ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐ ‐ RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐D 47.3 #284 F 158.4 #1049 Overall ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐E 58.9 ‐ E 74.9 ‐ LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐C 24.9 630 C 26.8 656 NB TH ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐‐ RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐‐ LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐‐ SB TH ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐‐ NW 106 Street RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐‐ Connector & NW 106 LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐‐ Street EB TH ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐E 48.1 m391 E 67.7 m394 RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐A5.5m3‐‐‐ LT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐‐ WB TH ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐D 36.9 197 C 33.5 182 RT ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐‐ ‐ ‐‐ ‐‐ Overall ‐‐ ‐‐‐ ‐‐‐ ‐‐‐ ‐B 19.2 ‐ D 35.2 ‐

Degraded operational results as compared to the proposed action

Traffic Backup for Proposed Action

Timings 17: NW 87 Ave & NW 103 ST 8/21/2014

Lane Group WBL WBR NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 1740 418 1123 1440 557 1030 1190 Turn Type Prot Prot NA pm+ov Prot NA Free Protected Phases 886852 Permitted Phases 6 Free Detector Phase 886852 Switch Phase Minimum Initial (s) 16.0 16.0 7.0 16.0 16.0 7.0 Minimum Split (s) 22.7 22.7 22.7 22.7 21.3 13.7 Total Split (s) 54.0 54.0 38.7 54.0 27.3 66.0 Total Split (%) 45.0% 45.0% 32.3% 45.0% 22.8% 55.0% Yellow Time (s) 5.0 5.0 5.0 5.0 4.0 5.0 All-Red Time (s) 1.7 1.7 1.7 1.7 1.3 1.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.7 6.7 6.7 6.7 5.3 6.7 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Recall Mode None None C-Max None None C-Max Act Effct Green (s) 47.3 47.3 32.0 86.0 22.0 59.3 120.0 Actuated g/C Ratio 0.39 0.39 0.27 0.72 0.18 0.49 1.00 v/c Ratio 1.02 0.53 0.94 0.81 1.00 0.68 0.84 Control Delay 62.5 5.2 64.4 16.5 86.1 25.7 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.5 5.2 64.4 16.5 86.1 25.7 5.4 LOS EAEBFCA Approach Delay 37.5 29.1 Approach LOS D C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 95 (79%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.02 Intersection Signal Delay: 38.4 Intersection LOS: D Intersection Capacity Utilization 84.0% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 17: NW 87 Ave & NW 103 ST

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Queues 17: NW 87 Ave & NW 103 ST 8/21/2014

Lane Group WBL WBR NBT NBR SBL SBT SBR Lane Group Flow (vph) 1933 464 1248 1600 619 1144 1322 v/c Ratio 1.02 0.53 0.94 0.81 1.00 0.68 0.84 Control Delay 62.5 5.2 64.4 16.5 86.1 25.7 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.5 5.2 64.4 16.5 86.1 25.7 5.4 Queue Length 50th (ft) ~563 9 373 301 ~250 344 0 Queue Length 95th (ft) #657 80 #451 363 #374 422 0 Internal Link Dist (ft) 106 109 Turn Bay Length (ft) 350 600 Base Capacity (vph) 1892 881 1330 1964 617 1683 1583 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 1.02 0.53 0.94 0.81 1.00 0.68 0.84 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Timings 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR ø1 ø3 ø5 ø6 Lane Configurations Volume (vph) 126 290 286 351 2171 1503 69 Turn Type pm+pt NA NA Prot NA NA Perm Protected Phases 74441 31 3 1356 Permitted Phases 4 Free 1 3 Detector Phase 74441 31 31 3 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 9.0 20.0 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 9.0 38.0 38.0 38.0 45.0 28.0 9.0 36.0 Total Split (%) 7.5% 31.7% 31.7% 31.7% 38% 23% 8% 30% Yellow Time (s) 4.0 3.5 3.5 3.5 4.0 4.0 4.0 3.5 All-Red Time (s) 1.0 0.5 0.5 0.5 1.0 1.0 1.0 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None Act Effct Green (s) 37.0 34.0 34.0 120.0 68.0 68.0 68.0 Actuated g/C Ratio 0.31 0.28 0.28 1.00 0.57 0.57 0.57 v/c Ratio 0.84 1.45 0.79 0.23 0.69 0.60 0.08 Control Delay 78.4 242.7 48.4 0.6 3.4 12.3 1.8 Queue Delay 0.0 1.7 0.0 0.0 1.8 1.1 0.0 Total Delay 78.4 244.5 48.4 0.6 5.2 13.4 1.8 LOS EFDAABA Approach Delay 217.8 26.0 5.2 12.9 Approach LOS FC AB Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.45 Intersection Signal Delay: 42.4 Intersection LOS: D Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Queues 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR Lane Group Flow (vph) 140 733 377 331 2412 1670 77 v/c Ratio 0.84 1.45 0.79 0.23 0.69 0.60 0.08 Control Delay 78.4 242.7 48.4 0.6 3.4 12.3 1.8 Queue Delay 0.0 1.7 0.0 0.0 1.8 1.1 0.0 Total Delay 78.4 244.5 48.4 0.6 5.2 13.4 1.8 Queue Length 50th (ft) 76 ~747 289 0 26 191 2 Queue Length 95th (ft) #138 #987 #442 4 m52 m197 m2 Internal Link Dist (ft) 455 628 159 275 Turn Bay Length (ft) Base Capacity (vph) 167 507 479 1447 3494 2772 930 Starvation Cap Reductn 000086600 Spillback Cap Reductn 0 91 0 0 0 784 0 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.84 1.76 0.79 0.23 0.92 0.84 0.08 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Timings 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR ø4 ø7 Lane Configurations Volume (vph) 876 659 102 439 856 518 1431 442 Turn Type Prot Prot Prot Free NA Free NA Perm Protected Phases 1 6 5 3 3 4 4 7 Permitted Phases Free Free 3 4 Detector Phase 1 6 5 3 3 4 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 9.0 20.0 20.0 9.0 Total Split (s) 45.0 36.0 9.0 28.0 38.0 9.0 Total Split (%) 37.5% 30.0% 7.5% 23.3% 32% 8% Yellow Time (s) 4.0 3.5 4.0 4.0 3.5 4.0 All-Red Time (s) 1.0 0.5 1.0 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None C-Max None None Act Effct Green (s) 40.0 32.0 4.0 120.0 23.0 120.0 56.0 56.0 Actuated g/C Ratio 0.33 0.27 0.03 1.00 0.19 1.00 0.47 0.47 v/c Ratio 0.88 1.43 1.03 0.32 1.01 0.39 1.00 0.57 Control Delay 48.6 232.5 131.7 1.6 55.1 4.0 41.8 8.3 Queue Delay 0.0 0.7 0.0 0.0 19.0 0.0 39.0 2.1 Total Delay 48.6 233.1 131.7 1.6 74.1 4.0 80.8 10.4 LOS DFFAEAFB Approach Delay 47.6 64.2 Approach LOS D E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.45 Intersection Signal Delay: 74.4 Intersection LOS: E Intersection Capacity Utilization 94.5% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Queues 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR Lane Group Flow (vph) 973 732 113 488 951 576 1590 491 v/c Ratio 0.88 1.43 1.03 0.32 1.01 0.39 1.00 0.57 Control Delay 48.6 232.5 131.7 1.6 55.1 4.0 41.8 8.3 Queue Delay 0.0 0.7 0.0 0.0 19.0 0.0 39.0 2.1 Total Delay 48.6 233.1 131.7 1.6 74.1 4.0 80.8 10.4 Queue Length 50th (ft) 365 ~684 ~47 1 ~232 78 ~441 87 Queue Length 95th (ft) #480 #923 #111 51 #360 180 m#477 m120 Internal Link Dist (ft) 235 159 Turn Bay Length (ft) 450 450 250 250 Base Capacity (vph) 1101 512 110 1524 937 1468 1589 860 Starvation Cap Reductn 0000480458229 Spillback Cap Reductn 0 40 00007930 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.88 1.55 1.03 0.32 1.07 0.39 2.00 0.78 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Timings 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 27 268 63 7 390 192 218 1155 272 1852 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 2 6 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 4.0 10.0 Minimum Split (s) 8.5 15.0 15.0 8.5 15.0 15.0 8.5 15.0 8.0 20.0 Total Split (s) 8.6 36.1 36.1 8.5 36.0 36.0 20.0 47.4 28.0 55.4 Total Split (%) 7.2% 30.1% 30.1% 7.1% 30.0% 30.0% 16.7% 39.5% 23.3% 46.2% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 All-Red Time (s) 0.5 1.0 1.0 0.5 1.0 1.0 0.5 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 5.0 5.0 4.5 5.0 5.0 4.5 5.0 4.0 5.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 39.2 37.9 37.9 37.3 34.4 34.4 60.2 44.2 70.7 50.4 Actuated g/C Ratio 0.33 0.32 0.32 0.31 0.29 0.29 0.50 0.37 0.59 0.42 v/c Ratio 0.19 0.60 0.12 0.03 0.99 0.40 1.00 0.74 0.90 1.05 Control Delay 30.0 41.4 0.4 27.1 85.5 16.0 92.2 36.3 33.2 52.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 9.0 22.3 Total Delay 30.0 41.4 0.4 27.1 85.5 16.1 92.2 37.2 42.2 75.2 LOS CDACFBFDDE Approach Delay 33.3 62.2 45.6 71.1 Approach LOS C E D E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 2 (2%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.05 Intersection Signal Delay: 59.1 Intersection LOS: E Intersection Capacity Utilization 83.9% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Queues 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 30 298 70 8 433 213 242 1327 302 2134 v/c Ratio 0.19 0.60 0.12 0.03 0.99 0.40 1.00 0.74 0.90 1.05 Control Delay 30.0 41.4 0.4 27.1 85.5 16.0 92.2 36.3 33.2 52.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 9.0 22.3 Total Delay 30.0 41.4 0.4 27.1 85.5 16.1 92.2 37.2 42.2 75.2 Queue Length 50th (ft) 16 190 0 4 ~382 47 ~147 331 159 ~649 Queue Length 95th (ft) 38 317 0 16 #583 119 #319 390 m133 m441 Internal Link Dist (ft) 818 2044 493 235 Turn Bay Length (ft) 220 210 150 100 250 100 Base Capacity (vph) 161 500 574 268 436 534 242 1788 357 2035 Starvation Cap Reductn 0000000036632 Spillback Cap Reductn 000005020200 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.19 0.60 0.12 0.03 0.99 0.40 1.00 0.84 0.94 1.52 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Timings 17: NW 87 Ave & NW 103 ST 8/21/2014

Lane Group WBL WBR NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 1488 515 1948 2107 372 680 909 Turn Type Prot Prot NA pm+ov Prot NA Free Protected Phases 886852 Permitted Phases 6 Free Detector Phase 886852 Switch Phase Minimum Initial (s) 16.0 16.0 7.0 16.0 16.0 7.0 Minimum Split (s) 22.7 22.7 22.7 22.7 21.3 13.7 Total Split (s) 57.0 57.0 70.0 57.0 23.0 93.0 Total Split (%) 38.0% 38.0% 46.7% 38.0% 15.3% 62.0% Yellow Time (s) 5.0 5.0 5.0 5.0 4.0 5.0 All-Red Time (s) 1.7 1.7 1.7 1.7 1.3 1.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.7 6.7 6.7 6.7 5.3 6.7 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Recall Mode None None C-Max None None C-Max Act Effct Green (s) 50.3 50.3 63.3 120.3 17.7 86.3 150.0 Actuated g/C Ratio 0.34 0.34 0.42 0.80 0.12 0.58 1.00 v/c Ratio 1.03 0.84 1.03 1.07 1.04 0.39 0.64 Control Delay 77.9 38.8 69.1 51.1 118.5 18.1 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.1 Total Delay 77.9 38.8 69.1 51.1 118.5 18.1 2.0 LOS EDEDFBA Approach Delay 59.8 29.7 Approach LOS E C Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 77 (51%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.07 Intersection Signal Delay: 54.4 Intersection LOS: D Intersection Capacity Utilization 97.0% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 17: NW 87 Ave & NW 103 ST

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM Queues 17: NW 87 Ave & NW 103 ST 8/21/2014

Lane Group WBL WBR NBT NBR SBL SBT SBR Lane Group Flow (vph) 1653 572 2164 2341 413 756 1010 v/c Ratio 1.03 0.84 1.03 1.07 1.04 0.39 0.64 Control Delay 77.9 38.8 69.1 51.1 118.5 18.1 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.1 Total Delay 77.9 38.8 69.1 51.1 118.5 18.1 2.0 Queue Length 50th (ft) ~609 327 ~816 ~543 ~224 204 0 Queue Length 95th (ft) #703 #543 m#748 m#514 #335 250 0 Internal Link Dist (ft) 106 109 Turn Bay Length (ft) 350 600 Base Capacity (vph) 1610 679 2104 2195 397 1959 1583 Starvation Cap Reductn 0000000 Spillback Cap Reductn 00000042 Storage Cap Reductn 0000000 Reduced v/c Ratio 1.03 0.84 1.03 1.07 1.04 0.39 0.66 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM Timings 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR ø1 ø3 ø5 ø6 Lane Configurations Volume (vph) 134 228 386 626 3295 1276 133 Turn Type pm+pt NA NA Prot NA NA Perm Protected Phases 74441 31 3 1356 Permitted Phases 4 Free 1 3 Detector Phase 74441 31 31 3 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 9.0 20.0 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 10.0 46.0 46.0 46.0 51.0 43.0 9.0 42.0 Total Split (%) 6.7% 30.7% 30.7% 30.7% 34% 29% 6% 28% Yellow Time (s) 4.0 3.5 3.5 3.5 4.0 4.0 4.0 3.5 All-Red Time (s) 1.0 0.5 0.5 0.5 1.0 1.0 1.0 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None Act Effct Green (s) 46.0 42.0 42.0 150.0 89.0 89.0 89.0 Actuated g/C Ratio 0.31 0.28 0.28 1.00 0.59 0.59 0.59 v/c Ratio 1.39 1.34 1.29 0.37 1.00 0.49 0.15 Control Delay 263.6 199.0 187.7 0.7 18.2 26.9 8.6 Queue Delay 0.0 1.3 0.0 0.0 38.5 0.0 0.0 Total Delay 263.6 200.3 187.7 0.7 56.7 26.9 8.6 LOS FFFAECA Approach Delay 211.9 99.8 56.7 25.2 Approach LOS FF EC Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 72 (48%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.39 Intersection Signal Delay: 74.3 Intersection LOS: E Intersection Capacity Utilization 99.9% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM Queues 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR Lane Group Flow (vph) 149 667 596 529 3661 1418 148 v/c Ratio 1.39 1.34 1.29 0.37 1.00 0.49 0.15 Control Delay 263.6 199.0 187.7 0.7 18.2 26.9 8.6 Queue Delay 0.0 1.3 0.0 0.0 38.5 0.0 0.0 Total Delay 263.6 200.3 187.7 0.7 56.7 26.9 8.6 Queue Length 50th (ft) ~148 ~315 ~777 0 ~842 313 23 Queue Length 95th (ft) m#287 #583 #1030 0 m634 m318 m31 Internal Link Dist (ft) 455 628 159 360 Turn Bay Length (ft) Base Capacity (vph) 107 497 463 1447 3658 2903 999 Starvation Cap Reductn 0 24 0 0 569 0 0 Spillback Cap Reductn 0 68 0 35 153 204 0 Storage Cap Reductn 0000000 Reduced v/c Ratio 1.39 1.55 1.29 0.37 1.19 0.53 0.15 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM Timings 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR ø4 ø7 Lane Configurations Volume (vph) 1045 582 51 974 1276 486 1176 473 Turn Type Prot Prot Prot Free NA Free NA Perm Protected Phases 1 6 5 3 3 4 4 7 Permitted Phases Free Free 3 4 Detector Phase 1 6 5 3 3 4 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 9.0 20.0 20.0 9.0 Total Split (s) 51.0 42.0 9.0 43.0 46.0 10.0 Total Split (%) 34.0% 28.0% 6.0% 28.7% 31% 7% Yellow Time (s) 4.0 3.5 4.0 4.0 3.5 4.0 All-Red Time (s) 1.0 0.5 1.0 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 5.0 5.0 Lead/Lag Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None C-Max None None Act Effct Green (s) 46.0 39.8 4.0 150.0 38.0 150.0 84.0 84.0 Actuated g/C Ratio 0.31 0.27 0.03 1.00 0.25 1.00 0.56 0.56 v/c Ratio 1.15 1.32 0.65 0.71 1.14 0.37 0.69 0.52 Control Delay 122.9 192.5 103.2 2.8 103.9 0.5 14.2 4.4 Queue Delay 0.0 0.5 0.0 0.4 1.4 0.0 49.1 1.9 Total Delay 122.9 193.0 103.2 3.3 105.2 0.5 63.4 6.3 LOS FFFAFAEA Approach Delay 76.4 47.0 Approach LOS E D Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 72 (48%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.39 Intersection Signal Delay: 76.1 Intersection LOS: E Intersection Capacity Utilization 82.7% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM Queues 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR Lane Group Flow (vph) 1161 647 57 1082 1418 540 1307 526 v/c Ratio 1.15 1.32 0.65 0.71 1.14 0.37 0.69 0.52 Control Delay 122.9 192.5 103.2 2.8 103.9 0.5 14.2 4.4 Queue Delay 0.0 0.5 0.0 0.4 1.4 0.0 49.1 1.9 Total Delay 122.9 193.0 103.2 3.3 105.2 0.5 63.4 6.3 Queue Length 50th (ft) ~684 ~748 28 0 ~598 0 263 66 Queue Length 95th (ft) #821 #994 #64 0 #675 0 m270 m82 Internal Link Dist (ft) 235 159 Turn Bay Length (ft) 450 450 250 250 Base Capacity (vph) 1012 489 88 1524 1239 1468 1907 1002 Starvation Cap Reductn 00001580689312 Spillback Cap Reductn 0 26 0 123 320 0 777 0 Storage Cap Reductn 00000000 Reduced v/c Ratio 1.15 1.40 0.65 0.77 1.54 0.37 1.16 0.76 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM Timings 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 71 465 110 37 389 308 227 1383 217 1538 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 2 6 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 4.0 10.0 Minimum Split (s) 8.5 15.0 15.0 8.5 15.0 15.0 8.5 15.0 8.0 20.0 Total Split (s) 8.6 47.0 47.0 8.5 46.9 46.9 22.0 66.5 28.0 72.5 Total Split (%) 5.7% 31.3% 31.3% 5.7% 31.3% 31.3% 14.7% 44.3% 18.7% 48.3% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 All-Red Time (s) 0.5 1.0 1.0 0.5 1.0 1.0 0.5 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 5.0 5.0 4.5 5.0 5.0 4.5 5.0 4.0 5.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 47.5 43.7 43.7 46.4 41.9 41.9 81.2 63.2 89.5 67.5 Actuated g/C Ratio 0.32 0.29 0.29 0.31 0.28 0.28 0.54 0.42 0.60 0.45 v/c Ratio 0.60 1.12 0.23 0.45 1.02 0.66 1.21 0.76 0.91 0.81 Control Delay 57.9 127.3 10.1 49.6 101.0 35.4 168.4 40.1 61.9 31.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.2 0.0 13.3 5.8 47.4 Total Delay 57.9 127.3 10.1 49.6 101.0 35.6 168.4 53.4 67.7 79.0 LOS EFBDFDFDEE Approach Delay 99.7 71.0 69.4 77.6 Approach LOS F E E E Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 79 (53%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 130 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.21 Intersection Signal Delay: 76.8 Intersection LOS: E Intersection Capacity Utilization 87.1% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM Queues 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 79 517 122 41 432 342 252 1558 241 1769 v/c Ratio 0.60 1.12 0.23 0.45 1.02 0.66 1.21 0.76 0.91 0.81 Control Delay 57.9 127.3 10.1 49.6 101.0 35.4 168.4 40.1 61.9 31.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.2 0.0 13.3 5.8 47.4 Total Delay 57.9 127.3 10.1 49.6 101.0 35.6 168.4 53.4 67.7 79.0 Queue Length 50th (ft) 54 ~599 9 27 ~446 185 ~259 480 164 451 Queue Length 95th (ft) #103 #828 61 57 #663 302 #444 541 m223 m438 Internal Link Dist (ft) 818 2044 493 235 Turn Bay Length (ft) 220 210 150 100 250 100 Base Capacity (vph) 131 461 521 92 424 520 209 2054 283 2180 Starvation Cap Reductn 0000000019589 Spillback Cap Reductn 0000013050600 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.60 1.12 0.23 0.45 1.02 0.67 1.21 1.01 0.91 1.11 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 7 Control Delay / Veh (s/v) 29 Queue Delay / Veh (s/v) 3 Total Delay / Veh (s/v) 32 Total Delay (hr) 326 Stops / Veh 0.38 Stops (#) 13816 Average Speed (mph) 10 Total Travel Time (hr) 437 Distance Traveled (mi) 4279 Fuel Consumed (gal) 532 Fuel Economy (mpg) 8.0 CO Emissions (kg) 37.21 NOx Emissions (kg) 7.24 VOC Emissions (kg) 8.62 Unserved Vehicles (#) 543 Vehicles in dilemma zone (#) 413 Performance Index 364.0

Proposed (SIA 7C Modified) Synchro 8 Report 2040 AM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 7 Control Delay / Veh (s/v) 36 Queue Delay / Veh (s/v) 7 Total Delay / Veh (s/v) 44 Total Delay (hr) 485 Stops / Veh 0.40 Stops (#) 15891 Average Speed (mph) 8 Total Travel Time (hr) 612 Distance Traveled (mi) 4848 Fuel Consumed (gal) 690 Fuel Economy (mpg) 7.0 CO Emissions (kg) 48.21 NOx Emissions (kg) 9.38 VOC Emissions (kg) 11.17 Unserved Vehicles (#) 1079 Vehicles in dilemma zone (#) 506 Performance Index 529.4

Proposed (SIA 7C Modified) Synchro 8 Report 2040 PM

Intersection Conflict Points

SECTION 4(F) - CONFLICT POINT ANALYSIS

INTERSECTION

FRONTAGE RD OKEECHOBEE FRONTAGE RD OKEECHOBEE SOUTH RIVER NW 106 ST & TOTAL AVOIDANCE NW 103 ST & NW 106 ST & & RD & & RD & DR & NW 103 ST at ALTERNATIVES NW 87 AVE NW 87 AVE NW 103 ST NW 103 ST NW 87 AVE NW 87 AVE NW 87 AVE Canal C-7

1 39 7 12 3 83 32 20 -- 196

2 39 7 9 3 68 32 20 -- 178

3 30 5 1 29 27 42 4 -- 138

5 -- 5 1 26 20 42 30 9 133

6 55 1262042216126

Proposed (ALT 7C Modified) 30 5 1 26 20 42 4 -- 128 ATTACHMENT F3

Traffic Backup for Avoidance Alternative 1

Timings 17: NW 87 Ave & NW 103 ST 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 108 467 249 795 996 408 883 1019 806 668 1233 821 Turn Type pm+pt NA pm+ov pm+pt NA Perm pm+pt NA pm+ov pm+pt NA pm+ov Protected Phases 16752 745381 Permitted Phases 6 6 2 2 4 4 8 8 Detector Phase 1 7 5 2745381 Switch Phase Minimum Initial (s) 5.0 16.0 4.0 5.0 16.0 16.0 4.0 7.0 5.0 5.0 7.0 5.0 Minimum Split (s) 8.0 21.3 8.0 8.0 21.3 21.3 8.0 12.7 8.0 8.0 12.7 8.0 Total Split (s) 16.0 36.0 40.0 37.0 57.0 57.0 40.0 47.0 37.0 30.0 37.0 16.0 Total Split (%) 10.7% 24.0% 26.7% 24.7% 38.0% 38.0% 26.7% 31.3% 24.7% 20.0% 24.7% 10.7% Yellow Time (s) 3.0 4.0 3.5 3.0 4.0 4.0 3.5 4.0 3.0 3.0 4.0 3.0 All-Red Time (s) 0.0 1.3 0.5 0.0 1.3 1.3 0.5 1.7 0.0 0.0 1.7 0.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 3.0 5.3 4.0 3.0 5.3 5.3 4.0 5.7 3.0 3.0 5.7 3.0 Lead/Lag Lag Lag Lead Lead Lead Lead Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None C-Max C-Max None None None None None None Act Effct Green (s) 33.0 30.7 72.0 54.0 51.7 51.7 43.0 41.3 78.0 34.0 31.3 47.0 Actuated g/C Ratio 0.22 0.20 0.48 0.36 0.34 0.34 0.29 0.28 0.52 0.23 0.21 0.31 v/c Ratio 0.60 0.73 0.36 2.01 1.76 0.70 2.04 1.19 1.05 2.06 1.93 1.71 Control Delay 65.4 55.2 1.2 486.7 379.1 33.1 490.9 111.5 53.8 513.4 454.4 354.3 Queue Delay 0.0 23.7 2.8 0.0 3.0 0.0 1.3 0.8 19.6 0.0 0.0 2.9 Total Delay 65.4 78.9 3.9 486.7 382.1 33.1 492.2 112.2 73.3 513.4 454.4 357.2 LOS EEAFFCFFEFFF Approach Delay 54.5 355.2 224.5 439.6 Approach LOS D F F F Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 88 (59%), Referenced to phase 2:WBTL and 6:EBTL, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.06 Intersection Signal Delay: 311.2 Intersection LOS: F Intersection Capacity Utilization 163.3% ICU Level of Service H Analysis Period (min) 15

Splits and Phases: 17: NW 87 Ave & NW 103 ST

Avoidance ALT 1 Synchro 8 Report 2040 AM Queues 17: NW 87 Ave & NW 103 ST 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 120 519 277 883 1107 453 981 1132 896 742 1370 912 v/c Ratio 0.60 0.73 0.36 2.01 1.76 0.70 2.04 1.19 1.05 2.06 1.93 1.71 Control Delay 65.4 55.2 1.2 486.7 379.1 33.1 490.9 111.5 53.8 513.4 454.4 354.3 Queue Delay 0.0 23.7 2.8 0.0 3.0 0.0 1.3 0.8 19.6 0.0 0.0 2.9 Total Delay 65.4 78.9 3.9 486.7 382.1 33.1 492.2 112.2 73.3 513.4 454.4 357.2 Queue Length 50th (ft) 67 183 0 ~1301 ~1607 251 ~1420 ~683 ~864 ~1139 ~1083 ~1291 Queue Length 95th (ft) m80 m186 m1 #1562 #1873 390 m#1092 m410 m688 #1390 #1223 #1554 Internal Link Dist (ft) 231 993 258 508 Turn Bay Length (ft) 80 307 105 175 Base Capacity (vph) 199 710 774 440 629 643 480 955 854 361 710 533 Starvation Cap Reductn 0 199 380 000513139000 Spillback Cap Reductn 00001980630000148 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.60 1.02 0.70 2.01 2.57 0.70 2.35 1.37 1.10 2.06 1.93 2.37 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 1 Synchro 8 Report 2040 AM Timings 19: NW 87 Ave & Frontage Rd 8/19/2014

Lane Group WBR NBT SBT ø2 ø3 ø5 ø6 ø7 ø8 Lane Configurations Volume (vph) 447 2261 2277 Turn Type Prot NA NA Protected Phases 1 4 Free 235678 Permitted Phases 4 Free Detector Phase 1 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 8.0 20.0 8.0 20.0 Total Split (s) 35.0 64.0 43.0 8.0 28.0 50.0 27.0 45.0 Total Split (%) 23.3% 42.7% 29% 5% 19% 33% 18% 30% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lag Lead Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None Max None C-Max Act Effct Green (s) 31.0 60.0 150.0 Actuated g/C Ratio 0.21 0.40 1.00 v/c Ratio 0.90 1.28 0.41 Control Delay 76.1 164.7 0.8 Queue Delay 0.0 1.6 0.1 Total Delay 76.1 166.3 0.9 LOS EFA Approach Delay 166.3 0.9 Approach LOS FA Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 4:NBT and 8:, Start of Yellow, Master Intersection Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.68 Intersection Signal Delay: 82.6 Intersection LOS: F Intersection Capacity Utilization 66.0% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 1 Synchro 8 Report 2040 AM Queues 19: NW 87 Ave & Frontage Rd 8/19/2014

Lane Group WBR NBT SBT Lane Group Flow (vph) 497 2512 2530 v/c Ratio 0.90 1.28 0.41 Control Delay 76.1 164.7 0.8 Queue Delay 0.0 1.6 0.1 Total Delay 76.1 166.3 0.9 Queue Length 50th (ft) 226 ~1136 26 Queue Length 95th (ft) #365 m#842 m0 Internal Link Dist (ft) 145 30 Turn Bay Length (ft) Base Capacity (vph) 554 1957 6166 Starvation Cap Reductn 0 734 0 Spillback Cap Reductn 0 415 1484 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.90 2.05 0.54 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 1 Synchro 8 Report 2040 AM Timings 26: NW 87 Ave & Okeechobee Rd 8/19/2014

Lane Group EBL EBT WBL2 WBT WBR NBL NBT SBL SBT NER NER2 Lane Configurations Volume (vph) 601 677 93 575 667 715 993 896 1381 1340 631 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Perm Perm Protected Phases 7438 5216 Permitted Phases 4 8 8 4 2 Detector Phase 74388521644 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 8.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 20.0 Total Split (s) 27.0 64.0 8.0 45.0 45.0 28.0 43.0 35.0 50.0 64.0 43.0 Total Split (%) 18.0% 42.7% 5.3% 30.0% 30.0% 18.7% 28.7% 23.3% 33.3% 42.7% 28.7% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max C-Max Max Act Effct Green (s) 68.0 60.0 45.0 41.0 41.0 24.0 39.0 31.0 46.0 60.0 39.0 Actuated g/C Ratio 0.45 0.40 0.30 0.27 0.27 0.16 0.26 0.21 0.31 0.40 0.26 v/c Ratio 1.68 1.09 1.11 0.50 1.01 1.56 1.12 1.52 1.47 1.41 1.12 Control Delay 336.5 89.1 163.0 43.4 79.9 291.0 90.6 269.3 243.1 215.3 84.6 Queue Delay 6.8 5.9 20.6 0.0 0.0 0.8 10.2 1.9 0.6 0.0 1.9 Total Delay 343.4 94.9 183.6 43.4 79.9 291.8 100.8 271.2 243.7 215.3 86.5 LOS FFFDEFFFFFF Approach Delay 211.8 71.4 170.0 254.6 Approach LOS F E F F Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 4:NBT and 8:, Start of Yellow, Master Intersection Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.68 Intersection Signal Delay: 183.9 Intersection LOS: F Intersection Capacity Utilization 162.9% ICU Level of Service H Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 1 Synchro 8 Report 2040 AM Queues 26: NW 87 Ave & Okeechobee Rd 8/19/2014

Lane Group EBL EBT WBL2 WBT WBR NBL NBT SBL SBT NER NER2 Lane Group Flow (vph) 668 752 103 639 741 794 1399 996 1534 1457 686 v/c Ratio 1.68 1.09 1.11 0.50 1.01 1.56 1.12 1.52 1.47 1.41 1.12 Control Delay 336.5 89.1 163.0 43.4 79.9 291.0 90.6 269.3 243.1 215.3 84.6 Queue Delay 6.8 5.9 20.6 0.0 0.0 0.8 10.2 1.9 0.6 0.0 1.9 Total Delay 343.4 94.9 183.6 43.4 79.9 291.8 100.8 271.2 243.7 215.3 86.5 Queue Length 50th (ft) ~814 ~823 ~77 95 ~179 ~560 ~553 ~697 ~1080 ~1071 ~638 Queue Length 95th (ft) m#910 m#924 m#194 202 #552 m#536 m#512 #833 #1221 m#711 m427 Internal Link Dist (ft) 391 2887 249 145 Turn Bay Length (ft) 150 250 250 Base Capacity (vph) 397 690 93 1288 733 509 1254 657 1044 1033 615 Starvation Cap Reductn 19 156 0 0 0 46 304 151 71 0 0 Spillback Cap Reductn 172 0 46 0 0 21 944 0 128 0 135 Storage Cap Reductn 00000000000 Reduced v/c Ratio 2.97 1.41 2.19 0.50 1.01 1.71 4.51 1.97 1.67 1.41 1.43 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 1 Synchro 8 Report 2040 AM Timings 27: NW 87 Ave & NW South River Dr 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 39 255 60 7 375 276 210 1658 253 1789 63 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 5216 Permitted Phases 4 4 8 8 2 6 6 Detector Phase 44488852166 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 Total Split (s) 42.0 42.0 42.0 42.0 42.0 42.0 21.0 82.0 26.0 87.0 87.0 Total Split (%) 28.0% 28.0% 28.0% 28.0% 28.0% 28.0% 14.0% 54.7% 17.3% 58.0% 58.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s) 38.0 38.0 38.0 38.0 38.0 38.0 78.0 78.0 83.0 83.0 83.0 Actuated g/C Ratio 0.25 0.25 0.25 0.25 0.25 0.25 0.52 0.52 0.55 0.55 0.55 v/c Ratio 0.86 0.71 0.15 0.05 1.08 0.65 1.14 1.07 1.07 1.06 0.10 Control Delay 145.6 61.8 10.0 43.3 118.2 34.1 146.4 77.8 63.6 52.0 0.1 Queue Delay 16.7 0.0 0.0 0.0 0.0 1.1 0.0 13.4 26.1 19.1 0.0 Total Delay 162.3 61.8 10.0 43.3 118.2 35.2 146.4 91.3 89.7 71.1 0.1 LOS FEADFDFFFEA Approach Delay 64.0 82.6 97.3 71.2 Approach LOS E F F E Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 58 (39%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.14 Intersection Signal Delay: 82.1 Intersection LOS: F Intersection Capacity Utilization 97.5% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 1 Synchro 8 Report 2040 AM Queues 27: NW 87 Ave & NW South River Dr 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 43 283 67 8 417 307 233 1884 281 1988 70 v/c Ratio 0.86 0.71 0.15 0.05 1.08 0.65 1.14 1.07 1.07 1.06 0.10 Control Delay 145.6 61.8 10.0 43.3 118.2 34.1 146.4 77.8 63.6 52.0 0.1 Queue Delay 16.7 0.0 0.0 0.0 0.0 1.1 0.0 13.4 26.1 19.1 0.0 Total Delay 162.3 61.8 10.0 43.3 118.2 35.2 146.4 91.3 89.7 71.1 0.1 Queue Length 50th (ft) 40 254 0 6 ~461 157 ~224 ~1072 ~252 ~778 1 Queue Length 95th (ft) #123 364 40 m15 #670 247 #403 #1210 m125 m131 m0 Internal Link Dist (ft) 818 4169 632 249 Turn Bay Length (ft) 220 210 150 100 250 Base Capacity (vph) 50 401 436 147 385 474 204 1761 263 1884 732 Starvation Cap Reductn 000000001523210 Spillback Cap Reductn 40000470407000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.93 0.71 0.15 0.05 1.08 0.72 1.14 1.39 2.53 1.27 0.10 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 1 Synchro 8 Report 2040 AM Timings 17: NW 87 Ave & NW 103 ST 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 218 557 284 516 512 588 1208 1833 1107 402 952 334 Turn Type pm+pt NA pm+ov pm+pt NA Perm pm+pt NA pm+ov pm+pt NA pm+ov Protected Phases 16752 745381 Permitted Phases 6 6 2 2 4 4 8 8 Detector Phase 1 7 5 2745381 Switch Phase Minimum Initial (s) 5.0 16.0 4.0 5.0 16.0 16.0 4.0 7.0 5.0 5.0 7.0 5.0 Minimum Split (s) 8.0 21.3 8.0 8.0 21.3 21.3 8.0 12.7 8.0 8.0 12.7 8.0 Total Split (s) 13.0 30.0 66.0 29.0 46.0 46.0 66.0 79.0 29.0 22.0 35.0 13.0 Total Split (%) 8.1% 18.8% 41.3% 18.1% 28.8% 28.8% 41.3% 49.4% 18.1% 13.8% 21.9% 8.1% Yellow Time (s) 3.0 4.0 3.5 3.0 4.0 4.0 3.5 4.0 3.0 3.0 4.0 3.0 All-Red Time (s) 0.0 1.3 0.5 0.0 1.3 1.3 0.5 1.7 0.0 0.0 1.7 0.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 3.0 5.3 4.0 3.0 5.3 5.3 4.0 5.7 3.0 3.0 5.7 3.0 Lead/Lag Lag Lag Lead Lead Lead Lead Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None C-Max C-Max None None None None None None Act Effct Green (s) 27.0 24.7 92.0 43.0 40.7 40.7 75.0 73.3 102.0 32.0 29.3 42.0 Actuated g/C Ratio 0.17 0.15 0.58 0.27 0.25 0.25 0.47 0.46 0.64 0.20 0.18 0.26 v/c Ratio 1.57 1.16 0.35 1.75 1.23 1.21 1.85 1.28 1.20 1.78 1.70 0.82 Control Delay 318.1 136.0 19.7 380.7 168.2 146.0 409.4 161.9 111.6 403.1 358.3 44.8 Queue Delay 0.0 1.7 2.1 0.0 0.0 0.0 3.2 0.9 0.3 0.0 0.0 4.4 Total Delay 318.1 137.7 21.9 380.7 168.2 146.0 412.6 162.8 111.9 403.1 358.3 49.1 LOS FFCFFFFFFFFD Approach Delay 143.7 227.9 222.0 307.8 Approach LOS FFFF Intersection Summary Cycle Length: 160 Actuated Cycle Length: 160 Offset: 71 (44%), Referenced to phase 2:WBTL and 6:EBTL, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.85 Intersection Signal Delay: 230.4 Intersection LOS: F Intersection Capacity Utilization 153.1% ICU Level of Service H Analysis Period (min) 15

Splits and Phases: 17: NW 87 Ave & NW 103 ST

Avoidance ALT 1 Synchro 8 Report 2040 PM Queues 17: NW 87 Ave & NW 103 ST 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 242 619 316 573 569 653 1342 2037 1230 447 1058 371 v/c Ratio 1.57 1.16 0.35 1.75 1.23 1.21 1.85 1.28 1.20 1.78 1.70 0.82 Control Delay 318.1 136.0 19.7 380.7 168.2 146.0 409.4 161.9 111.6 403.1 358.3 44.8 Queue Delay 0.0 1.7 2.1 0.0 0.0 0.0 3.2 0.9 0.3 0.0 0.0 4.4 Total Delay 318.1 137.7 21.9 380.7 168.2 146.0 412.6 162.8 111.9 403.1 358.3 49.1 Queue Length 50th (ft) ~355 ~394 188 ~835 ~730 ~673 ~2079 ~1422 ~1545 ~696 ~851 203 Queue Length 95th (ft) m#446 m#440 m213 #1079 #970 #923 m#1825 m#1217 m#826 #921 #991 #365 Internal Link Dist (ft) 231 993 258 508 Turn Bay Length (ft) 80 307 105 175 Base Capacity (vph) 154 535 909 328 464 539 725 1590 1023 251 623 454 Starvation Cap Reductn 0 96 446 0 0 0 58 357 61 0 0 0 Spillback Cap Reductn 000000254000040 Storage Cap Reductn 000000000000 Reduced v/c Ratio 1.57 1.41 0.68 1.75 1.23 1.21 2.85 1.65 1.28 1.78 1.70 0.90 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 1 Synchro 8 Report 2040 PM Timings 19: NW 87 Ave & Frontage Rd 8/19/2014

Lane Group WBR NBT SBT ø2 ø3 ø4 ø5 ø6 ø7 ø8 Lane Configurations Volume (vph) 952 3196 1751 Turn Type Prot NA NA Protected Phases 1 2 3 4 Free 2345678 Permitted Phases 2 3 4 Free Detector Phase 1 2 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0 Total Split (s) 36.0 41.0 12.0 71.0 23.0 54.0 31.0 52.0 Total Split (%) 22.5% 26% 8% 44% 14% 34% 19% 33% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 Total Lost Time (s) 4.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max None C-Max None Max None C-Max Act Effct Green (s) 32.0 120.0 160.0 Actuated g/C Ratio 0.20 0.75 1.00 v/c Ratio 1.97 0.97 0.32 Control Delay 476.4 9.8 0.2 Queue Delay 6.0 44.1 0.0 Total Delay 482.4 53.8 0.2 LOS FDA Approach Delay 53.8 0.2 Approach LOS DA Intersection Summary Cycle Length: 160 Actuated Cycle Length: 160 Offset: 0 (0%), Referenced to phase 4:NBT and 8:, Start of Yellow, Master Intersection Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.97 Intersection Signal Delay: 107.1 Intersection LOS: F Intersection Capacity Utilization 101.7% ICU Level of Service G Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 1 Synchro 8 Report 2040 PM Queues 19: NW 87 Ave & Frontage Rd 8/19/2014

Lane Group WBR NBT SBT Lane Group Flow (vph) 1058 3551 1946 v/c Ratio 1.97 0.97 0.32 Control Delay 476.4 9.8 0.2 Queue Delay 6.0 44.1 0.0 Total Delay 482.4 53.8 0.2 Queue Length 50th (ft) ~972 748 0 Queue Length 95th (ft) #1123 m20 m0 Internal Link Dist (ft) 145 30 Turn Bay Length (ft) Base Capacity (vph) 536 3669 6166 Starvation Cap Reductn 0 1514 0 Spillback Cap Reductn 244 807 711 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 3.62 1.65 0.36 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 1 Synchro 8 Report 2040 PM Timings 26: NW 87 Ave & Okeechobee Rd 8/19/2014

Lane Group EBL EBT WBL2 WBT WBR NBL NBT SBL SBT NER NER2 Lane Configurations Volume (vph) 589 452 107 1189 1168 649 1439 764 987 466 608 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Perm Perm Protected Phases 7438 5216 Permitted Phases 4 8 8 4 4 Detector Phase 74388521644 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 8.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 20.0 Total Split (s) 31.0 71.0 12.0 52.0 52.0 23.0 41.0 36.0 54.0 71.0 71.0 Total Split (%) 19.4% 44.4% 7.5% 32.5% 32.5% 14.4% 25.6% 22.5% 33.8% 44.4% 44.4% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lag Lead Lead Lag Lag Lead Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max C-Max C-Max Act Effct Green (s) 79.0 67.0 56.0 48.0 48.0 19.0 37.0 32.0 50.0 67.0 67.0 Actuated g/C Ratio 0.49 0.42 0.35 0.30 0.30 0.12 0.23 0.20 0.31 0.42 0.42 v/c Ratio 1.97 0.69 0.70 0.93 1.61 1.91 1.70 1.33 1.03 0.47 0.81 Control Delay 473.6 39.6 62.9 67.0 317.9 440.8 342.7 194.9 65.5 25.7 14.6 Queue Delay 1.2 18.0 1.7 26.0 1.0 0.0 1.9 2.8 27.9 0.0 5.0 Total Delay 474.8 57.6 64.7 93.0 318.8 440.8 344.6 197.7 93.4 25.7 19.6 LOS FEEFFFFFFCB Approach Delay 293.6 198.8 371.1 138.9 Approach LOS F F F F Intersection Summary Cycle Length: 160 Actuated Cycle Length: 160 Offset: 0 (0%), Referenced to phase 4:NBT and 8:, Start of Yellow, Master Intersection Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.97 Intersection Signal Delay: 223.4 Intersection LOS: F Intersection Capacity Utilization 124.4% ICU Level of Service H Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 1 Synchro 8 Report 2040 PM Queues 26: NW 87 Ave & Okeechobee Rd 8/19/2014

Lane Group EBL EBT WBL2 WBT WBR NBL NBT SBL SBT NER NER2 Lane Group Flow (vph) 654 502 119 1321 1298 721 1891 849 1097 507 661 v/c Ratio 1.97 0.69 0.70 0.93 1.61 1.91 1.70 1.33 1.03 0.47 0.81 Control Delay 473.6 39.6 62.9 67.0 317.9 440.8 342.7 194.9 65.5 25.7 14.6 Queue Delay 1.2 18.0 1.7 26.0 1.0 0.0 1.9 2.8 27.9 0.0 5.0 Total Delay 474.8 57.6 64.7 93.0 318.8 440.8 344.6 197.7 93.4 25.7 19.6 Queue Length 50th (ft) ~1077 425 67 494 ~1102 ~602 ~1066 ~589 ~642 111 108 Queue Length 95th (ft) m#1153 m488 #122 #585 #1254 m#509 m#873 #723 #787 m135 m167 Internal Link Dist (ft) 391 2887 249 145 Turn Bay Length (ft) 150 250 250 Base Capacity (vph) 332 723 171 1414 804 377 1115 636 1064 1082 821 Starvation Cap Reductn 34 216 000034318729100 Spillback Cap Reductn 7 0 9 160 116 0 130 0 2 0 107 Storage Cap Reductn 00000000000 Reduced v/c Ratio 2.19 0.99 0.73 1.05 1.89 1.91 2.45 1.89 1.42 0.47 0.93 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 1 Synchro 8 Report 2040 PM Timings 27: NW 87 Ave & NW South River Dr 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 71 465 110 36 386 306 229 1975 204 1447 51 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 5216 Permitted Phases 4 4 8 8 2 6 6 Detector Phase 44488852166 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 Total Split (s) 48.0 48.0 48.0 48.0 48.0 48.0 27.0 92.0 20.0 85.0 85.0 Total Split (%) 30.0% 30.0% 30.0% 30.0% 30.0% 30.0% 16.9% 57.5% 12.5% 53.1% 53.1% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s) 44.0 44.0 44.0 44.0 44.0 44.0 108.0 88.0 97.0 81.0 81.0 Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.28 0.28 0.68 0.55 0.61 0.51 0.51 v/c Ratio 1.18 1.19 0.26 0.91 1.03 0.67 1.04 1.19 1.20 0.93 0.08 Control Delay 215.0 154.5 21.8 167.1 106.5 39.5 116.6 122.6 155.1 17.8 0.7 Queue Delay 2.4 0.0 0.0 0.0 0.0 1.1 0.0 1.9 0.0 44.5 0.0 Total Delay 217.3 154.5 21.8 167.1 106.5 40.6 116.6 124.5 155.1 62.3 0.7 LOS FFCFFDFFFEA Approach Delay 138.9 81.8 123.7 71.6 Approach LOS F F F E Intersection Summary Cycle Length: 160 Actuated Cycle Length: 160 Offset: 92 (58%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 110 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.20 Intersection Signal Delay: 103.0 Intersection LOS: F Intersection Capacity Utilization 107.6% ICU Level of Service G Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 1 Synchro 8 Report 2040 PM Queues 27: NW 87 Ave & NW South River Dr 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 79 517 122 40 429 340 254 2215 227 1608 57 v/c Ratio 1.18 1.19 0.26 0.91 1.03 0.67 1.04 1.19 1.20 0.93 0.08 Control Delay 215.0 154.5 21.8 167.1 106.5 39.5 116.6 122.6 155.1 17.8 0.7 Queue Delay 2.4 0.0 0.0 0.0 0.0 1.1 0.0 1.9 0.0 44.5 0.0 Total Delay 217.3 154.5 21.8 167.1 106.5 40.6 116.6 124.5 155.1 62.3 0.7 Queue Length 50th (ft) ~99 ~649 42 41 ~477 207 ~243 ~1465 ~246 332 0 Queue Length 95th (ft) #216 #883 100 #125 #700 328 #432 #1591 m#291 m331 m0 Internal Link Dist (ft) 818 4169 632 249 Turn Bay Length (ft) 220 210 150 100 250 Base Capacity (vph) 67 435 469 44 418 508 245 1869 189 1724 684 Starvation Cap Reductn 0000000002610 Spillback Cap Reductn 50000470775000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 1.27 1.19 0.26 0.91 1.03 0.74 1.04 2.02 1.20 1.10 0.08 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 1 Synchro 8 Report 2040 PM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 5 Control Delay / Veh (s/v) 287 Queue Delay / Veh (s/v) 4 Total Delay / Veh (s/v) 291 Total Delay (hr) 2588 Stops / Veh 0.63 Stops (#) 20166 Average Speed (mph) 2 Total Travel Time (hr) 2714 Distance Traveled (mi) 4825 Fuel Consumed (gal) 2270 Fuel Economy (mpg) 2.1 CO Emissions (kg) 158.69 NOx Emissions (kg) 30.87 VOC Emissions (kg) 36.78 Unserved Vehicles (#) 5425 Vehicles in dilemma zone (#) 445 Performance Index 2644.2

Avoidance ALT 1 Synchro 8 Report 2040 AM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 5 Control Delay / Veh (s/v) 225 Queue Delay / Veh (s/v) 9 Total Delay / Veh (s/v) 234 Total Delay (hr) 2150 Stops / Veh 1.73 Stops (#) 57479 Average Speed (mph) 3 Total Travel Time (hr) 2296 Distance Traveled (mi) 5751 Fuel Consumed (gal) 2358 Fuel Economy (mpg) 2.4 CO Emissions (kg) 164.79 NOx Emissions (kg) 32.06 VOC Emissions (kg) 38.19 Unserved Vehicles (#) 5157 Vehicles in dilemma zone (#) 356 Performance Index 2310.0

Avoidance ALT 1 Synchro 8 Report 2040 PM

Intersection Conflict Points

SECTION 4(F) - CONFLICT POINT ANALYSIS

INTERSECTION

1 39 7 12 3 83 32 20 -- 196

2 39 7 9 3 68 32 20 -- 178

3 30 5 1 29 27 42 4 -- 138

5 -- 5 1 26 20 42 30 9 133

6 55 1262042216126

Proposed (ALT 7C Modified) 30 5 1 26 20 42 4 -- 128

Avoidance Alternative 1 Results in gridlock conditions due to the fact that continuous queues of vehicles block the entire network of intersecting streets, bringing traffic in all directions to a complete standstill ATTACHMENT F4

Traffic Backup for Avoidance Alternative 2

Timings 17: NW 87 Ave & NW 103 ST 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 31 564 197 826 962 370 858 956 714 637 1179 785 Turn Type pm+pt NA pm+ov Prot NA pm+ov pm+pt NA Perm pm+pt NA pm+ov Protected Phases 16752374 381 Permitted Phases 6 6 2 4 4 8 8 Detector Phase 1 7 5 3744381 Switch Phase Minimum Initial (s) 5.0 16.0 5.0 5.0 16.0 5.0 5.0 16.0 16.0 5.0 16.0 5.0 Minimum Split (s) 8.0 21.3 8.0 8.0 21.3 8.0 8.0 21.3 21.3 8.0 21.3 8.0 Total Split (s) 15.0 28.0 45.0 49.0 62.0 34.0 45.0 59.0 59.0 34.0 48.0 15.0 Total Split (%) 8.8% 16.5% 26.5% 28.8% 36.5% 20.0% 26.5% 34.7% 34.7% 20.0% 28.2% 8.8% Yellow Time (s) 3.0 4.0 3.0 3.0 4.0 3.0 3.0 4.0 4.0 3.0 4.0 3.0 All-Red Time (s) 0.0 1.3 0.0 0.0 1.3 0.0 0.0 1.3 1.3 0.0 1.3 0.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 3.0 5.3 3.0 3.0 5.3 3.0 3.0 5.3 5.3 3.0 5.3 3.0 Lead/Lag Lag Lag Lead Lead Lead Lead Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max None None Max None None C-Max C-Max None C-Max None Act Effct Green (s) 25.0 22.7 70.0 46.0 56.7 90.0 90.0 53.7 53.7 76.0 42.7 57.0 Actuated g/C Ratio 0.15 0.13 0.41 0.27 0.33 0.53 0.53 0.32 0.32 0.45 0.25 0.34 v/c Ratio 0.21 1.35 0.34 2.00 1.76 0.47 2.01 0.97 0.97 1.96 1.53 1.53 Control Delay 48.4 210.5 33.8 486.3 379.7 13.0 490.7 62.7 34.6 469.3 286.1 279.2 Queue Delay 0.0 1.1 4.4 0.0 2.7 0.0 4.1 41.8 4.2 0.0 0.0 2.1 Total Delay 48.4 211.5 38.2 486.3 382.4 13.0 494.8 104.6 38.7 469.3 286.1 281.3 LOS DFDFFBFFDFFF Approach Delay 162.1 358.9 218.4 329.5 Approach LOS FFFF Intersection Summary Cycle Length: 170 Actuated Cycle Length: 170 Offset: 104 (61%), Referenced to phase 4:NBTL and 8:SBTL, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.01 Intersection Signal Delay: 286.2 Intersection LOS: F Intersection Capacity Utilization 157.9% ICU Level of Service H Analysis Period (min) 15

Splits and Phases: 17: NW 87 Ave & NW 103 ST

Avoidance ALT 2 Synchro 8 Report 2040 AM Queues 17: NW 87 Ave & NW 103 ST 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 34 627 219 918 1069 411 953 1062 793 708 1310 872 v/c Ratio 0.21 1.35 0.34 2.00 1.76 0.47 2.01 0.97 0.97 1.96 1.53 1.53 Control Delay 48.4 210.5 33.8 486.3 379.7 13.0 490.7 62.7 34.6 469.3 286.1 279.2 Queue Delay 0.0 1.1 4.4 0.0 2.7 0.0 4.1 41.8 4.2 0.0 0.0 2.1 Total Delay 48.4 211.5 38.2 486.3 382.4 13.0 494.8 104.6 38.7 469.3 286.1 281.3 Queue Length 50th (ft) 23 ~468 145 ~1586 ~1763 147 ~1591 628 425 ~1171 ~1071 ~1330 Queue Length 95th (ft) m34 m#457 m178 #1849 #2030 217 #1861 #769 #775 #1428 #1211 #1596 Internal Link Dist (ft) 231 993 226 509 Turn Bay Length (ft) 80 307 105 175 Base Capacity (vph) 165 463 647 460 609 878 474 1096 820 362 855 569 Starvation Cap Reductn 0 52 349 000523419000 Spillback Cap Reductn 000017101580000126 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.21 1.53 0.73 2.00 2.44 0.47 3.02 1.23 0.99 1.96 1.53 1.97 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 2 Synchro 8 Report 2040 AM Timings 19: NW 87 Ave & Frontage Rd 8/19/2014

Lane Group WBR NBT SBT ø2 ø3 ø4 ø5 ø6 ø7 ø8 Lane Configurations Volume (vph) 390 2138 2202 Turn Type Prot NA NA Protected Phases 1! Free! Free 2345678 Permitted Phases Free! Free Detector Phase 1 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0 Total Split (s) 44.0 56.0 8.0 62.0 35.0 65.0 28.0 42.0 Total Split (%) 25.9% 33% 5% 36% 21% 38% 16% 25% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 Total Lost Time (s) 4.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None C-Max None None Act Effct Green (s) 40.0 170.0 170.0 Actuated g/C Ratio 0.24 1.00 1.00 v/c Ratio 0.63 0.49 0.40 Control Delay 51.8 0.5 0.0 Queue Delay 9.3 0.1 0.0 Total Delay 61.1 0.6 0.1 LOS EAA Approach Delay 0.6 0.1 Approach LOS AA Intersection Summary Cycle Length: 170 Actuated Cycle Length: 170 Offset: 169 (99%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.29 Intersection Signal Delay: 5.3 Intersection LOS: A Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15 ! Phase conflict between lane groups.

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 2 Synchro 8 Report 2040 AM Queues 19: NW 87 Ave & Frontage Rd 8/19/2014

Lane Group WBR NBT SBT Lane Group Flow (vph) 433 2376 2447 v/c Ratio 0.63 0.49 0.40 Control Delay 51.8 0.5 0.0 Queue Delay 9.3 0.1 0.0 Total Delay 61.1 0.6 0.1 Queue Length 50th (ft) 204 5 0 Queue Length 95th (ft) 273 m0 m0 Internal Link Dist (ft) 155 52 Turn Bay Length (ft) Base Capacity (vph) 691 4893 6166 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 222 1138 1108 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.92 0.63 0.48 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 2 Synchro 8 Report 2040 AM Timings 26: NW 87 Ave & Okeechobee Rd 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 608 310 833 102 68 674 676 856 867 1335 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Prot NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 20.0 8.0 20.0 8.0 20.0 Total Split (s) 28.0 62.0 62.0 8.0 42.0 42.0 35.0 56.0 44.0 65.0 Total Split (%) 16.5% 36.5% 36.5% 4.7% 24.7% 24.7% 20.6% 32.9% 25.9% 38.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead Lag Lead Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 66.0 58.0 58.0 42.0 38.0 38.0 31.0 52.0 40.0 61.0 Actuated g/C Ratio 0.39 0.34 0.34 0.25 0.22 0.22 0.18 0.31 0.24 0.36 v/c Ratio 1.22 0.31 1.20 0.54 0.10 1.25 1.29 1.12dr 1.29 1.21 Control Delay 155.3 44.7 126.8 50.0 53.0 177.8 171.3 55.2 178.0 133.8 Queue Delay 1.2 0.0 1.3 2.7 0.0 0.0 2.0 21.7 2.0 0.4 Total Delay 156.5 44.7 128.0 52.7 53.0 177.8 173.3 76.9 179.9 134.2 LOS FDFDDFFEFF Approach Delay 123.2 152.6 108.6 152.2 Approach LOS F F F F Intersection Summary Cycle Length: 170 Actuated Cycle Length: 170 Offset: 169 (99%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.29 Intersection Signal Delay: 131.8 Intersection LOS: F Intersection Capacity Utilization 106.5% ICU Level of Service G Analysis Period (min) 15 dr Defacto Right Lane. Recode with 1 though lane as a right lane.

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 2 Synchro 8 Report 2040 AM Queues 26: NW 87 Ave & Okeechobee Rd 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 676 344 926 113 76 749 751 1528 963 1483 v/c Ratio 1.22 0.31 1.20 0.54 0.10 1.25 1.29 1.12dr 1.29 1.21 Control Delay 155.3 44.7 126.8 50.0 53.0 177.8 171.3 55.2 178.0 133.8 Queue Delay 1.2 0.0 1.3 2.7 0.0 0.0 2.0 21.7 2.0 0.4 Total Delay 156.5 44.7 128.0 52.7 53.0 177.8 173.3 76.9 179.9 134.2 Queue Length 50th (ft) ~921 172 ~945 82 35 ~588 ~543 ~639 ~697 ~1071 Queue Length 95th (ft) m#930 m175 m#975 132 61 #734 m#506 m521 #835 #1212 Internal Link Dist (ft) 391 444 249 155 Turn Bay Length (ft) 150 200 250 250 Base Capacity (vph) 552 1119 772 209 733 599 580 1456 748 1222 Starvation Cap Reductn 74 0 28 0 0 0 126 411 188 116 Spillback Cap Reductn 0 0 141 36 38 0 126 0 0 17 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.41 0.31 1.47 0.65 0.11 1.25 1.65 1.46 1.72 1.34 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. dr Defacto Right Lane. Recode with 1 though lane as a right lane.

Avoidance ALT 2 Synchro 8 Report 2040 AM Timings 27: NW 87 Ave & NW South River Dr 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 41 268 63 7 390 287 218 1723 272 1930 68 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 5216 Permitted Phases 4 4 8 8 2 6 6 Detector Phase 44488852166 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 Total Split (s) 46.0 46.0 46.0 46.0 46.0 46.0 22.0 95.0 29.0 102.0 102.0 Total Split (%) 27.1% 27.1% 27.1% 27.1% 27.1% 27.1% 12.9% 55.9% 17.1% 60.0% 60.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s) 42.0 42.0 42.0 42.0 42.0 42.0 91.0 91.0 98.0 98.0 98.0 Actuated g/C Ratio 0.25 0.25 0.25 0.25 0.25 0.25 0.54 0.54 0.58 0.58 0.58 v/c Ratio 1.10 0.76 0.17 0.06 1.15 0.70 1.29 1.08 1.17 1.09 0.10 Control Delay 224.7 73.3 14.0 51.0 150.1 48.0 213.6 84.3 139.5 56.6 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.3 0.0 8.9 1.8 3.9 0.0 Total Delay 224.7 73.3 14.0 51.0 150.1 48.2 213.6 93.2 141.4 60.5 2.0 LOS FEBDFDFFFEA Approach Delay 80.1 106.3 106.4 68.4 Approach LOS F F F E Intersection Summary Cycle Length: 170 Actuated Cycle Length: 170 Offset: 8 (5%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.29 Intersection Signal Delay: 88.3 Intersection LOS: F Intersection Capacity Utilization 102.6% ICU Level of Service G Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 2 Synchro 8 Report 2040 AM Queues 27: NW 87 Ave & NW South River Dr 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 46 298 70 8 433 319 242 1958 302 2144 76 v/c Ratio 1.10 0.76 0.17 0.06 1.15 0.70 1.29 1.08 1.17 1.09 0.10 Control Delay 224.7 73.3 14.0 51.0 150.1 48.0 213.6 84.3 139.5 56.6 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.3 0.0 8.9 1.8 3.9 0.0 Total Delay 224.7 73.3 14.0 51.0 150.1 48.2 213.6 93.2 141.4 60.5 2.0 Queue Length 50th (ft) ~58 311 7 7 ~566 225 ~299 ~1277 ~362 ~1433 7 Queue Length 95th (ft) #152 433 51 23 #794 347 #491 #1407 m254 m362 m5 Internal Link Dist (ft) 818 4169 632 249 Turn Bay Length (ft) 220 210 150 100 250 Base Capacity (vph) 42 391 423 125 375 454 188 1812 258 1963 760 Starvation Cap Reductn 00000000323570 Spillback Cap Reductn 00000100356000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 1.10 0.76 0.17 0.06 1.15 0.72 1.29 1.34 1.34 1.33 0.10 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 2 Synchro 8 Report 2040 AM Timings 17: NW 87 Ave & NW 103 ST 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 202 914 172 577 687 591 1190 1900 878 372 1029 310 Turn Type pm+pt NA pm+ov Prot NA pm+ov pm+pt NA Perm pm+pt NA pm+ov Protected Phases 16752374 381 Permitted Phases 6 6 2 4 4 8 8 Detector Phase 1 7 5 3744381 Switch Phase Minimum Initial (s) 5.0 16.0 5.0 5.0 16.0 5.0 5.0 16.0 16.0 5.0 16.0 5.0 Minimum Split (s) 8.0 21.3 8.0 8.0 21.3 8.0 8.0 21.3 21.3 8.0 21.3 8.0 Total Split (s) 12.0 36.0 59.0 34.0 58.0 20.0 59.0 80.0 80.0 20.0 41.0 12.0 Total Split (%) 7.1% 21.2% 34.7% 20.0% 34.1% 11.8% 34.7% 47.1% 47.1% 11.8% 24.1% 7.1% Yellow Time (s) 3.0 4.0 3.0 3.0 4.0 3.0 3.0 4.0 4.0 3.0 4.0 3.0 All-Red Time (s) 0.0 1.3 0.0 0.0 1.3 0.0 0.0 1.3 1.3 0.0 1.3 0.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 3.0 5.3 3.0 3.0 5.3 3.0 3.0 5.3 5.3 3.0 5.3 3.0 Lead/Lag Lag Lag Lead Lead Lead Lead Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max None None Max None None C-Max C-Max None C-Max None Act Effct Green (s) 33.0 30.7 92.0 31.0 52.7 72.0 97.0 74.7 74.7 55.0 35.7 47.0 Actuated g/C Ratio 0.19 0.18 0.54 0.18 0.31 0.42 0.57 0.44 0.44 0.32 0.21 0.28 v/c Ratio 1.67 1.62 0.23 2.07 1.35 0.94 2.14 1.38 1.10 1.89 1.60 0.71 Control Delay 359.9 322.4 14.9 522.7 211.8 55.0 541.5 210.2 78.4 446.0 316.2 38.9 Queue Delay 0.0 2.3 2.0 0.0 6.8 0.0 2.0 0.7 0.6 0.0 0.0 8.1 Total Delay 359.9 324.7 16.8 522.7 218.7 55.0 543.5 210.9 79.0 446.0 316.2 47.0 LOS FFBFFEFFEFFD Approach Delay 289.1 261.1 281.4 295.7 Approach LOS FFFF Intersection Summary Cycle Length: 170 Actuated Cycle Length: 170 Offset: 121 (71%), Referenced to phase 4:NBTL and 8:SBTL, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.14 Intersection Signal Delay: 281.0 Intersection LOS: F Intersection Capacity Utilization 167.1% ICU Level of Service H Analysis Period (min) 15

Splits and Phases: 17: NW 87 Ave & NW 103 ST

Avoidance ALT 2 Synchro 8 Report 2040 PM Queues 17: NW 87 Ave & NW 103 ST 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 224 1016 191 641 763 657 1322 2111 976 413 1143 344 v/c Ratio 1.67 1.62 0.23 2.07 1.35 0.94 2.14 1.38 1.10 1.89 1.60 0.71 Control Delay 359.9 322.4 14.9 522.7 211.8 55.0 541.5 210.2 78.4 446.0 316.2 38.9 Queue Delay 0.0 2.3 2.0 0.0 6.8 0.0 2.0 0.7 0.6 0.0 0.0 8.1 Total Delay 359.9 324.7 16.8 522.7 218.7 55.0 543.5 210.9 79.0 446.0 316.2 47.0 Queue Length 50th (ft) ~314 ~848 50 ~1120 ~1107 541 ~2311 ~1645 ~536 ~651 ~953 182 Queue Length 95th (ft) m#356 m#774 m79 #1372 #1365 #735 m#2191 m#1451 m#937 #877 #1094 309 Internal Link Dist (ft) 231 993 226 509 Turn Bay Length (ft) 80 307 105 175 Base Capacity (vph) 134 626 840 310 566 696 617 1525 887 219 715 482 Starvation Cap Reductn 0 159 507 0 0 0 38 260 95 0 0 0 Spillback Cap Reductn 000028301370000102 Storage Cap Reductn 000000000000 Reduced v/c Ratio 1.67 2.18 0.57 2.07 2.70 0.94 2.75 1.67 1.23 1.89 1.60 0.91 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 2 Synchro 8 Report 2040 PM Timings 19: NW 87 Ave & Frontage Rd 8/19/2014

Lane Group WBR NBT SBT ø2 ø3 ø4 ø5 ø6 ø7 ø8 Lane Configurations Volume (vph) 1000 2968 1778 Turn Type Prot NA NA Protected Phases 1! Free! Free 2345678 Permitted Phases Free! Free Detector Phase 1 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0 Total Split (s) 45.0 56.0 8.0 61.0 35.0 66.0 14.0 55.0 Total Split (%) 26.5% 33% 5% 36% 21% 39% 8% 32% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 Total Lost Time (s) 4.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None C-Max None None Act Effct Green (s) 41.0 170.0 170.0 Actuated g/C Ratio 0.24 1.00 1.00 v/c Ratio 1.68 0.67 0.32 Control Delay 348.4 2.1 0.0 Queue Delay 2.6 2.1 0.0 Total Delay 351.0 4.2 0.1 LOS FAA Approach Delay 4.2 0.1 Approach LOS AA Intersection Summary Cycle Length: 170 Actuated Cycle Length: 170 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.68 Intersection Signal Delay: 63.2 Intersection LOS: E Intersection Capacity Utilization 99.0% ICU Level of Service F Analysis Period (min) 15 ! Phase conflict between lane groups.

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 2 Synchro 8 Report 2040 PM Queues 19: NW 87 Ave & Frontage Rd 8/19/2014

Lane Group WBR NBT SBT Lane Group Flow (vph) 1111 3298 1976 v/c Ratio 1.68 0.67 0.32 Control Delay 348.4 2.1 0.0 Queue Delay 2.6 2.1 0.0 Total Delay 351.0 4.2 0.1 Queue Length 50th (ft) ~1018 83 0 Queue Length 95th (ft) #1171 m0 m0 Internal Link Dist (ft) 155 52 Turn Bay Length (ft) Base Capacity (vph) 662 4893 6166 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 189 1390 1525 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 2.35 0.94 0.43 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 2 Synchro 8 Report 2040 PM Timings 26: NW 87 Ave & Okeechobee Rd 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 518 122 790 51 141 1074 510 1376 810 968 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Prot NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 20.0 8.0 20.0 8.0 20.0 Total Split (s) 14.0 61.0 61.0 8.0 55.0 55.0 35.0 56.0 45.0 66.0 Total Split (%) 8.2% 35.9% 35.9% 4.7% 32.4% 32.4% 20.6% 32.9% 26.5% 38.8% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lag Lead Lead Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 58.6 58.6 58.6 51.0 51.0 51.0 31.0 52.0 41.0 62.0 Actuated g/C Ratio 0.34 0.34 0.34 0.30 0.30 0.30 0.18 0.31 0.24 0.36 v/c Ratio 1.33 0.12 1.11 0.17 0.16 1.48 0.98 1.42 1.17 0.87 Control Delay 202.6 34.4 91.3 44.8 44.3 264.6 53.8 217.1 130.4 23.8 Queue Delay 0.8 0.0 1.2 0.2 0.0 0.0 40.3 1.1 2.3 48.2 Total Delay 203.4 34.4 92.5 44.9 44.3 264.6 94.0 218.2 132.7 72.0 LOS FCFDDFFFFE Approach Delay 127.7 231.1 191.5 99.7 Approach LOS F F F F Intersection Summary Cycle Length: 170 Actuated Cycle Length: 170 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.68 Intersection Signal Delay: 161.6 Intersection LOS: F Intersection Capacity Utilization 113.7% ICU Level of Service H Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 2 Synchro 8 Report 2040 PM Queues 26: NW 87 Ave & Okeechobee Rd 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 576 136 878 57 157 1193 567 2069 900 1076 v/c Ratio 1.33 0.12 1.11 0.17 0.16 1.48 0.98 1.42 1.17 0.87 Control Delay 202.6 34.4 91.3 44.8 44.3 264.6 53.8 217.1 130.4 23.8 Queue Delay 0.8 0.0 1.2 0.2 0.0 0.0 40.3 1.1 2.3 48.2 Total Delay 203.4 34.4 92.5 44.9 44.3 264.6 94.0 218.2 132.7 72.0 Queue Length 50th (ft) ~857 62 ~901 46 67 ~1036 314 ~1108 ~605 455 Queue Length 95th (ft) #1104 m83 #1223 86 100 #1188 m260 m#850 #741 588 Internal Link Dist (ft) 391 444 249 155 Turn Bay Length (ft) 150 200 250 250 Base Capacity (vph) 434 1131 792 337 984 804 580 1461 767 1242 Starvation Cap Reductn 35 0 35 0 0 0 150 352 217 354 Spillback Cap Reductn 0 0 135 56 000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.44 0.12 1.34 0.20 0.16 1.48 1.32 1.87 1.64 1.21 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 2 Synchro 8 Report 2040 PM Timings 27: NW 87 Ave & NW South River Dr 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 71 465 110 37 389 308 238 1992 217 1538 54 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 5216 Permitted Phases 4 4 8 8 2 6 6 Detector Phase 44488852166 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 Total Split (s) 51.0 51.0 51.0 51.0 51.0 51.0 28.0 96.0 23.0 91.0 91.0 Total Split (%) 30.0% 30.0% 30.0% 30.0% 30.0% 30.0% 16.5% 56.5% 13.5% 53.5% 53.5% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s) 47.0 47.0 47.0 47.0 47.0 47.0 92.0 92.0 87.0 87.0 87.0 Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.28 0.28 0.54 0.54 0.51 0.51 0.51 v/c Ratio 1.22 1.18 0.26 0.98 1.03 0.68 1.10 1.22 1.18 0.98 0.09 Control Delay 229.9 154.9 24.1 187.1 104.1 36.6 147.1 137.3 150.9 26.2 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.4 0.0 1.2 0.0 35.3 0.0 Total Delay 229.9 154.9 24.1 187.1 104.1 37.0 147.1 138.4 150.9 61.5 2.2 LOS FFCFFDFFFEA Approach Delay 141.0 80.1 139.4 70.5 Approach LOS F F F E Intersection Summary Cycle Length: 170 Actuated Cycle Length: 170 Offset: 6 (4%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.22 Intersection Signal Delay: 108.6 Intersection LOS: F Intersection Capacity Utilization 108.9% ICU Level of Service G Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 2 Synchro 8 Report 2040 PM Queues 27: NW 87 Ave & NW South River Dr 8/19/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 79 517 122 41 432 342 264 2235 241 1709 60 v/c Ratio 1.22 1.18 0.26 0.98 1.03 0.68 1.10 1.22 1.18 0.98 0.09 Control Delay 229.9 154.9 24.1 187.1 104.1 36.6 147.1 137.3 150.9 26.2 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.4 0.0 1.2 0.0 35.3 0.0 Total Delay 229.9 154.9 24.1 187.1 104.1 37.0 147.1 138.4 150.9 61.5 2.2 Queue Length 50th (ft) ~107 ~688 48 46 ~515 207 ~290 ~1602 ~278 945 5 Queue Length 95th (ft) #227 #925 108 #137 #741 309 #486 #1723 m#306 m533 m6 Internal Link Dist (ft) 818 4169 632 249 Turn Bay Length (ft) 220 210 150 100 250 Base Capacity (vph) 65 437 468 42 420 505 239 1839 205 1743 676 Starvation Cap Reductn 0000000001720 Spillback Cap Reductn 00000180545000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 1.22 1.18 0.26 0.98 1.03 0.70 1.10 1.73 1.18 1.09 0.09 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 2 Synchro 8 Report 2040 PM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 5 Control Delay / Veh (s/v) 265 Queue Delay / Veh (s/v) 4 Total Delay / Veh (s/v) 269 Total Delay (hr) 2198 Stops / Veh 0.60 Stops (#) 17525 Average Speed (mph) 2 Total Travel Time (hr) 2300 Distance Traveled (mi) 3839 Fuel Consumed (gal) 1929 Fuel Economy (mpg) 2.0 CO Emissions (kg) 134.86 NOx Emissions (kg) 26.24 VOC Emissions (kg) 31.25 Unserved Vehicles (#) 3860 Vehicles in dilemma zone (#) 206 Performance Index 2246.3

Avoidance ALT 2 Synchro 8 Report 2040 AM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 5 Control Delay / Veh (s/v) 162 Queue Delay / Veh (s/v) 5 Total Delay / Veh (s/v) 166 Total Delay (hr) 1464 Stops / Veh 5.10 Stops (#) 161413 Average Speed (mph) 3 Total Travel Time (hr) 1580 Distance Traveled (mi) 4397 Fuel Consumed (gal) 2825 Fuel Economy (mpg) 1.6 CO Emissions (kg) 197.50 NOx Emissions (kg) 38.43 VOC Emissions (kg) 45.77 Unserved Vehicles (#) 4833 Vehicles in dilemma zone (#) 237 Performance Index 1912.0

Avoidance ALT 2 Synchro 8 Report 2040 PM

Intersection Conflict Points

SECTION 4(F) - CONFLICT POINT ANALYSIS

INTERSECTION

1 39 7 12 3 83 32 20 -- 196

2 39 7 9 3 68 32 20 -- 178

3 30 5 1 29 27 42 4 -- 138

5 -- 5 1 26 20 42 30 9 133

6 55 1262042216126

Proposed (ALT 7C Modified) 30 5 1 26 20 42 4 -- 128

Avoidance Alternative 2 Results in gridlock conditions due to the fact that continuous queues of vehicles block the entire network of intersecting streets, bringing traffic in all directions to a complete standstill

ATTACHMENT F5

Traffic Backup for Avoidance Alternative 3

Timings 5: NW 87 Ave & NW 103 ST 8/16/2014

Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 1740 418 1123 1440 557 191 Turn Type Prot Prot NA pm+ov pm+pt NA Protected Phases 882816 Permitted Phases 2 6 Detector Phase 882816 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 65.0 65.0 46.0 65.0 29.0 75.0 Total Split (%) 46.4% 46.4% 32.9% 46.4% 20.7% 53.6% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 5.0 6.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode None None C-Max None None C-Max Act Effct Green (s) 59.0 59.0 41.2 106.2 70.0 69.0 Actuated g/C Ratio 0.42 0.42 0.29 0.76 0.50 0.49 v/c Ratio 0.90 0.50 0.82 0.74 0.91 0.12 Control Delay 44.7 5.8 45.4 11.3 57.9 19.4 Queue Delay 0.0 0.0 2.5 12.4 0.0 0.0 Total Delay 44.7 5.8 47.8 23.6 57.9 19.4 LOS DADCEB Approach Delay 37.2 34.2 48.1 Approach LOS D C D Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 37.3 Intersection LOS: D Intersection Capacity Utilization 84.8% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 5: NW 87 Ave & NW 103 ST

Avoidance ALT 3 Synchro 8 Report 2040 AM Page 1 Queues 5: NW 87 Ave & NW 103 ST 8/16/2014

Lane Group WBL WBR NBT NBR SBL SBT Lane Group Flow (vph) 1891 454 1221 1565 605 208 v/c Ratio 0.90 0.50 0.82 0.74 0.91 0.12 Control Delay 44.7 5.8 45.4 11.3 57.9 19.4 Queue Delay 0.0 0.0 2.5 12.4 0.0 0.0 Total Delay 44.7 5.8 47.8 23.6 57.9 19.4 Queue Length 50th (ft) 562 23 313 190 226 52 Queue Length 95th (ft) 632 102 m317 m196 #322 76 Internal Link Dist (ft) 1333 360 142 Turn Bay Length (ft) 350 600 150 Base Capacity (vph) 2102 904 1496 2121 691 1744 Starvation Cap Reductn 0 0 164 560 0 0 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.90 0.50 0.92 1.00 0.88 0.12 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 3 Synchro 8 Report 2040 AM Page 2 Timings 19: NW 87 Ave & Frontage Rd 8/16/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR ø1 ø3 ø5 ø6 ø8 Lane Configurations Volume (vph) 126 290 286 351 2171 1862 69 Turn Type pm+pt NA NA Prot NA NA Perm Protected Phases 74441 31 3 8 13568 Permitted Phases 4 Free 1 3 8 Detector Phase 74441 31 3 81 3 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 9.0 20.0 20.0 20.0 20.0 20.0 9.0 20.0 20.0 Total Split (s) 9.0 39.0 39.0 39.0 35.0 30.0 9.0 26.0 27.0 Total Split (%) 6.4% 27.9% 27.9% 27.9% 25% 21% 6% 19% 19% Yellow Time (s) 4.0 3.5 3.5 3.5 4.0 4.0 4.0 3.5 3.5 All-Red Time (s) 1.0 0.5 0.5 0.5 1.0 1.0 1.0 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead Lead Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None None Act Effct Green (s) 38.0 35.0 35.0 140.0 55.0 87.0 87.0 Actuated g/C Ratio 0.27 0.25 0.25 1.00 0.39 0.62 0.62 v/c Ratio 1.24 1.64 0.89 0.23 1.00 0.54 0.08 Control Delay 206.6 329.8 74.8 0.4 17.2 8.4 1.9 Queue Delay 0.0 2.8 0.0 0.0 38.5 0.3 0.0 Total Delay 206.6 332.5 74.8 0.4 55.7 8.7 1.9 LOS FFEAEAA Approach Delay 312.3 40.0 55.7 8.5 Approach LOS FD EA Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.64 Intersection Signal Delay: 73.9 Intersection LOS: E Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 3 Synchro 8 Report 2040 AM Page 3 Queues 19: NW 87 Ave & Frontage Rd 8/16/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR Lane Group Flow (vph) 140 733 377 331 2412 2069 77 v/c Ratio 1.24 1.64 0.89 0.23 1.00 0.54 0.08 Control Delay 206.6 329.8 74.8 0.4 17.2 8.4 1.9 Queue Delay 0.0 2.8 0.0 0.0 38.5 0.3 0.0 Total Delay 206.6 332.5 74.8 0.4 55.7 8.7 1.9 Queue Length 50th (ft) ~122 ~939 351 0 106 93 1 Queue Length 95th (ft) #221 #1188 #544 0 m78 152 m4 Internal Link Dist (ft) 455 628 159 360 Turn Bay Length (ft) 250 Base Capacity (vph) 113 447 422 1447 2422 3831 1012 Starvation Cap Reductn 00002637090 Spillback Cap Reductn 0 108 0 15 64 976 0 Storage Cap Reductn 0000000 Reduced v/c Ratio 1.24 2.16 0.89 0.23 1.12 0.72 0.08 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 3 Synchro 8 Report 2040 AM Page 4 Timings 26: NW 87 Ave & Okeechobee Rd 8/16/2014

Lane Group EBL EBR WBL WBR NBT NBR SBL SBT SBR ø4 ø7 Lane Configurations Volume (vph) 876 659 102 439 856 518 359 1431 442 Turn Type Prot Prot Prot Free NA Free Prot NA Perm Protected Phases 1 6 5 3 8 3 4 4 7 Permitted Phases Free Free 3 4 Detector Phase 1 6 5 3 8 3 4 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 9.0 20.0 20.0 20.0 9.0 Total Split (s) 35.0 26.0 9.0 30.0 27.0 39.0 9.0 Total Split (%) 25.0% 18.6% 6.4% 21.4% 19.3% 28% 6% Yellow Time (s) 4.0 3.5 4.0 4.0 3.5 3.5 4.0 All-Red Time (s) 1.0 0.5 1.0 1.0 0.5 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 5.0 5.0 4.0 Lead/Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None C-Max None None None Act Effct Green (s) 30.0 22.0 4.0 140.0 25.0 140.0 23.0 59.0 59.0 Actuated g/C Ratio 0.21 0.16 0.03 1.00 0.18 1.00 0.16 0.42 0.42 v/c Ratio 1.38 1.42 1.20 0.32 1.09 0.39 1.48 1.11 0.64 Control Delay 219.1 223.9 211.6 0.6 86.3 4.4 276.6 94.2 21.2 Queue Delay 1.3 1.2 0.0 0.0 5.2 0.0 2.2 3.2 4.5 Total Delay 220.4 225.0 211.6 0.6 91.5 4.4 278.8 97.3 25.7 LOS FFFAFAFFC Approach Delay 58.6 112.3 Approach LOS E F Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.64 Intersection Signal Delay: 122.2 Intersection LOS: F Intersection Capacity Utilization 94.5% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 3 Synchro 8 Report 2040 AM Page 5 Queues 26: NW 87 Ave & Okeechobee Rd 8/16/2014

Lane Group EBL EBR WBL WBR NBT NBR SBL SBT SBR Lane Group Flow (vph) 973 732 113 488 951 576 399 1590 491 v/c Ratio 1.38 1.42 1.20 0.32 1.09 0.39 1.48 1.11 0.64 Control Delay 219.1 223.9 211.6 0.6 86.3 4.4 276.6 94.2 21.2 Queue Delay 1.3 1.2 0.0 0.0 5.2 0.0 2.2 3.2 4.5 Total Delay 220.4 225.0 211.6 0.6 91.5 4.4 278.8 97.3 25.7 Queue Length 50th (ft) ~603 ~633 ~63 0 ~358 94 ~494 ~887 263 Queue Length 95th (ft) #736 #882 #131 0 #434 209 m#620 m#647 m279 Internal Link Dist (ft) 235 159 Turn Bay Length (ft) 450 450 250 250 Base Capacity (vph) 707 515 94 1524 873 1468 269 1435 768 Starvation Cap Reductn 000069041429202 Spillback Cap Reductn 121 66 0 95 125 0 0 699 0 Storage Cap Reductn 000000000 Reduced v/c Ratio 1.66 1.63 1.20 0.34 1.27 0.39 1.75 2.16 0.87 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 3 Synchro 8 Report 2040 AM Page 6 Timings 27: NW 87 Ave & NW South River Dr 8/16/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 27 268 63 7 390 192 218 1155 272 1852 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 2 6 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 4.0 10.0 Minimum Split (s) 8.5 15.0 15.0 8.5 15.0 15.0 8.5 15.0 8.0 20.0 Total Split (s) 8.6 44.1 44.1 8.5 44.0 44.0 23.4 54.4 33.0 64.0 Total Split (%) 6.1% 31.5% 31.5% 6.1% 31.4% 31.4% 16.7% 38.9% 23.6% 45.7% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 All-Red Time (s) 0.5 1.0 1.0 0.5 1.0 1.0 0.5 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 5.0 5.0 4.5 5.0 5.0 4.5 5.0 4.0 5.0 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 45.4 42.5 42.5 40.9 39.0 39.0 77.3 55.4 83.9 59.8 Actuated g/C Ratio 0.32 0.30 0.30 0.29 0.28 0.28 0.55 0.40 0.60 0.43 v/c Ratio 0.20 0.62 0.13 0.03 1.02 0.42 0.90 0.69 0.89 1.03 Control Delay 38.5 48.4 1.2 33.7 99.1 20.8 75.5 38.6 45.9 40.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.0 21.9 29.1 Total Delay 38.5 48.4 1.2 33.7 99.1 20.8 75.5 39.5 67.8 69.1 LOS DDACFCEDEE Approach Delay 39.4 72.8 45.1 69.0 Approach LOS D E D E Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 5 (4%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.03 Intersection Signal Delay: 59.7 Intersection LOS: E Intersection Capacity Utilization 83.9% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 3 Synchro 8 Report 2040 AM Page 7 Queues 27: NW 87 Ave & NW South River Dr 8/16/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 30 298 70 8 433 213 242 1327 302 2134 v/c Ratio 0.20 0.62 0.13 0.03 1.02 0.42 0.90 0.69 0.89 1.03 Control Delay 38.5 48.4 1.2 33.7 99.1 20.8 75.5 38.6 45.9 40.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.0 21.9 29.1 Total Delay 38.5 48.4 1.2 33.7 99.1 20.8 75.5 39.5 67.8 69.1 Queue Length 50th (ft) 18 220 0 5 ~418 68 ~193 392 178 ~755 Queue Length 95th (ft) 42 350 6 18 #632 146 #372 452 m137 m438 Internal Link Dist (ft) 818 2044 493 235 Turn Bay Length (ft) 220 210 150 100 250 100 Base Capacity (vph) 148 480 543 229 423 508 268 1921 366 2070 Starvation Cap Reductn 0000000064739 Spillback Cap Reductn 000007031800 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.20 0.62 0.13 0.03 1.02 0.43 0.90 0.83 1.00 1.60 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 3 Synchro 8 Report 2040 AM Page 8 Timings 5: NW 87 Ave & NW 103 ST 8/18/2014

Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 1488 515 1948 2107 372 225 Turn Type Prot Perm NA pm+ov pm+pt NA Protected Phases 8 2816 Permitted Phases 8 2 6 Detector Phase 882816 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 23.0 23.0 22.0 23.0 9.0 22.0 Total Split (s) 37.0 37.0 43.0 37.0 10.0 53.0 Total Split (%) 41.1% 41.1% 47.8% 41.1% 11.1% 58.9% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 5.0 6.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode None None C-Max None None C-Max Act Effct Green (s) 31.0 31.0 37.0 74.0 48.0 47.0 Actuated g/C Ratio 0.34 0.34 0.41 0.82 0.53 0.52 v/c Ratio 0.94 0.89 1.01 1.00 1.14 0.13 Control Delay 41.0 39.5 50.3 28.1 110.0 11.3 Queue Delay 0.0 0.0 33.9 25.1 0.0 0.0 Total Delay 41.0 39.5 84.2 53.2 110.0 11.3 LOS DDFDFB Approach Delay 40.6 68.1 72.7 Approach LOS D E E Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.14 Intersection Signal Delay: 60.2 Intersection LOS: E Intersection Capacity Utilization 93.5% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 5: NW 87 Ave & NW 103 ST

Avoidance ALT 3 Synchro 8 Report 2040 PM Page 1 Queues 5: NW 87 Ave & NW 103 ST 8/18/2014

Lane Group WBL WBR NBT NBR SBL SBT Lane Group Flow (vph) 1617 560 2117 2290 404 245 v/c Ratio 0.94 0.89 1.01 1.00 1.14 0.13 Control Delay 41.0 39.5 50.3 28.1 110.0 11.3 Queue Delay 0.0 0.0 33.9 25.1 0.0 0.0 Total Delay 41.0 39.5 84.2 53.2 110.0 11.3 Queue Length 50th (ft) 312 236 ~443 506 ~87 35 Queue Length 95th (ft) #412 #438 #565 #927 #180 55 Internal Link Dist (ft) 1333 360 142 Turn Bay Length (ft) 350 600 150 Base Capacity (vph) 1718 631 2090 2292 354 1848 Starvation Cap Reductn 0 0 231 153 0 0 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.94 0.89 1.14 1.07 1.14 0.13 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Avoidance ALT 3 Synchro 8 Report 2040 PM Page 2 Timings 19: NW 87 Ave & Frontage Rd 8/18/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR ø1 ø3 ø5 ø6 ø8 Lane Configurations Volume (vph) 134 228 386 626 3295 1580 133 Turn Type pm+pt NA NA Prot NA NA Perm Protected Phases 74441 31 3 8 13568 Permitted Phases 4 Free 1 3 8 Detector Phase 74441 31 3 81 3 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 9.0 20.0 20.0 20.0 20.0 20.0 9.0 20.0 20.0 Total Split (s) 10.0 38.0 38.0 38.0 37.0 39.0 9.0 28.0 26.0 Total Split (%) 6.7% 25.3% 25.3% 25.3% 25% 26% 6% 19% 17% Yellow Time (s) 4.0 3.5 3.5 3.5 4.0 4.0 4.0 3.5 3.5 All-Red Time (s) 1.0 0.5 0.5 0.5 1.0 1.0 1.0 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead Lead Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None None Act Effct Green (s) 38.0 34.0 34.0 150.0 66.0 97.0 97.0 Actuated g/C Ratio 0.25 0.23 0.23 1.00 0.44 0.65 0.65 v/c Ratio 1.39 1.63 1.59 0.37 1.35 0.44 0.14 Control Delay 280.5 342.7 316.3 0.7 175.8 13.5 1.7 Queue Delay 0.0 1.4 0.0 0.0 0.1 1.1 0.0 Total Delay 280.5 344.0 316.3 0.7 176.0 14.6 1.7 LOS FFFAFBA Approach Delay 332.4 167.9 176.0 13.6 Approach LOS FF FB Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 44 (29%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.65 Intersection Signal Delay: 150.6 Intersection LOS: F Intersection Capacity Utilization 99.9% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 3 Synchro 8 Report 2040 PM Page 3 Queues 19: NW 87 Ave & Frontage Rd 8/18/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR Lane Group Flow (vph) 149 667 596 529 3661 1756 148 v/c Ratio 1.39 1.63 1.59 0.37 1.35 0.44 0.14 Control Delay 280.5 342.7 316.3 0.7 175.8 13.5 1.7 Queue Delay 0.0 1.4 0.0 0.0 0.1 1.1 0.0 Total Delay 280.5 344.0 316.3 0.7 176.0 14.6 1.7 Queue Length 50th (ft) ~189 ~944 ~872 0 ~939 233 0 Queue Length 95th (ft) m#327 #1194 #1124 0 m#500 257 25 Internal Link Dist (ft) 455 628 159 360 Turn Bay Length (ft) 250 Base Capacity (vph) 107 410 374 1447 2713 3987 1075 Starvation Cap Reductn 0 16 0 0 180 1853 0 Spillback Cap Reductn 0 52 0 0 0 610 0 Storage Cap Reductn 0000000 Reduced v/c Ratio 1.39 1.86 1.59 0.37 1.45 0.82 0.14 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 3 Synchro 8 Report 2040 PM Page 4 Timings 26: NW 87 Ave & Okeechobee Rd 8/18/2014

Lane Group EBL EBR WBL WBR NBT NBR SBL SBT SBR ø4 ø7 Lane Configurations Volume (vph) 1045 582 51 974 1276 486 304 1176 473 Turn Type Prot Prot Prot Free NA Free Prot NA Perm Protected Phases 1 6 5 3 8 3 4 4 7 Permitted Phases Free Free 3 4 Detector Phase 1 6 5 3 8 3 4 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 9.0 20.0 20.0 20.0 9.0 Total Split (s) 37.0 28.0 9.0 39.0 26.0 38.0 10.0 Total Split (%) 24.7% 18.7% 6.0% 26.0% 17.3% 25% 7% Yellow Time (s) 4.0 3.5 4.0 4.0 3.5 3.5 4.0 All-Red Time (s) 1.0 0.5 1.0 1.0 0.5 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 5.0 5.0 4.0 Lead/Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None C-Max None None None Act Effct Green (s) 32.0 25.8 4.0 150.0 34.0 150.0 22.0 67.0 67.0 Actuated g/C Ratio 0.21 0.17 0.03 1.00 0.23 1.00 0.15 0.45 0.45 v/c Ratio 1.65 1.24 0.65 0.71 1.28 0.37 1.41 0.86 0.63 Control Delay 333.8 147.3 103.2 2.8 161.3 0.7 241.5 24.2 6.3 Queue Delay 1.7 1.4 0.0 50.1 1.7 0.0 3.0 48.4 2.0 Total Delay 335.5 148.8 103.2 52.9 163.0 0.7 244.5 72.6 8.3 LOS FFFDFAFEA Approach Delay 118.3 83.8 Approach LOS F F Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 44 (29%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.65 Intersection Signal Delay: 136.0 Intersection LOS: F Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 3 Synchro 8 Report 2040 PM Page 5 Queues 26: NW 87 Ave & Okeechobee Rd 8/18/2014

Lane Group EBL EBR WBL WBR NBT NBR SBL SBT SBR Lane Group Flow (vph) 1161 647 57 1082 1418 540 338 1307 526 v/c Ratio 1.65 1.24 0.65 0.71 1.28 0.37 1.41 0.86 0.63 Control Delay 333.8 147.3 103.2 2.8 161.3 0.7 241.5 24.2 6.3 Queue Delay 1.7 1.4 0.0 50.1 1.7 0.0 3.0 48.4 2.0 Total Delay 335.5 148.8 103.2 52.9 163.0 0.7 244.5 72.6 8.3 Queue Length 50th (ft) ~845 ~527 28 0 ~623 0 ~446 326 33 Queue Length 95th (ft) #982 #773 #64 0 #724 m0 m#558 m330 m55 Internal Link Dist (ft) 235 159 Turn Bay Length (ft) 450 450 250 250 Base Capacity (vph) 704 522 88 1524 1109 1468 240 1521 840 Starvation Cap Reductn 0000121044393179 Spillback Cap Reductn 154 80 0 639 322 0 0 563 0 Storage Cap Reductn 000000000 Reduced v/c Ratio 2.11 1.46 0.65 1.22 1.80 0.37 1.72 1.36 0.80 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 3 Synchro 8 Report 2040 PM Page 6 Timings 27: NW 87 Ave & NW South River Dr 8/18/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 71 465 110 37 389 308 227 1383 217 1538 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 2 6 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 4.0 10.0 Minimum Split (s) 8.5 15.0 15.0 8.5 15.0 15.0 8.5 15.0 8.0 20.0 Total Split (s) 8.8 55.0 55.0 8.6 54.8 54.8 27.4 58.4 28.0 59.0 Total Split (%) 5.9% 36.7% 36.7% 5.7% 36.5% 36.5% 18.3% 38.9% 18.7% 39.3% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 All-Red Time (s) 0.5 1.0 1.0 0.5 1.0 1.0 0.5 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 5.0 5.0 4.5 5.0 5.0 4.5 5.0 4.0 5.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 53.9 50.0 50.0 52.7 48.1 48.1 79.8 56.8 79.3 55.9 Actuated g/C Ratio 0.36 0.33 0.33 0.35 0.32 0.32 0.53 0.38 0.53 0.37 v/c Ratio 0.43 0.98 0.22 0.32 0.89 0.59 0.97 0.84 0.90 0.98 Control Delay 38.7 83.9 14.6 35.2 69.1 28.2 94.0 48.5 53.8 38.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.1 0.0 47.5 4.8 41.1 Total Delay 38.7 83.9 14.6 35.2 69.1 28.3 94.0 96.0 58.6 79.1 LOS DFBDECFFEE Approach Delay 67.2 50.3 95.7 76.6 Approach LOS E D F E Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 48 (32%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 130 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 77.8 Intersection LOS: E Intersection Capacity Utilization 87.1% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 3 Synchro 8 Report 2040 PM Page 7 Queues 27: NW 87 Ave & NW South River Dr 8/18/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 79 517 122 41 432 342 252 1558 241 1769 v/c Ratio 0.43 0.98 0.22 0.32 0.89 0.59 0.97 0.84 0.90 0.98 Control Delay 38.7 83.9 14.6 35.2 69.1 28.2 94.0 48.5 53.8 38.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.1 0.0 47.5 4.8 41.1 Total Delay 38.7 83.9 14.6 35.2 69.1 28.3 94.0 96.0 58.6 79.1 Queue Length 50th (ft) 49 501 28 25 395 161 207 527 160 ~670 Queue Length 95th (ft) 87 #743 78 52 #582 268 #392 594 m185 m#561 Internal Link Dist (ft) 818 2044 493 235 Turn Bay Length (ft) 220 210 150 100 250 100 Base Capacity (vph) 183 527 561 129 504 600 261 1846 284 1806 Starvation Cap Reductn 0000000017386 Spillback Cap Reductn 0000014050700 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.43 0.98 0.22 0.32 0.86 0.58 0.97 1.16 0.90 1.25 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 3 Synchro 8 Report 2040 PM Page 8 Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 8 Control Delay / Veh (s/v) 38 Queue Delay / Veh (s/v) 5 Total Delay / Veh (s/v) 43 Total Delay (hr) 441 Stops / Veh 0.38 Stops (#) 14076 Average Speed (mph) 7 Total Travel Time (hr) 550 Distance Traveled (mi) 4017 Fuel Consumed (gal) 604 Fuel Economy (mpg) 6.6 CO Emissions (kg) 42.25 NOx Emissions (kg) 8.22 VOC Emissions (kg) 9.79 Unserved Vehicles (#) 1122 Vehicles in dilemma zone (#) 719 Performance Index 480.2

Avoidance ALT 3 Synchro 8 Report 2040 AM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 8 Control Delay / Veh (s/v) 56 Queue Delay / Veh (s/v) 9 Total Delay / Veh (s/v) 65 Total Delay (hr) 740 Stops / Veh 0.39 Stops (#) 16098 Average Speed (mph) 5 Total Travel Time (hr) 864 Distance Traveled (mi) 4550 Fuel Consumed (gal) 862 Fuel Economy (mpg) 5.3 CO Emissions (kg) 60.23 NOx Emissions (kg) 11.72 VOC Emissions (kg) 13.96 Unserved Vehicles (#) 2279 Vehicles in dilemma zone (#) 687 Performance Index 784.7

Avoidance ALT 3 Synchro 8 Report 2040 PM

Intersection Conflict Points

SECTION 4(F) - CONFLICT POINT ANALYSIS

INTERSECTION

1 39 7 12 3 83 32 20 -- 196

2 39 7 9 3 68 32 20 -- 178

3 30 5 1 29 27 42 4 -- 138

5 -- 5 1 26 20 42 30 9 133

6 55 1262042216126

Proposed (ALT 7C Modified) 30 5 1 26 20 42 4 -- 128

Queuing along NW 87 Avenue for Avoidance Alternative 3 ATTACHMENT F6

Traffic Backup for Avoidance Alternative 4

NW 114TH ST T C H T 7 8 W N T C H T 7 8 W N

E V A H T 8 8 W N

NW 113TH ST [

NW 112TH TER

NW 112TH ST

NW 111TH TER

NW 110TH LN

E V A H T 9 8 W N E V A H T 9 8 W N W 5 6 T H S T

NW 110TH ST

W 5 5 T H S T NW 109TH TER

W 5 4 T H P L NW 108TH LN W 5 3 R D P L

T C D N 2 2 W T C D N 2 2 W NW 108TH ST W 5 3 R D T E R

NW 107TH ST

NW 107TH ST W 2 2 N D L N W 2 2 N D L N

W 5 2 N D S T

N O K E E C H O B E E R D

E V A D N 2 8 W N

T C H T 0 8 W N

N W S O U T H R IV E R D R

NWNW 103RD103RD STST

Route 1 Approx. 1 mile Miles Route 2 Approx. 2 miles OKEECHOBEE ROAD PD&E STUDY 0 0.04 0.08 0.16 AVOIDANCE ALTERNATIVESource: Esri, 4 CIRCUITOUS DigitalGlobe, GeoEye, ROUTES i-cubed, Earthstar Geographics,Begin CNES/Airbus Route DS, USDA, USGS, Route 3 Approx. 2 miles AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User CommunityBegin Route End Route [

!11 15 !13 12 9 16 ! !14 ! 10 ! ! ! !8 2 !7 !6 !5 !4 !3 ! !1 !17*

*LOT HAS BEEN DEVELOPED OKEECHOBEE ROAD PD&E STUDY Miles SINCE THIS LAST AERIAL IMAGERY BUSINESSES IMPACTEDSource: BY AVOIDANCEEsri, DigitalGlobe, GeoEye, ALTERNATIVES i-cubed, Earthstar Geographics,0 0.015 CNES/Airbus0.03 DS, USDA,0.06 USGS, Legend AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Businesses Impacted by Avoidance Alternatives

1. America Income Tax Services a. 8202 NW 103rd Sr 2. JLH Pharmacy a. 8204 NW 103rd St 3. Ana’s Beauty Salon a. 8214 NW 103rd St 4. Laundry One a. 8218 NW 103rd St 5. Fritanga Las Piedresitas a. 8230 NW 103rd St 6. Platinum Cuts a. 8232 NW 103rd St 7. Western Union a. 8238 NW 103rd St 8. Family Dollar a. 8250 NW 103rd St 9. Rana Furniture Outlet a. 8280 NW 103rd St 10. Centro Mater West Child Care a. 8298 NW 103rd St 11. Advanced Auto Parts a. 8300 NW 103rd St 12. Martha’s Plaza a. 8302 NW 103rd St i. Adult Day Care ii. Glamour Ball Room iii. Golden Pharmacy iv. Infinity Consulting Group Inc. v. Integral Dental Care vi. La Mina Restaurante vii. Marlene’s Unisex Salon viii. Olive Insurance ix. Rainbow Rehab Medical Center x. Rolando Cafeteria Inc. xi. TIA Insurance Advisor xii. Uniforms AB & more xiii. World KM Taekwondo 13. BP a. 8314 NW 103rd St 14. Gavilan Shopping Plaza a. 8318 NW 103rd St i. Growing Treasures Private School 15. Express Lube and Del Toro Auto Insurance a. 8324 NW 103rd St 16. Un-named Plaza a. 8404 NW 103rd St i. Premiere American Bank ii. Family Community Bank iii. Hialeah Auto Tag Agency iv. Tax-Pro Hialeah Gardens 17. Nautica Plaza a. 8524 NW 103rd St i. Dayta Dialysis

ATTACHMENT F7

Traffic Backup for Avoidance Alternative 5

Timings 7: C-7 Connector & NW 106 ST 8/21/2014

Lane Group EBT EBR WBT NBL Lane Configurations Volume (vph) 370 1704 259 2158 Turn Type NA custom NA Prot Protected Phases 4682 Permitted Phases Detector Phase 4682 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 10.0 10.0 10.0 Total Split (s) 44.0 76.0 44.0 76.0 Total Split (%) 36.7% 63.3% 36.7% 63.3% Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 Lead/Lag Lead-Lag Optimize? Recall Mode None C-Max None C-Max Act Effct Green (s) 30.8 77.2 30.8 77.2 Actuated g/C Ratio 0.26 0.64 0.26 0.64 v/c Ratio 0.84 0.75 0.59 0.73 Control Delay 56.4 1.7 43.6 16.4 Queue Delay 0.0 0.1 0.0 2.4 Total Delay 56.4 1.8 43.6 18.9 LOS EADB Approach Delay 11.6 43.6 18.9 Approach LOS B DB Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 73 (61%), Referenced to phase 2:NBL and 6:EBR, Start of Yellow Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.84 Intersection Signal Delay: 16.9 Intersection LOS: B Intersection Capacity Utilization 70.5% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 7: C-7 Connector & NW 106 ST

Avoidance ALT 5 Synchro 8 Report 2040 AM Queues 7: C-7 Connector & NW 106 ST 8/21/2014

Lane Group EBT EBR WBT NBL Lane Group Flow (vph) 402 1852 282 2346 v/c Ratio 0.84 0.75 0.59 0.73 Control Delay 56.4 1.7 43.6 16.4 Queue Delay 0.0 0.1 0.0 2.4 Total Delay 56.4 1.8 43.6 18.9 Queue Length 50th (ft) 331 12 191 407 Queue Length 95th (ft) m347 m26 260 545 Internal Link Dist (ft) 992 288 162 Turn Bay Length (ft) 500 Base Capacity (vph) 589 2453 589 3211 Starvation Cap Reductn 0 0 0 706 Spillback Cap Reductn 0 90 0 0 Storage Cap Reductn 0000 Reduced v/c Ratio 0.68 0.78 0.48 0.94 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 AM Timings 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR ø1 ø3 ø5 ø6 Lane Configurations Volume (vph) 126 290 286 351 2171 1503 69 Turn Type pm+pt NA NA Prot NA NA Perm Protected Phases 74441 31 3 1356 Permitted Phases 4 Free 1 3 Detector Phase 74441 31 31 3 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 9.0 20.0 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 9.0 38.0 38.0 38.0 45.0 28.0 9.0 36.0 Total Split (%) 7.5% 31.7% 31.7% 31.7% 38% 23% 8% 30% Yellow Time (s) 4.0 3.5 3.5 3.5 4.0 4.0 4.0 3.5 All-Red Time (s) 1.0 0.5 0.5 0.5 1.0 1.0 1.0 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None Act Effct Green (s) 37.0 34.0 34.0 120.0 68.0 68.0 68.0 Actuated g/C Ratio 0.31 0.28 0.28 1.00 0.57 0.57 0.57 v/c Ratio 0.84 1.45 0.79 0.23 0.69 0.60 0.08 Control Delay 78.4 242.7 48.4 0.6 3.4 15.9 3.4 Queue Delay 0.0 1.8 0.0 0.0 1.8 3.3 0.0 Total Delay 78.4 244.5 48.4 0.6 5.2 19.2 3.4 LOS EFDAABA Approach Delay 217.9 26.0 5.2 18.5 Approach LOS FC AB Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.45 Intersection Signal Delay: 44.1 Intersection LOS: D Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 5 Synchro 8 Report 2040 AM Queues 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR Lane Group Flow (vph) 140 733 377 331 2412 1670 77 v/c Ratio 0.84 1.45 0.79 0.23 0.69 0.60 0.08 Control Delay 78.4 242.7 48.4 0.6 3.4 15.9 3.4 Queue Delay 0.0 1.8 0.0 0.0 1.8 3.3 0.0 Total Delay 78.4 244.5 48.4 0.6 5.2 19.2 3.4 Queue Length 50th (ft) 76 ~747 289 0 26 257 3 Queue Length 95th (ft) #138 #987 #442 4 m52 m265 m5 Internal Link Dist (ft) 455 628 159 275 Turn Bay Length (ft) Base Capacity (vph) 167 507 479 1447 3494 2772 930 Starvation Cap Reductn 000086600 Spillback Cap Reductn 0 93 0 0 0 975 0 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.84 1.77 0.79 0.23 0.92 0.93 0.08 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 AM Timings 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR ø4 ø7 Lane Configurations Volume (vph) 876 659 102 439 856 518 1431 442 Turn Type Prot Prot Prot Free NA Free NA Perm Protected Phases 1 6 5 3 3 4 4 7 Permitted Phases Free Free 3 4 Detector Phase 1 6 5 3 3 4 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 9.0 20.0 20.0 9.0 Total Split (s) 45.0 36.0 9.0 28.0 38.0 9.0 Total Split (%) 37.5% 30.0% 7.5% 23.3% 32% 8% Yellow Time (s) 4.0 3.5 4.0 4.0 3.5 4.0 All-Red Time (s) 1.0 0.5 1.0 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None C-Max None None Act Effct Green (s) 40.0 32.0 4.0 120.0 23.0 120.0 56.0 56.0 Actuated g/C Ratio 0.33 0.27 0.03 1.00 0.19 1.00 0.47 0.47 v/c Ratio 0.88 1.43 1.03 0.32 1.01 0.39 1.00 0.57 Control Delay 48.6 232.5 131.7 1.6 55.1 4.0 42.4 8.1 Queue Delay 0.0 0.7 0.0 0.0 19.0 0.0 39.0 2.1 Total Delay 48.6 233.1 131.7 1.6 74.1 4.0 81.4 10.2 LOS DFFAEAFB Approach Delay 47.6 64.6 Approach LOS D E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.45 Intersection Signal Delay: 74.5 Intersection LOS: E Intersection Capacity Utilization 94.5% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 5 Synchro 8 Report 2040 AM Queues 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR Lane Group Flow (vph) 973 732 113 488 951 576 1590 491 v/c Ratio 0.88 1.43 1.03 0.32 1.01 0.39 1.00 0.57 Control Delay 48.6 232.5 131.7 1.6 55.1 4.0 42.4 8.1 Queue Delay 0.0 0.7 0.0 0.0 19.0 0.0 39.0 2.1 Total Delay 48.6 233.1 131.7 1.6 74.1 4.0 81.4 10.2 Queue Length 50th (ft) 365 ~684 ~47 1 ~232 78 ~424 57 Queue Length 95th (ft) #480 #923 #111 51 #360 180 m#477 m111 Internal Link Dist (ft) 235 159 Turn Bay Length (ft) 450 450 250 250 Base Capacity (vph) 1101 512 110 1524 937 1468 1589 860 Starvation Cap Reductn 0000480458229 Spillback Cap Reductn 0 40 00007950 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.88 1.55 1.03 0.32 1.07 0.39 2.00 0.78 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 AM Timings 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 27 268 63 7 390 192 218 1155 272 1852 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 2 6 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 4.0 10.0 Minimum Split (s) 8.5 15.0 15.0 8.5 15.0 15.0 8.5 15.0 8.0 20.0 Total Split (s) 8.6 36.1 36.1 8.5 36.0 36.0 20.0 47.4 28.0 55.4 Total Split (%) 7.2% 30.1% 30.1% 7.1% 30.0% 30.0% 16.7% 39.5% 23.3% 46.2% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 All-Red Time (s) 0.5 1.0 1.0 0.5 1.0 1.0 0.5 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 5.0 5.0 4.5 5.0 5.0 4.5 5.0 4.0 5.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 39.2 37.9 37.9 37.3 34.4 34.4 60.2 44.2 70.7 50.4 Actuated g/C Ratio 0.33 0.32 0.32 0.31 0.29 0.29 0.50 0.37 0.59 0.42 v/c Ratio 0.19 0.60 0.12 0.03 0.99 0.40 1.00 0.74 0.90 1.05 Control Delay 30.0 41.4 0.4 27.1 85.5 16.0 92.2 36.3 32.9 52.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 9.0 22.3 Total Delay 30.0 41.4 0.4 27.1 85.5 16.1 92.2 37.2 41.9 74.9 LOS CDACFBFDDE Approach Delay 33.3 62.2 45.6 70.8 Approach LOS C E D E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 2 (2%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.05 Intersection Signal Delay: 58.9 Intersection LOS: E Intersection Capacity Utilization 83.9% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 5 Synchro 8 Report 2040 AM Queues 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 30 298 70 8 433 213 242 1327 302 2134 v/c Ratio 0.19 0.60 0.12 0.03 0.99 0.40 1.00 0.74 0.90 1.05 Control Delay 30.0 41.4 0.4 27.1 85.5 16.0 92.2 36.3 32.9 52.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 9.0 22.3 Total Delay 30.0 41.4 0.4 27.1 85.5 16.1 92.2 37.2 41.9 74.9 Queue Length 50th (ft) 16 190 0 4 ~382 47 ~147 331 159 ~649 Queue Length 95th (ft) 38 317 0 16 #583 119 #319 390 m133 m440 Internal Link Dist (ft) 818 2044 493 235 Turn Bay Length (ft) 220 210 150 100 250 100 Base Capacity (vph) 161 500 574 268 436 534 242 1788 357 2035 Starvation Cap Reductn 0000000036632 Spillback Cap Reductn 000005020200 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.19 0.60 0.12 0.03 0.99 0.40 1.00 0.84 0.94 1.52 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 AM Timings 97: NW 87 Ave & NW 106 ST 8/21/2014

Lane Group EBR WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 144 1740 677 1046 1517 557 2076 Turn Type Perm Prot Prot NA pm+ov pm+pt NA Protected Phases 882816 Permitted Phases 8 2 6 Detector Phase 8882816 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 56.0 56.0 56.0 39.0 56.0 25.0 64.0 Total Split (%) 46.7% 46.7% 46.7% 32.5% 46.7% 20.8% 53.3% Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 4.0 5.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 7.0 7.0 5.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode None None None C-Max None None C-Max Act Effct Green (s) 49.0 49.0 49.0 32.4 88.4 59.0 57.0 Actuated g/C Ratio 0.41 0.41 0.41 0.27 0.74 0.49 0.48 v/c Ratio 0.23 0.99 0.86 0.88 0.85 0.94 1.00 Control Delay 12.3 40.3 14.4 49.2 11.0 54.5 50.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.3 40.3 14.4 49.2 11.0 54.5 50.2 LOS BDBDBDD Approach Delay 26.6 51.1 Approach LOS C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 112 (93%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.00 Intersection Signal Delay: 36.7 Intersection LOS: D Intersection Capacity Utilization 97.4% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 97: NW 87 Ave & NW 106 ST

Avoidance ALT 5 Synchro 8 Report 2040 AM Queues 97: NW 87 Ave & NW 106 ST 8/21/2014

Lane Group EBR WBL WBR NBT NBR SBL SBT Lane Group Flow (vph) 160 1933 752 1162 1686 619 2320 v/c Ratio 0.23 0.99 0.86 0.88 0.85 0.94 1.00 Control Delay 12.3 40.3 14.4 49.2 11.0 54.5 50.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.3 40.3 14.4 49.2 11.0 54.5 50.2 Queue Length 50th (ft) 37 527 172 282 580 192 639 Queue Length 95th (ft) 85 #625 #524 #405 839 #301 #779 Internal Link Dist (ft) 109 268 Turn Bay Length (ft) 500 Base Capacity (vph) 681 1960 871 1321 1983 671 2322 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.23 0.99 0.86 0.88 0.85 0.92 1.00 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Avoidance ALT 5 Synchro 8 Report 2040 AM Timings 104: NW 103 ST & C-7 Connector 8/21/2014

Lane Group EBT WBT WBR SBL Lane Configurations Volume (vph) 100 100 2158 1704 Turn Type NA NA custom Prot Protected Phases 4426 Permitted Phases Detector Phase 4426 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 10.0 10.0 10.0 Total Split (s) 22.0 22.0 98.0 98.0 Total Split (%) 18.3% 18.3% 81.7% 81.7% Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 Lead/Lag Lead-Lag Optimize? Recall Mode None None C-Max C-Max Act Effct Green (s) 12.1 12.1 95.9 95.9 Actuated g/C Ratio 0.10 0.10 0.80 0.80 v/c Ratio 0.58 0.58 0.70 0.68 Control Delay 63.4 63.4 1.4 3.8 Queue Delay 0.0 0.0 1.2 0.9 Total Delay 63.4 63.4 2.6 4.7 LOS EEAA Approach Delay 63.4 5.3 4.7 Approach LOS EA A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 92 (77%), Referenced to phase 2:WBR and 6:SBL, Start of Yellow Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 6.5 Intersection LOS: A Intersection Capacity Utilization 63.9% ICU Level of Service B Analysis Period (min) 15

Splits and Phases: 104: NW 103 ST & C-7 Connector

Avoidance ALT 5 Synchro 8 Report 2040 AM Queues 104: NW 103 ST & C-7 Connector 8/21/2014

Lane Group EBT WBT WBR SBL Lane Group Flow (vph) 109 109 2346 1852 v/c Ratio 0.58 0.58 0.70 0.68 Control Delay 63.4 63.4 1.4 3.8 Queue Delay 0.0 0.0 1.2 0.9 Total Delay 63.4 63.4 2.6 4.7 Queue Length 50th (ft) 82 82 0 53 Queue Length 95th (ft) 138 138 10 325 Internal Link Dist (ft) 524 246 162 Turn Bay Length (ft) Base Capacity (vph) 248 248 3356 2742 Starvation Cap Reductn 0 0 0 546 Spillback Cap Reductn 0 0 718 0 Storage Cap Reductn 0000 Reduced v/c Ratio 0.44 0.44 0.89 0.84 Intersection Summary

Avoidance ALT 5 Synchro 8 Report 2040 AM Timings 7: NW 103 ST & C-7 Connector 8/21/2014

Lane Group EBT WBT WBR SBL Lane Configurations Volume (vph) 100 100 2003 2198 Turn Type NA NA custom Prot Protected Phases 4426 Permitted Phases Detector Phase 4426 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 130.0 130.0 Total Split (%) 13.3% 13.3% 86.7% 86.7% Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Recall Mode Max Max Max Max Act Effct Green (s) 16.0 16.0 126.0 126.0 Actuated g/C Ratio 0.11 0.11 0.84 0.84 v/c Ratio 0.55 0.55 0.64 0.83 Control Delay 74.8 74.8 1.0 9.1 Queue Delay 0.0 0.0 1.3 7.9 Total Delay 74.8 74.8 2.4 17.0 LOS EEAB Approach Delay 74.8 5.8 17.0 Approach LOS EA B Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 101 (67%), Referenced to phase 2:WBR and 6:SBL, Start of Yellow Natural Cycle: 90 Control Type: Pretimed Maximum v/c Ratio: 0.83 Intersection Signal Delay: 13.0 Intersection LOS: B Intersection Capacity Utilization 74.6% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 7: NW 103 ST & C-7 Connector

Avoidance ALT 5 Synchro 8 Report 2040 PM Queues 7: NW 103 ST & C-7 Connector 8/21/2014

Lane Group EBT WBT WBR SBL Lane Group Flow (vph) 109 109 2177 2389 v/c Ratio 0.55 0.55 0.64 0.83 Control Delay 74.8 74.8 1.0 9.1 Queue Delay 0.0 0.0 1.3 7.9 Total Delay 74.8 74.8 2.4 17.0 Queue Length 50th (ft) 103 103 0 659 Queue Length 95th (ft) 171 171 7 658 Internal Link Dist (ft) 612 387 197 Turn Bay Length (ft) Base Capacity (vph) 198 198 3380 2883 Starvation Cap Reductn 0 0 0 480 Spillback Cap Reductn 0 0 919 0 Storage Cap Reductn 0000 Reduced v/c Ratio 0.55 0.55 0.88 0.99 Intersection Summary

Avoidance ALT 5 Synchro 8 Report 2040 PM Timings 9: C-7 Connector & NW 106 ST 8/21/2014

Lane Group EBT EBR WBT NBL Lane Configurations Volume (vph) 528 2198 182 2003 Turn Type NA custom NA Prot Protected Phases 4682 Permitted Phases 4 Detector Phase 4682 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 Total Split (s) 62.0 88.0 62.0 88.0 Total Split (%) 41.3% 58.7% 41.3% 58.7% Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Recall Mode None C-Max None C-Max Act Effct Green (s) 51.0 150.0 51.0 91.0 Actuated g/C Ratio 0.34 1.00 0.34 0.61 v/c Ratio 0.91 0.86 0.31 0.72 Control Delay 48.1 0.6 36.9 22.8 Queue Delay 0.0 4.9 0.0 2.1 Total Delay 48.1 5.5 36.9 24.9 LOS DADC Approach Delay 13.8 36.9 24.9 Approach LOS B DC Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 84 (56%), Referenced to phase 2:NBL and 6:EBR, Start of Yellow Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 19.2 Intersection LOS: B Intersection Capacity Utilization 80.2% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 9: C-7 Connector & NW 106 ST

Avoidance ALT 5 Synchro 8 Report 2040 PM Queues 9: C-7 Connector & NW 106 ST 8/21/2014

Lane Group EBT EBR WBT NBL Lane Group Flow (vph) 574 2389 198 2177 v/c Ratio 0.91 0.86 0.31 0.72 Control Delay 48.1 0.6 36.9 22.8 Queue Delay 0.0 4.9 0.0 2.1 Total Delay 48.1 5.5 36.9 24.9 Queue Length 50th (ft) 518 14 141 516 Queue Length 95th (ft) m391 m3 197 630 Internal Link Dist (ft) 889 249 197 Turn Bay Length (ft) 500 Base Capacity (vph) 720 2787 720 3028 Starvation Cap Reductn 0 0 0 668 Spillback Cap Reductn 0 343 0 0 Storage Cap Reductn 0000 Reduced v/c Ratio 0.80 0.98 0.28 0.92 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 PM Timings 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR ø1 ø3 ø5 ø6 Lane Configurations Volume (vph) 134 228 386 626 3295 1276 133 Turn Type pm+pt NA NA Prot NA NA Perm Protected Phases 74441 31 3 1356 Permitted Phases 4 Free 1 3 Detector Phase 74441 31 31 3 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 9.0 20.0 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 10.0 46.0 46.0 46.0 51.0 43.0 9.0 42.0 Total Split (%) 6.7% 30.7% 30.7% 30.7% 34% 29% 6% 28% Yellow Time (s) 4.0 3.5 3.5 3.5 4.0 4.0 4.0 3.5 All-Red Time (s) 1.0 0.5 0.5 0.5 1.0 1.0 1.0 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None Act Effct Green (s) 46.0 42.0 42.0 150.0 89.0 89.0 89.0 Actuated g/C Ratio 0.31 0.28 0.28 1.00 0.59 0.59 0.59 v/c Ratio 1.39 1.34 1.29 0.37 1.00 0.49 0.15 Control Delay 239.1 201.6 187.7 0.7 18.2 17.6 2.5 Queue Delay 0.0 1.2 0.0 0.0 38.5 0.0 0.0 Total Delay 239.1 202.8 187.7 0.7 56.7 17.7 2.5 LOS FFFAEBA Approach Delay 209.4 99.8 56.7 16.2 Approach LOS FF EB Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 80 (53%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.39 Intersection Signal Delay: 72.0 Intersection LOS: E Intersection Capacity Utilization 99.9% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 5 Synchro 8 Report 2040 PM Queues 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR Lane Group Flow (vph) 149 667 596 529 3661 1418 148 v/c Ratio 1.39 1.34 1.29 0.37 1.00 0.49 0.15 Control Delay 239.1 201.6 187.7 0.7 18.2 17.6 2.5 Queue Delay 0.0 1.2 0.0 0.0 38.5 0.0 0.0 Total Delay 239.1 202.8 187.7 0.7 56.7 17.7 2.5 Queue Length 50th (ft) ~137 ~355 ~777 0 ~840 279 6 Queue Length 95th (ft) m#266 #622 #1030 0 m634 320 m17 Internal Link Dist (ft) 455 628 159 360 Turn Bay Length (ft) Base Capacity (vph) 107 497 463 1447 3658 2903 999 Starvation Cap Reductn 0 23 0 0 569 0 0 Spillback Cap Reductn 0 65 0 0 0 181 0 Storage Cap Reductn 0000000 Reduced v/c Ratio 1.39 1.54 1.29 0.37 1.19 0.52 0.15 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 PM Timings 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR ø4 ø7 Lane Configurations Volume (vph) 1045 582 51 974 1276 486 1176 473 Turn Type Prot Prot Prot Free NA Free NA Perm Protected Phases 1 6 5 3 3 4 4 7 Permitted Phases Free Free 3 4 Detector Phase 1 6 5 3 3 4 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 9.0 20.0 20.0 9.0 Total Split (s) 51.0 42.0 9.0 43.0 46.0 10.0 Total Split (%) 34.0% 28.0% 6.0% 28.7% 31% 7% Yellow Time (s) 4.0 3.5 4.0 4.0 3.5 4.0 All-Red Time (s) 1.0 0.5 1.0 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 5.0 5.0 Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None C-Max None None Act Effct Green (s) 46.0 39.8 4.0 150.0 38.0 150.0 79.0 79.0 Actuated g/C Ratio 0.31 0.27 0.03 1.00 0.25 1.00 0.53 0.53 v/c Ratio 1.15 1.32 0.65 0.71 1.14 0.37 0.73 0.55 Control Delay 124.1 194.0 103.2 2.8 102.1 0.7 11.6 3.0 Queue Delay 0.0 0.9 0.0 0.4 1.4 0.0 50.0 1.3 Total Delay 124.1 194.9 103.2 3.3 103.4 0.7 61.6 4.3 LOS FFFAFAEA Approach Delay 75.1 45.1 Approach LOS E D Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 80 (53%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.39 Intersection Signal Delay: 75.6 Intersection LOS: E Intersection Capacity Utilization 82.7% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 5 Synchro 8 Report 2040 PM Queues 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR Lane Group Flow (vph) 1161 647 57 1082 1418 540 1307 526 v/c Ratio 1.15 1.32 0.65 0.71 1.14 0.37 0.73 0.55 Control Delay 124.1 194.0 103.2 2.8 102.1 0.7 11.6 3.0 Queue Delay 0.0 0.9 0.0 0.4 1.4 0.0 50.0 1.3 Total Delay 124.1 194.9 103.2 3.3 103.4 0.7 61.6 4.3 Queue Length 50th (ft) ~684 ~748 28 0 ~578 0 206 17 Queue Length 95th (ft) #821 #994 #64 0 #674 m0 m232 m15 Internal Link Dist (ft) 235 159 Turn Bay Length (ft) 450 450 250 250 Base Capacity (vph) 1012 489 88 1524 1239 1468 1793 954 Starvation Cap Reductn 00001570508235 Spillback Cap Reductn 0 49 0 123 320 0 883 0 Storage Cap Reductn 00000000 Reduced v/c Ratio 1.15 1.47 0.65 0.77 1.54 0.37 1.44 0.73 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 PM Timings 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 71 465 110 37 389 308 227 1383 217 1538 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 2 6 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 4.0 10.0 Minimum Split (s) 8.5 15.0 15.0 8.5 15.0 15.0 8.5 15.0 8.0 20.0 Total Split (s) 8.8 55.0 55.0 8.6 54.8 54.8 27.4 58.4 28.0 59.0 Total Split (%) 5.9% 36.7% 36.7% 5.7% 36.5% 36.5% 18.3% 38.9% 18.7% 39.3% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 All-Red Time (s) 0.5 1.0 1.0 0.5 1.0 1.0 0.5 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 5.0 5.0 4.5 5.0 5.0 4.5 5.0 4.0 5.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 53.9 50.0 50.0 52.7 48.1 48.1 79.8 56.8 79.3 55.9 Actuated g/C Ratio 0.36 0.33 0.33 0.35 0.32 0.32 0.53 0.38 0.53 0.37 v/c Ratio 0.43 0.98 0.22 0.32 0.89 0.59 0.97 0.84 0.90 0.98 Control Delay 38.7 83.9 14.6 35.2 69.1 28.2 94.0 48.5 57.7 49.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.1 0.0 43.2 4.8 41.1 Total Delay 38.7 83.9 14.6 35.2 69.1 28.2 94.0 91.7 62.5 90.6 LOS DFBDECFFEF Approach Delay 67.2 50.3 92.0 87.2 Approach LOS E D F F Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 82 (55%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 130 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 80.5 Intersection LOS: F Intersection Capacity Utilization 87.1% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 5 Synchro 8 Report 2040 PM Queues 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 79 517 122 41 432 342 252 1558 241 1769 v/c Ratio 0.43 0.98 0.22 0.32 0.89 0.59 0.97 0.84 0.90 0.98 Control Delay 38.7 83.9 14.6 35.2 69.1 28.2 94.0 48.5 57.7 49.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.1 0.0 43.2 4.8 41.1 Total Delay 38.7 83.9 14.6 35.2 69.1 28.2 94.0 91.7 62.5 90.6 Queue Length 50th (ft) 49 501 28 25 395 161 207 527 203 ~613 Queue Length 95th (ft) 87 #743 78 52 #582 268 #392 594 m247 m557 Internal Link Dist (ft) 818 2044 493 235 Turn Bay Length (ft) 220 210 150 100 250 100 Base Capacity (vph) 183 527 561 129 504 600 261 1846 284 1806 Starvation Cap Reductn 0000000017399 Spillback Cap Reductn 0000011041700 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.43 0.98 0.22 0.32 0.86 0.58 0.97 1.09 0.90 1.26 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 PM Timings 97: NW 87 Ave & NW 106 ST 8/21/2014

Lane Group EBR WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 142 1488 703 1701 2354 372 1447 Turn Type Perm Prot Prot NA pm+ov pm+pt NA Protected Phases 882816 Permitted Phases 4 2 6 Detector Phase 4882816 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 74.0 74.0 74.0 61.0 74.0 15.0 76.0 Total Split (%) 49.3% 49.3% 49.3% 40.7% 49.3% 10.0% 50.7% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 Lead/Lag Lead Lag Lead-Lag Optimize? Yes Yes Recall Mode None None None C-Max None None C-Max Act Effct Green (s) 68.0 68.0 68.0 55.0 129.0 71.0 70.0 Actuated g/C Ratio 0.45 0.45 0.45 0.37 0.86 0.47 0.47 v/c Ratio 0.21 0.76 1.01 1.05 1.13 1.32 0.73 Control Delay 15.1 20.3 47.3 57.3 82.3 209.5 34.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.1 20.3 47.3 57.3 82.3 209.5 34.6 LOS BCDEFFC Approach Delay 71.8 69.5 Approach LOS E E Intersection Summary Cycle Length: 150 Actuated Cycle Length: 150 Offset: 148 (99%), Referenced to phase 2:NBT and 6:SBTL, Start of Yellow Natural Cycle: 110 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.32 Intersection Signal Delay: 58.9 Intersection LOS: E Intersection Capacity Utilization 102.1% ICU Level of Service G Analysis Period (min) 15

Splits and Phases: 97: NW 87 Ave & NW 106 ST

Avoidance ALT 5 Synchro 8 Report 2040 PM Queues 97: NW 87 Ave & NW 106 ST 8/21/2014

Lane Group EBR WBL WBR NBT NBR SBL SBT Lane Group Flow (vph) 158 1653 781 1890 2616 413 1658 v/c Ratio 0.21 0.76 1.01 1.05 1.13 1.32 0.73 Control Delay 15.1 20.3 47.3 57.3 82.3 209.5 34.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.1 20.3 47.3 57.3 82.3 209.5 34.6 Queue Length 50th (ft) 52 348 ~690 ~730 ~788 ~219 472 Queue Length 95th (ft) 101 204 #284 m#717 m#751 #331 530 Internal Link Dist (ft) 109 270 Turn Bay Length (ft) 600 350 Base Capacity (vph) 738 2176 775 1794 2309 313 2274 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.21 0.76 1.01 1.05 1.13 1.32 0.73 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 5 Synchro 8 Report 2040 PM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 9 Control Delay / Veh (s/v) 24 Queue Delay / Veh (s/v) 3 Total Delay / Veh (s/v) 27 Total Delay (hr) 356 Stops / Veh 0.37 Stops (#) 17639 Average Speed (mph) 10 Total Travel Time (hr) 494 Distance Traveled (mi) 4975 Fuel Consumed (gal) 605 Fuel Economy (mpg) 8.2 CO Emissions (kg) 42.29 NOx Emissions (kg) 8.23 VOC Emissions (kg) 9.80 Unserved Vehicles (#) 505 Vehicles in dilemma zone (#) 596 Performance Index 404.7

Avoidance ALT 5 Synchro 8 Report 2040 AM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 9 Control Delay / Veh (s/v) 31 Queue Delay / Veh (s/v) 7 Total Delay / Veh (s/v) 37 Total Delay (hr) 541 Stops / Veh 0.37 Stops (#) 19391 Average Speed (mph) 8 Total Travel Time (hr) 701 Distance Traveled (mi) 5710 Fuel Consumed (gal) 783 Fuel Economy (mpg) 7.3 CO Emissions (kg) 54.72 NOx Emissions (kg) 10.65 VOC Emissions (kg) 12.68 Unserved Vehicles (#) 1203 Vehicles in dilemma zone (#) 574 Performance Index 595.1

Avoidance ALT 5 Synchro 8 Report 2040 PM

Intersection Conflict Points

SECTION 4(F) - CONFLICT POINT ANALYSIS

INTERSECTION

1 39 7 12 3 83 32 20 -- 196

2 39 7 9 3 68 32 20 -- 178

3 30 5 1 29 27 42 4 -- 138

5 -- 5 1 26 20 42 30 9 133

6 55 1262042216126

Proposed (ALT 7C Modified) 30 5 1 26 20 42 4 -- 128

W 6 0 T H S T NW 114TH ST T C H T 7 8 W N T C H T 7 8 W N

E V A H T 8 8 W N

NW 113TH ST [

NW 112TH TER

NW 112TH ST

NW 111TH TER

NW 110TH LN

E V A H T 9 8 W N E V A H T 9 8 W N W 5 6 T H S T

NW 110TH ST

W 5 5 T H S T NW 109TH TER

W 5 4 T H P L NW 108TH LN W 5 3 R D P L

T C D N 2 2 W T C D N 2 2 W NW 108TH ST W 5 3 R D T E R

E V A H T 4 2 W E V A H T 4 2 W

NW 107TH ST

NW 107TH ST W 2 2 N D L N W 2 2 N D L N

W 5 2 N D S T

N O K E E C H O B E E R D

E V A D N 2 8 W N

T C H T 0 8 W N

N W S O U T H R IV E R D R

NWNW 103RD103RD STST

Route 1 Approx. 2 miles Miles Route 2 Approx. 2 miles OKEECHOBEE ROAD PD&E STUDY 0 0.04 0.08 0.16 AVOIDANCE ALTERNATIVESource: Esri, 5 CIRCUITOUS DigitalGlobe, GeoEye, ROUTES i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, RouteLegend 3 Approx. 1.2 miles AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS UserBegin Community Route End Route

Queuing along NW 106 Street for Avoidance Alternatives 5 and 6

ATTACHMENT F8

Traffic Backup for Avoidance Alternative 6

Timings 5: NW 87 Ave & NW 103 ST 8/21/2014

Lane Group NBT NBR SBL SBT Lane Configurations Volume (vph) 1123 1440 365 1572 Turn Type NA Perm pm+pt NA Protected Phases 2 1 6 Permitted Phases 2 6 Detector Phase 2216 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.0 22.0 Total Split (s) 102.0 102.0 38.0 140.0 Total Split (%) 72.9% 72.9% 27.1% 100.0% Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 5.0 6.0 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None C-Max Act Effct Green (s) 117.3 117.3 135.0 140.0 Actuated g/C Ratio 0.84 0.84 0.96 1.00 v/c Ratio 0.29 0.65 0.82 0.34 Control Delay 0.8 3.6 7.9 0.0 Queue Delay 0.1 0.2 0.1 0.0 Total Delay 1.0 3.8 8.0 0.0 LOS AAAA Approach Delay 2.5 1.5 Approach LOS A A Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 71 (51%), Referenced to phase 2:NBT and 6:SBTL, Start of Yellow Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.82 Intersection Signal Delay: 2.1 Intersection LOS: A Intersection Capacity Utilization 79.8% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 5: NW 87 Ave & NW 103 ST

Avoidance ALT 6 Synchro 8 Report 2040 AM Queues 5: NW 87 Ave & NW 103 ST 8/21/2014

Lane Group NBT NBR SBL SBT Lane Group Flow (vph) 1221 1565 397 1709 v/c Ratio 0.29 0.65 0.82 0.34 Control Delay 0.8 3.6 7.9 0.0 Queue Delay 0.1 0.2 0.1 0.0 Total Delay 1.0 3.8 8.0 0.0 Queue Length 50th (ft) 16 79 25 0 Queue Length 95th (ft) 30 126 m13 m0 Internal Link Dist (ft) 351 151 Turn Bay Length (ft) 150 Base Capacity (vph) 4261 2419 696 5085 Starvation Cap Reductn 1591 218 19 0 Spillback Cap Reductn 114 0 0 105 Storage Cap Reductn 0000 Reduced v/c Ratio 0.46 0.71 0.59 0.34 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 AM Timings 7: C-7 Connector & NW 106 ST 8/21/2014

Lane Group EBT WBT NBL Lane Configurations Volume (vph) 269 259 2158 Turn Type NA NA Prot Protected Phases 4 8 2 Permitted Phases Detector Phase 4 8 2 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 Minimum Split (s) 10.0 10.0 10.0 Total Split (s) 44.0 44.0 96.0 Total Split (%) 31.4% 31.4% 68.6% Yellow Time (s) 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 Lead/Lag Lead-Lag Optimize? Recall Mode None None C-Max Act Effct Green (s) 27.2 27.2 100.8 Actuated g/C Ratio 0.19 0.19 0.72 v/c Ratio 0.81 0.78 0.65 Control Delay 50.5 68.0 12.2 Queue Delay 0.0 0.0 0.0 Total Delay 50.5 68.0 12.2 LOS DEB Approach Delay 50.5 68.0 12.2 Approach LOS DEB Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 119 (85%), Referenced to phase 2:NBL, Start of Yellow Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 21.4 Intersection LOS: C Intersection Capacity Utilization 65.2% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 7: C-7 Connector & NW 106 ST

Avoidance ALT 6 Synchro 8 Report 2040 AM Queues 7: C-7 Connector & NW 106 ST 8/21/2014

Lane Group EBT WBT NBL Lane Group Flow (vph) 292 282 2346 v/c Ratio 0.81 0.78 0.65 Control Delay 50.5 68.0 12.2 Queue Delay 0.0 0.0 0.0 Total Delay 50.5 68.0 12.2 Queue Length 50th (ft) 123 246 363 Queue Length 95th (ft) m121 327 500 Internal Link Dist (ft) 992 288 162 Turn Bay Length (ft) Base Capacity (vph) 505 505 3591 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.58 0.56 0.65 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 AM Timings 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR ø1 ø3 ø5 ø6 Lane Configurations Volume (vph) 126 290 286 351 2171 1503 69 Turn Type pm+pt NA NA Prot NA NA Perm Protected Phases 74441 31 3 1356 Permitted Phases 4 Free 1 3 Detector Phase 74441 31 31 3 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 9.0 20.0 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 9.0 47.0 47.0 47.0 54.0 30.0 9.0 45.0 Total Split (%) 6.4% 33.6% 33.6% 33.6% 39% 21% 6% 32% Yellow Time (s) 4.0 3.5 3.5 3.5 4.0 4.0 4.0 3.5 All-Red Time (s) 1.0 0.5 0.5 0.5 1.0 1.0 1.0 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None Act Effct Green (s) 46.0 43.0 43.0 140.0 79.0 79.0 79.0 Actuated g/C Ratio 0.33 0.31 0.31 1.00 0.56 0.56 0.56 v/c Ratio 0.76 1.35 0.73 0.23 0.69 0.60 0.08 Control Delay 29.5 195.8 52.7 0.4 5.4 19.4 3.0 Queue Delay 0.0 1.3 0.0 0.0 2.1 16.0 0.0 Total Delay 29.5 197.2 52.7 0.4 7.5 35.5 3.0 LOS CFDAADA Approach Delay 170.3 28.2 7.5 34.0 Approach LOS FC AC Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 136 (97%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.37 Intersection Signal Delay: 42.9 Intersection LOS: D Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 6 Synchro 8 Report 2040 AM Queues 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR Lane Group Flow (vph) 140 733 377 331 2412 1670 77 v/c Ratio 0.76 1.35 0.73 0.23 0.69 0.60 0.08 Control Delay 29.5 195.8 52.7 0.4 5.4 19.4 3.0 Queue Delay 0.0 1.3 0.0 0.0 2.1 16.0 0.0 Total Delay 29.5 197.2 52.7 0.4 7.5 35.5 3.0 Queue Length 50th (ft) 69 ~549 323 0 67 318 3 Queue Length 95th (ft) m62 m#432 452 0 m83 365 23 Internal Link Dist (ft) 455 628 159 351 Turn Bay Length (ft) 250 Base Capacity (vph) 184 541 519 1447 3479 2761 926 Starvation Cap Reductn 0 17 0 0 874 545 0 Spillback Cap Reductn 0 80 0 6 29 1117 0 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.76 1.59 0.73 0.23 0.93 1.02 0.08 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 AM Timings 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR ø4 ø7 Lane Configurations Volume (vph) 876 659 102 439 856 518 1431 442 Turn Type Prot Prot Prot Free NA Free NA Perm Protected Phases 1 6 5 3 3 4 4 7 Permitted Phases Free Free 3 4 Detector Phase 1 6 5 3 3 4 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 9.0 20.0 20.0 9.0 Total Split (s) 54.0 45.0 9.0 30.0 47.0 9.0 Total Split (%) 38.6% 32.1% 6.4% 21.4% 34% 6% Yellow Time (s) 4.0 3.5 4.0 4.0 3.5 4.0 All-Red Time (s) 1.0 0.5 1.0 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 5.0 5.0 Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None C-Max None None Act Effct Green (s) 49.0 41.0 4.0 140.0 25.0 140.0 67.0 67.0 Actuated g/C Ratio 0.35 0.29 0.03 1.00 0.18 1.00 0.48 0.48 v/c Ratio 0.84 1.37 1.20 0.32 1.09 0.39 0.98 0.58 Control Delay 49.9 210.5 211.6 0.6 85.5 4.4 41.6 11.2 Queue Delay 0.0 1.5 0.0 0.0 4.8 0.0 44.7 4.2 Total Delay 49.9 212.0 211.6 0.6 90.3 4.4 86.2 15.3 LOS DFFAFAFB Approach Delay 57.9 69.5 Approach LOS E E Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 136 (97%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.37 Intersection Signal Delay: 77.9 Intersection LOS: E Intersection Capacity Utilization 94.5% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 6 Synchro 8 Report 2040 AM Queues 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR Lane Group Flow (vph) 973 732 113 488 951 576 1590 491 v/c Ratio 0.84 1.37 1.20 0.32 1.09 0.39 0.98 0.58 Control Delay 49.9 210.5 211.6 0.6 85.5 4.4 41.6 11.2 Queue Delay 0.0 1.5 0.0 0.0 4.8 0.0 44.7 4.2 Total Delay 49.9 212.0 211.6 0.6 90.3 4.4 86.2 15.3 Queue Length 50th (ft) 420 ~797 ~63 0 ~358 94 510 91 Queue Length 95th (ft) 508 #1047 #131 0 #434 143 m540 m160 Internal Link Dist (ft) 235 159 Turn Bay Length (ft) 450 450 250 250 Base Capacity (vph) 1156 534 94 1524 873 1468 1630 849 Starvation Cap Reductn 0000690568273 Spillback Cap Reductn 0 85 0 23 76 0 940 0 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.84 1.63 1.20 0.33 1.19 0.39 2.30 0.85 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 AM Timings 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 27 268 63 7 390 192 218 1155 272 1852 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 2 6 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 4.0 10.0 Minimum Split (s) 8.5 15.0 15.0 8.5 15.0 15.0 8.5 15.0 8.0 20.0 Total Split (s) 8.6 44.1 44.1 8.5 44.0 44.0 23.4 54.4 33.0 64.0 Total Split (%) 6.1% 31.5% 31.5% 6.1% 31.4% 31.4% 16.7% 38.9% 23.6% 45.7% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 All-Red Time (s) 0.5 1.0 1.0 0.5 1.0 1.0 0.5 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 5.0 5.0 4.5 5.0 5.0 4.5 5.0 4.0 5.0 Lead/Lag Lag Lag Lag Lead Lead Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 44.6 42.5 42.5 39.5 39.0 39.0 77.3 55.4 83.9 59.8 Actuated g/C Ratio 0.32 0.30 0.30 0.28 0.28 0.28 0.55 0.40 0.60 0.43 v/c Ratio 0.18 0.62 0.13 0.04 1.02 0.42 0.90 0.69 0.89 1.03 Control Delay 39.7 48.4 1.2 37.0 99.1 20.1 75.5 38.6 41.9 51.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.2 24.6 29.3 Total Delay 39.7 48.4 1.2 37.0 99.1 20.1 75.5 39.8 66.5 80.4 LOS DDADFCEDEF Approach Delay 39.5 72.6 45.3 78.6 Approach LOS D E D E Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 138 (99%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.03 Intersection Signal Delay: 64.4 Intersection LOS: E Intersection Capacity Utilization 83.9% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 6 Synchro 8 Report 2040 AM Queues 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 30 298 70 8 433 213 242 1327 302 2134 v/c Ratio 0.18 0.62 0.13 0.04 1.02 0.42 0.90 0.69 0.89 1.03 Control Delay 39.7 48.4 1.2 37.0 99.1 20.1 75.5 38.6 41.9 51.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.2 24.6 29.3 Total Delay 39.7 48.4 1.2 37.0 99.1 20.1 75.5 39.8 66.5 80.4 Queue Length 50th (ft) 18 220 0 5 ~418 65 ~193 392 192 ~761 Queue Length 95th (ft) 46 350 6 19 #632 143 #372 452 m170 m569 Internal Link Dist (ft) 818 2044 493 235 Turn Bay Length (ft) 220 210 150 100 250 100 Base Capacity (vph) 166 480 543 181 423 511 268 1921 366 2070 Starvation Cap Reductn 0000000067787 Spillback Cap Reductn 000008035400 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.18 0.62 0.13 0.04 1.02 0.42 0.90 0.85 1.01 1.66 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 AM Timings 97: NW 87 Ave & NW 106 ST 8/21/2014

Lane Group EBR WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 144 1740 677 1046 77 192 2441 Turn Type Perm Prot Prot NA pm+ov pm+pt NA Protected Phases 882816 Permitted Phases 8 2 6 Detector Phase 8882816 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 9.0 22.0 Total Split (s) 60.0 60.0 60.0 59.0 60.0 21.0 80.0 Total Split (%) 42.9% 42.9% 42.9% 42.1% 42.9% 15.0% 57.1% Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 4.0 5.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 7.0 7.0 5.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode None None None C-Max None None C-Max Act Effct Green (s) 53.0 53.0 53.0 52.8 112.8 75.0 73.0 Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.81 0.54 0.52 v/c Ratio 0.25 1.06 1.01 0.91 0.07 0.89 1.07 Control Delay 17.6 73.2 52.6 40.0 0.4 72.8 72.5 Queue Delay 0.0 0.0 0.0 1.2 0.0 0.0 0.0 Total Delay 17.6 73.2 52.6 41.2 0.4 72.8 72.5 LOS BEDDAEE Approach Delay 38.3 72.5 Approach LOS D E Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 41 (29%), Referenced to phase 2:NBT and 6:SBTL, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.07 Intersection Signal Delay: 63.3 Intersection LOS: E Intersection Capacity Utilization 104.4% ICU Level of Service G Analysis Period (min) 15

Splits and Phases: 97: NW 87 Ave & NW 106 ST

Avoidance ALT 6 Synchro 8 Report 2040 AM Queues 97: NW 87 Ave & NW 106 ST 8/21/2014

Lane Group EBR WBL WBR NBT NBR SBL SBT Lane Group Flow (vph) 160 1933 752 1162 86 213 2725 v/c Ratio 0.25 1.06 1.01 0.91 0.07 0.89 1.07 Control Delay 17.6 73.2 52.6 40.0 0.4 72.8 72.5 Queue Delay 0.0 0.0 0.0 1.2 0.0 0.0 0.0 Total Delay 17.6 73.2 52.6 41.2 0.4 72.8 72.5 Queue Length 50th (ft) 54 ~690 ~161 485 0 141 ~1005 Queue Length 95th (ft) 109 #767 #389 #661 0 #288 #1089 Internal Link Dist (ft) 109 268 Turn Bay Length (ft) 600 Base Capacity (vph) 630 1817 743 1283 1244 246 2549 Starvation Cap Reductn 0 0 0 32 0 0 0 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.25 1.06 1.01 0.93 0.07 0.87 1.07 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Avoidance ALT 6 Synchro 8 Report 2040 AM Timings 5: NW 87 Ave & NW 103 ST 8/21/2014

Lane Group NBT NBR SBL SBT Lane Configurations Volume (vph) 2040 2015 183 1409 Turn Type NA Perm pm+pt NA Protected Phases 2 1 6 Permitted Phases 2 6 Detector Phase 2216 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.0 22.0 Total Split (s) 121.0 121.0 19.0 140.0 Total Split (%) 86.4% 86.4% 13.6% 100.0% Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 5.0 6.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None C-Max Act Effct Green (s) 115.0 115.0 135.0 140.0 Actuated g/C Ratio 0.82 0.82 0.96 1.00 v/c Ratio 0.53 0.93 0.70 0.30 Control Delay 0.8 14.0 44.7 0.1 Queue Delay 0.2 0.5 0.0 0.0 Total Delay 1.1 14.5 44.7 0.1 LOS A B D A Approach Delay 7.8 5.2 Approach LOS A A Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 56 (40%), Referenced to phase 2:NBT and 6:SBTL, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 7.0 Intersection LOS: A Intersection Capacity Utilization 89.8% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 5: NW 87 Ave & NW 103 ST

Avoidance ALT 6 Synchro 8 Report 2040 PM Queues 5: NW 87 Ave & NW 103 ST 8/21/2014

Lane Group NBT NBR SBL SBT Lane Group Flow (vph) 2217 2190 199 1532 v/c Ratio 0.53 0.93 0.70 0.30 Control Delay 0.8 14.0 44.7 0.1 Queue Delay 0.2 0.5 0.0 0.0 Total Delay 1.1 14.5 44.7 0.1 Queue Length 50th (ft) 34 205 87 0 Queue Length 95th (ft) m33 m171 m128 m0 Internal Link Dist (ft) 351 151 Turn Bay Length (ft) 150 Base Capacity (vph) 4176 2356 283 5085 Starvation Cap Reductn 999 28 0 0 Spillback Cap Reductn 529 0 0 0 Storage Cap Reductn 0000 Reduced v/c Ratio 0.70 0.94 0.70 0.30 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 PM Timings 7: C-7 Connector & NW 106 ST 8/21/2014

Lane Group EBT WBT NBL Lane Configurations Volume (vph) 528 182 2003 Turn Type NA NA Prot Protected Phases 4 8 2 Permitted Phases Detector Phase 4 8 2 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 Minimum Split (s) 10.0 10.0 10.0 Total Split (s) 62.0 62.0 78.0 Total Split (%) 44.3% 44.3% 55.7% Yellow Time (s) 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 Lead/Lag Lead-Lag Optimize? Recall Mode None None C-Max Act Effct Green (s) 48.7 48.7 79.3 Actuated g/C Ratio 0.35 0.35 0.57 v/c Ratio 0.89 0.31 0.77 Control Delay 67.7 33.5 26.8 Queue Delay 0.0 0.0 0.0 Total Delay 67.7 33.5 26.8 LOS ECC Approach Delay 67.7 33.5 26.8 Approach LOS ECC Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 104 (74%), Referenced to phase 2:NBL, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 35.2 Intersection LOS: D Intersection Capacity Utilization 75.9% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 7: C-7 Connector & NW 106 ST

Avoidance ALT 6 Synchro 8 Report 2040 PM Queues 7: C-7 Connector & NW 106 ST 8/21/2014

Lane Group EBT WBT NBL Lane Group Flow (vph) 574 198 2177 v/c Ratio 0.89 0.31 0.77 Control Delay 67.7 33.5 26.8 Queue Delay 0.0 0.0 0.0 Total Delay 67.7 33.5 26.8 Queue Length 50th (ft) 414 129 532 Queue Length 95th (ft) m394 182 656 Internal Link Dist (ft) 992 288 162 Turn Bay Length (ft) Base Capacity (vph) 745 745 2827 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.77 0.27 0.77 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 PM Timings 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR ø1 ø3 ø5 ø6 Lane Configurations Volume (vph) 134 228 386 626 3295 1276 133 Turn Type pm+pt NA NA Prot NA NA Perm Protected Phases 74441 31 3 1356 Permitted Phases 4 Free 1 3 Detector Phase 74441 31 31 3 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 9.0 20.0 20.0 20.0 20.0 20.0 9.0 20.0 Total Split (s) 9.0 44.0 44.0 44.0 47.0 40.0 9.0 38.0 Total Split (%) 6.4% 31.4% 31.4% 31.4% 34% 29% 6% 27% Yellow Time (s) 4.0 3.5 3.5 3.5 4.0 4.0 4.0 3.5 All-Red Time (s) 1.0 0.5 0.5 0.5 1.0 1.0 1.0 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None Act Effct Green (s) 43.0 40.0 40.0 140.0 82.0 82.0 82.0 Actuated g/C Ratio 0.31 0.29 0.29 1.00 0.59 0.59 0.59 v/c Ratio 1.46 1.31 1.26 0.37 1.01 0.49 0.15 Control Delay 239.4 183.3 175.5 0.7 22.0 11.6 1.1 Queue Delay 0.2 1.3 0.2 0.0 34.9 0.3 0.0 Total Delay 239.6 184.7 175.7 0.7 57.0 12.0 1.1 LOS FFFAEBA Approach Delay 194.7 93.4 57.0 11.0 Approach LOS FF EB Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.46 Intersection Signal Delay: 68.3 Intersection LOS: E Intersection Capacity Utilization 99.9% ICU Level of Service F Analysis Period (min) 15

Splits and Phases: 19: NW 87 Ave & Frontage Rd

Avoidance ALT 6 Synchro 8 Report 2040 PM Queues 19: NW 87 Ave & Frontage Rd 8/21/2014

Lane Group EBL EBT WBT WBR NBT SBT SBR Lane Group Flow (vph) 149 667 596 529 3661 1418 148 v/c Ratio 1.46 1.31 1.26 0.37 1.01 0.49 0.15 Control Delay 239.4 183.3 175.5 0.7 22.0 11.6 1.1 Queue Delay 0.2 1.3 0.2 0.0 34.9 0.3 0.0 Total Delay 239.6 184.7 175.7 0.7 57.0 12.0 1.1 Queue Length 50th (ft) ~108 ~601 ~715 0 ~863 215 7 Queue Length 95th (ft) m#97 m#549 #962 0 m589 272 19 Internal Link Dist (ft) 455 628 159 351 Turn Bay Length (ft) 250 Base Capacity (vph) 102 509 472 1447 3611 2865 988 Starvation Cap Reductn 0 24 0 0 569 759 0 Spillback Cap Reductn 1 72 9 8 0 327 0 Storage Cap Reductn 0000000 Reduced v/c Ratio 1.48 1.53 1.29 0.37 1.20 0.67 0.15 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 PM Timings 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR ø4 ø7 Lane Configurations Volume (vph) 1045 582 51 974 1276 486 1176 473 Turn Type Prot Prot Prot Free NA Free NA Perm Protected Phases 1 6 5 3 3 4 4 7 Permitted Phases Free Free 3 4 Detector Phase 1 6 5 3 3 4 3 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 9.0 20.0 20.0 9.0 Total Split (s) 47.0 38.0 9.0 40.0 44.0 9.0 Total Split (%) 33.6% 27.1% 6.4% 28.6% 31% 6% Yellow Time (s) 4.0 3.5 4.0 4.0 3.5 4.0 All-Red Time (s) 1.0 0.5 1.0 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 4.0 5.0 5.0 Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None C-Max None None Act Effct Green (s) 42.0 35.8 4.0 140.0 35.0 140.0 74.0 74.0 Actuated g/C Ratio 0.30 0.26 0.03 1.00 0.25 1.00 0.53 0.53 v/c Ratio 1.17 1.34 0.61 0.71 1.16 0.37 0.73 0.54 Control Delay 131.6 200.2 92.9 2.8 118.4 0.7 13.4 3.0 Queue Delay 0.0 25.3 109.6 0.4 1.8 0.0 15.4 1.1 Total Delay 131.6 225.5 202.5 3.2 120.3 0.7 28.8 4.2 LOS FFFAFACA Approach Delay 87.3 21.7 Approach LOS F C Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 3:NBSB, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.46 Intersection Signal Delay: 77.8 Intersection LOS: E Intersection Capacity Utilization 82.7% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 26: NW 87 Ave & Okeechobee Rd

Avoidance ALT 6 Synchro 8 Report 2040 PM Queues 26: NW 87 Ave & Okeechobee Rd 8/21/2014

Lane Group EBL EBR WBL WBR NBT NBR SBT SBR Lane Group Flow (vph) 1161 647 57 1082 1418 540 1307 526 v/c Ratio 1.17 1.34 0.61 0.71 1.16 0.37 0.73 0.54 Control Delay 131.6 200.2 92.9 2.8 118.4 0.7 13.4 3.0 Queue Delay 0.0 25.3 109.6 0.4 1.8 0.0 15.4 1.1 Total Delay 131.6 225.5 202.5 3.2 120.3 0.7 28.8 4.2 Queue Length 50th (ft) ~648 ~696 26 0 ~571 0 238 22 Queue Length 95th (ft) #784 #938 #59 0 #665 m0 m234 m23 Internal Link Dist (ft) 235 159 Turn Bay Length (ft) 450 450 250 250 Base Capacity (vph) 990 482 94 1524 1223 1468 1800 971 Starvation Cap Reductn 00003890506234 Spillback Cap Reductn 0 388 63 120 334 0 219 0 Storage Cap Reductn 00000000 Reduced v/c Ratio 1.17 6.88 1.84 0.77 1.70 0.37 1.01 0.71 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 PM Timings 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 71 465 110 37 389 308 227 1383 217 1538 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5216 Permitted Phases 4 4 8 8 2 6 Detector Phase 7443885216 Switch Phase Minimum Initial (s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 4.0 10.0 Minimum Split (s) 8.5 15.0 15.0 8.5 15.0 15.0 8.5 15.0 8.0 20.0 Total Split (s) 8.8 50.0 50.0 8.6 49.8 49.8 25.0 55.4 26.0 56.4 Total Split (%) 6.3% 35.7% 35.7% 6.1% 35.6% 35.6% 17.9% 39.6% 18.6% 40.3% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 All-Red Time (s) 0.5 1.0 1.0 0.5 1.0 1.0 0.5 1.0 0.5 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 5.0 5.0 4.5 5.0 5.0 4.5 5.0 4.0 5.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 50.7 46.7 46.7 49.4 44.8 44.8 72.7 51.8 73.0 51.4 Actuated g/C Ratio 0.36 0.33 0.33 0.35 0.32 0.32 0.52 0.37 0.52 0.37 v/c Ratio 0.42 0.98 0.22 0.31 0.89 0.58 0.98 0.86 0.90 0.99 Control Delay 36.4 80.9 13.0 33.4 66.7 26.0 94.0 47.1 57.8 53.4 Queue Delay 4.2 0.0 0.0 0.0 0.0 1.3 0.0 48.0 1.2 38.5 Total Delay 40.6 80.9 13.0 33.4 66.7 27.3 94.0 95.1 59.0 92.0 LOS DFBCECFFEF Approach Delay 64.9 48.5 94.9 88.0 Approach LOS E D F F Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 97 (69%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 130 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 81.2 Intersection LOS: F Intersection Capacity Utilization 87.1% ICU Level of Service E Analysis Period (min) 15

Splits and Phases: 27: NW 87 Ave & NW South River Dr

Avoidance ALT 6 Synchro 8 Report 2040 PM Queues 27: NW 87 Ave & NW South River Dr 8/21/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 79 517 122 41 432 342 252 1558 241 1769 v/c Ratio 0.42 0.98 0.22 0.31 0.89 0.58 0.98 0.86 0.90 0.99 Control Delay 36.4 80.9 13.0 33.4 66.7 26.0 94.0 47.1 57.8 53.4 Queue Delay 4.2 0.0 0.0 0.0 0.0 1.3 0.0 48.0 1.2 38.5 Total Delay 40.6 80.9 13.0 33.4 66.7 27.3 94.0 95.1 59.0 92.0 Queue Length 50th (ft) 46 ~496 23 23 374 145 189 486 168 611 Queue Length 95th (ft) 83 #721 72 50 #570 250 #373 553 m#215 m589 Internal Link Dist (ft) 818 2044 493 235 Turn Bay Length (ft) 220 210 150 100 250 100 Base Capacity (vph) 188 528 566 134 486 589 256 1805 283 1779 Starvation Cap Reductn 000000005405 Spillback Cap Reductn 58 0000103069600 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.61 0.98 0.22 0.31 0.89 0.70 0.98 1.40 0.87 1.29 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Avoidance ALT 6 Synchro 8 Report 2040 PM Timings 97: NW 87 Ave & NW 106 ST 8/21/2014

Lane Group EBR WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 142 1488 697 1701 339 189 1630 Turn Type Perm Prot Prot NA pm+ov pm+pt NA Protected Phases 882816 Permitted Phases 8 2 6 Detector Phase 8882816 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 9.0 22.0 Total Split (s) 55.0 55.0 55.0 72.0 55.0 13.0 85.0 Total Split (%) 39.3% 39.3% 39.3% 51.4% 39.3% 9.3% 60.7% Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 4.0 5.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 7.0 7.0 5.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode None None None C-Max None None C-Max Act Effct Green (s) 48.0 48.0 48.0 65.0 120.0 80.0 78.0 Actuated g/C Ratio 0.34 0.34 0.34 0.46 0.86 0.57 0.56 v/c Ratio 0.27 1.00 1.28 1.20 0.29 1.41 0.68 Control Delay 19.5 48.4 158.4 114.2 2.4 246.9 23.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.5 48.4 158.4 114.2 2.4 246.9 23.8 LOS BDFFAFC Approach Delay 95.6 46.4 Approach LOS F D Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 63 (45%), Referenced to phase 2:NBT and 6:SBTL, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.41 Intersection Signal Delay: 74.9 Intersection LOS: E Intersection Capacity Utilization 101.8% ICU Level of Service G Analysis Period (min) 15

Splits and Phases: 97: NW 87 Ave & NW 106 ST

Avoidance ALT 6 Synchro 8 Report 2040 PM Queues 97: NW 87 Ave & NW 106 ST 8/21/2014

Lane Group EBR WBL WBR NBT NBR SBL SBT Lane Group Flow (vph) 158 1653 774 1890 377 210 1861 v/c Ratio 0.27 1.00 1.28 1.20 0.29 1.41 0.68 Control Delay 19.5 48.4 158.4 114.2 2.4 246.9 23.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.5 48.4 158.4 114.2 2.4 246.9 23.8 Queue Length 50th (ft) 56 ~542 ~822 ~1084 52 ~206 427 Queue Length 95th (ft) 114 #636 #1049 #1223 83 #375 482 Internal Link Dist (ft) 109 268 Turn Bay Length (ft) 600 Base Capacity (vph) 577 1646 603 1581 1312 149 2717 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.27 1.00 1.28 1.20 0.29 1.41 0.68 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Avoidance ALT 6 Synchro 8 Report 2040 PM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 10 Control Delay / Veh (s/v) 27 Queue Delay / Veh (s/v) 4 Total Delay / Veh (s/v) 30 Total Delay (hr) 388 Stops / Veh 0.35 Stops (#) 16276 Average Speed (mph) 9 Total Travel Time (hr) 516 Distance Traveled (mi) 4635 Fuel Consumed (gal) 606 Fuel Economy (mpg) 7.6 CO Emissions (kg) 42.39 NOx Emissions (kg) 8.25 VOC Emissions (kg) 9.82 Unserved Vehicles (#) 771 Vehicles in dilemma zone (#) 623 Performance Index 433.3

Avoidance ALT 6 Synchro 8 Report 2040 AM Measures of Effectiveness 8/21/2014 Zone 87 Totals

Number of Intersections 10 Control Delay / Veh (s/v) 32 Queue Delay / Veh (s/v) 6 Total Delay / Veh (s/v) 38 Total Delay (hr) 529 Stops / Veh 0.38 Stops (#) 18863 Average Speed (mph) 8 Total Travel Time (hr) 674 Distance Traveled (mi) 5196 Fuel Consumed (gal) 753 Fuel Economy (mpg) 6.9 CO Emissions (kg) 52.66 NOx Emissions (kg) 10.24 VOC Emissions (kg) 12.20 Unserved Vehicles (#) 1307 Vehicles in dilemma zone (#) 519 Performance Index 581.8

Avoidance ALT 6 Synchro 8 Report 2040 PM

Intersection Conflict Points

SECTION 4(F) - CONFLICT POINT ANALYSIS

INTERSECTION

1 39 7 12 3 83 32 20 -- 196

2 39 7 9 3 68 32 20 -- 178

3 30 5 1 29 27 42 4 -- 138

5 -- 5 1 26 20 42 30 9 133

6 55 1262042216126

Proposed (ALT 7C Modified) 30 5 1 26 20 42 4 -- 128

W 6 0 T H S T NW 114TH ST T C H T 7 8 W N T C H T 7 8 W N

E V A H T 8 8 W N

NW 113TH ST [

NW 112TH TER

NW 112TH ST

NW 111TH TER

NW 110TH LN

E V A H T 9 8 W N E V A H T 9 8 W N W 5 6 T H S T

NW 110TH ST

W 5 5 T H S T NW 109TH TER

W 5 4 T H P L NW 108TH LN W 5 3 R D P L

T C D N 2 2 W T C D N 2 2 W NW 108TH ST W 5 3 R D T E R

E V A H T 4 2 W E V A H T 4 2 W

NW 107TH ST

NW 107TH ST W 2 2 N D L N W 2 2 N D L N

W 5 2 N D S T

N O K E E C H O B E E R D

E V A D N 2 8 W N

T C H T 0 8 W N

N W S O U T H R IV E R D R

NWNW 103RD103RD STST

Route 1 Approx. 2 miles Miles OKEECHOBEE ROAD PD&E STUDY 0 0.04 0.08 0.16 Route 2 Approx. 1.2 miles Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, Begin Route End Route Legend AVOIDANCE ALTERNATIVEAEX, Getmapping, 6 CIRCUITOUS Aerogrid, IGN, ROUTES IGP, swisstopo, and the GIS User Community

Queuing along NW 106 Street for Avoidance Alternatives 5 and 6