MIAMI-DADE EXPRESSWAY AUTHORITY STRATEGIC MASTER PLAN … · Dade Expressway Authority Strategic Plan was formulated based on research, analyses, and creative project identification

MIAMI-DADE EXPRESSWAY AUTHORITYSTRATEGIC MASTER PLAN

MID-POINT REPORTPROJECTS APPENDIX

“DRAFT”

March 24, 2015

STRATEGIC MASTER PLAN MID-POINT REPORTDRAFT

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Method for Project Development and SelectionOverall Project KeyExisting MDX System and Proposed ProjectsSystem ProjectsS-1: MIC Development ParcelS-2: Palmer Lake Redevelopment ParcelS-3: SR112 Extension to HEFT

Intermodal ProjectsI-1: Miami Beach Intermodal Center: I-195I-2: Miami Beach Intermodal Center: MacArthur CausewayI-3: Port of Miami Intermodal CenterI-4: Doral Intermodal CenterI-5: West Kendall Intermodal CenterMinor Projects

M-4: SR924 Gratigny On- Off Ramp at NW 67th Ave

M-1: NW 37th St Bridge ConnectionM-2: SR112 Exit Improvements to W-Bound 36th St

M-5: SR112 On-Off Ramps at NW 37th Ave

M-3: HEFT Connection to Homestead Air-Base

Exploratory IdeasE-1: US1 Reversible LanesE-2: Water Taxi SystemE-3: Miami Beach Congestion Management: I-195E-4: Miami Beach Congestion Management: MacArthur Causeway

S-4: Truck Viaduct Extension to HEFT

E-5: Potential Development Parcel at NW 97th Ave

Existing System

8-9

M-6: SR 836 On-Off Ramps at NW 97th Ave

TABLE OF CONTENTS

S-5: SR 836 Managed Lanes

E-6: Potential Development Parcel at NW 87th Ave60-61

STRATEGIC MASTER PLAN MID-PONT REPORT 2 DRAFT

EXISTING MDX SYSTEM

3STRATEGIC MASTER PLAN MID-POINT REPORTDRAFT

The Strategic Master Plan outlines specific goals and actions necessary to maximize current Miami-Dade Expressway Authority assets.

The method for project development and project selection for the Miami-Dade Expressway Authority Strategic Plan was formulated based on research, analyses, and creative project identification actions directed by the Projects and Economic Development Committee meetings. These Projects and Economic Development Committee meetings were advertised and open to the public at large.

The Projects and Economic Committee Meetings and their general scope were as follows:

• Projects and Economic Development Committee Kick-Off, Meeting No. 1 was carried out on the 19th of March, 2014. During this meeting a number of tasks were presented: 1. Review of present conditions that included Miami-Dade County’s

growth patterns and state of transportation.2. Historical role of MDX, legal issues governing MDX, and expressway

authorities in time to benchmark the role and scope of other expressway authorities in the State of Florida and the nation:

3. Identification of challenges for Miami-Dade County, the future of economic development drives in the County, and the role of transportation in each economic sector.

4. Miami-Dade County in 50 years.

• Committee Meeting No. 2 carried out on the 14th of April, 2014 entailed a review of the current MDX Long Range Plan and the presentation evolved from the following topics: 1. Discussion of the need for new projects. 2. Identification of missing gaps and geographical coverage. 3. Integration with economic development and general direction for

research.

During this meeting, a first round of projects identified were presented to the Committee for their comments and direction.

• Committee Meeting No. 3, carried out on the 17th of June, 2014 produced a second round of projects. Presentation of Projects Round 2 was carried out. This round of project identification addressed the Committee comments and missing parts as delineated in the previous committee meeting, additional ideas identified in the process of project development, and the specific needs of each economic development node. General comments were provided by the Committee members. These comments addressed their conception of project viability, community participation, and recommendations or project selection.

• Committee Meeting No. 4 Presentation of Projects Round 3. For this meeting, additional projects were identified to be included as part of the Strategic Master Plan. Projects were further detailed.

METHOD FOR PROJECT DEVELOPMENT AND SELECTION


PROJECT KEY


MDX SYSTEM AND PROPOSED PROJECTS


System Projects identified are projects that expand the MDX system through the construction of new roadways that have an impact on the overall expressway system; or are seminal in providing a new orientation to the activities of MDX.

The State of Florida’s mandate for MDX is not limited to only highways. The transfer of the Miami Intermodal Center (MIC) from the Florida Department of Transportation (FDOT) to MDX opens a new window for the agency’s contributions to Miami-Dade County. As an operator of a new transit facility, MDX expands its role into a new arena: as an enabler of public transportation.

The MIC Development Parcels, part of the transfer agreement of the Intermodal Center, propel MDX into a role of participant in a future real estate Private Public Partnership. The Palmer Lake Redevelopment Parcel further evaluates the expansion of the role of MDX as an enabler of redevelopment for the area surrounding the MIC.

The Extension of SR 112 to the Homestead Extension of the Florida Turnpike (HEFT) proposes to expand the MDX expressway system. This expansion of MDX’s east-west expressway access system is a major project. Another project for evaluation is the Truck Viaduct Extension to HEFT which proposes the extension of the present Truck Viaduct from its terminus at NW 87th Avenue west to connect to the HEFT.

In the following pages we outline the proposals for:

• SR 112 Extension to the HEFT• MIC Development Parcel • Palmer Lake Redevelopment Parcel • Truck Viaduct Extension to HEFT• SR 836 Managed Lanes

Included in this introductory page is a summary of the cost opinion for the projects identified.

Summary of Project Costs Opinion - System ProjectsProject Order-of-Magnitude Project

Cost *Miami Intermodal Center Development

Parcel$300,000,000

Palmer Lake Redevelopment Parcel TBDSR 112 Extension to HEFT $1,900,000,000

Truck Viaduct Extension to HEFT $235,500,000SR 836 Managed Lanes $25,000,000

Summary of System Projects Costs Opinion $2,460,500,000

*Order-of-magnitude opinion. For conceptual planning purposes only. Costs may vary substantially as the projects go through more detailed analyses, programs are more clearly defined, and other evaluation factors are included.

SYSTEM PROJECTS


SYSTEM PROJECT KEY


S-1PROJECT DESCRIPTIONThe project consists of the mixed-use development of the land parcels that form part of the Miami Intermodal Center (MIC).

PURPOSE AND NEED On May 12, 2014, MDX approved the Agreement for Conveyance of Fee Simple Interest and Assignment of Third Party Agreements between the State of Florida Department of Transportation (FDOT) and MDX for MIC Property. The development of the MIC with the confluence of air travel, rail, bus, and vehicular traffic, augurs the creation of a mega development node that has been labeled as “Miami’s Penn Central Station”. MDX will become the operator of the MIC’s public transportation areas.

Within this major transportation hub, and physically linked to its transportation system, the MIC Development Parcels are uniquely positioned to capture future growth. It is anticipated that the sites will be developed with a mix of uses to potentially include office, hotel, exhibition space, residential, and support parking. The proposed uses will be physically connected to the MIC through a pedestrian bridge to allow users of the proposed projects direct access to the different transportation modes at the MIC. The proximity of the sites to the Miami Canal and Palmer Lake present the potential to also create a system of waterborne transportation to link to the waterfront areas of Miami-Dade County.

PROJECT ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs are estimated (no specific program has been established at present) to be $300,000,000 for the concept program proposed. Private-Public-Partnerships (P3’s) may form part of MDX’s effort for redevelopment of these sites.

AREA CHARACTERISTICS Located east of NW 42nd Avenue, the Palmer Lake area and surrounding areas near the Miami Intermodal Center are industrial areas that are proposed to be converted to mixed-use commercial, office, residential and parking use. On the south side of the Miami Canal are single family residences and to the west of NW 37th Avenue is the Mel Reese Golf Course.

COMMUNITY ISSUES The areas surrounding the MIC site have undergone a Miami-Dade County area planning process to rezone the area to mixed uses taking advantage of the strategic location adjacent to the MIC. Miami-Dade County and has designated the area, under Article XXXIII(T), Chapter 33, Code of Miami-Dade County, Florida, as the Palmer Lake Metropolitan Urban Center (PLMUC) District.

POTENTIAL NEGATIVE IMPACTSThe sites have been cleared of all structures for the construction of the MIC. No negative impacts are anticipated.

POTENTIAL BENEFICIAL IMPACTS • Commercial impacts associated with the proposed development will be

mostly beneficial. • The development of the MIC parcels will provide a more ample and wider

user base, increase retail offerings, and benefit from direct connections to Metrorail, AMTRAK, and Miami International Airport.

MIC DEVELOPMENT PARCEL


S-1MIC DEVELOPMENT PARCEL


PROJECT DESCRIPTIONThe project comprises the direction of the redevelopment efforts, becoming the Redevelopment Agency for the Palmer Lake area surrounding the Miami Intermodal Center. Miami-Dade County has designated the area, under Article XXXIII(T), Chapter 33, Code of Miami-Dade County, Florida, as the Palmer Lake Metropolitan Urban Center (PLMUC) District (see area drawing on opposite page). As of the writing of this report, PLMUC has not been officially designated a Community Redevelopment Area.

PURPOSE AND NEED Miami-Dade County carried out the Palmer Lake Charrette planning process in March of 2011. The Vision Plan defined a study area that became the PLMUC and proposed a number of improvements including the extension of NW 37th Avenue north with a bridge over the Miami Canal. The Miami Intermodal Center Development Parcel, part of MDX’s development area at the MIC, is a key development parcel of the plan.

PROJECT ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs are difficult to calculate at this stage of project development. This is a redevelopment project that will require infrastructure improvements, promotion, land assembly, and other actions as needed. Two projects that are part of the Strategic Master Plan, the Miami Intermodal Center Development Parcels and the NW 37th Avenue Bridge Connection, are part and parcel of the overall redevelopment effort for the Palmer Lake area.

AREA CHARACTERISTICS Located east of NW 42nd Avenue, the Palmer Lake area is an industrial area that is proposed to be converted into mixed-use commercial, office, residential and parking facility. On the south side of the Miami Canal are single family

residences and to the west of NW 37th Avenue is the Mel Reese Golf Course. The Palmer Lake Charrette Area Plan proposes the redevelopment of the Palmer Lake area as a mixed-use community with direct linkage to Miami-Dade County’s major transportation hub, the MIC.

COMMUNITY ISSUES Legal issues regarding MDX assuming the redevelopment role of the PLMUC from Miami-Dade County under the requirements of the State of Florida will have to be resolved. A Finding of Necessity for redevelopment and the creation of a Community Redevelopment Agency will also have to be carried out and the issues regarding the direction of this CRA by MDX will also need to be resolved.

POTENTIAL NEGATIVE IMPACTS• No negative impacts are anticipated with the redevelopment of the Palmer

Lake Redevelopment Parcel.

POTENTIAL BENEFICIAL IMPACTS • MDX will act as the Master Developer for the vacant commercial land parcels

immediately adjacent to the east of the MIC. These parcels are under the control of MDX. Controlling the most important single land parcel in the Palmer Lake area, MDX holds a key position in the redevelopment efforts for this area. Having a single entity direct the redevelopment of the total Palmer Lake area will help accelerate the redevelopment of the total area and provide for a better redevelopment product.

S-2PALMER LAKE REDEVELOPMENT PARCEL


S-2PALMER LAKE REDEVELOPMENT PARCEL


PROJECT DESCRIPTIONThe project proposes the extension of State Road 112 from its terminus at NW 42nd Avenue to connect to the Homestead Extension of the Florida Turnpike (HEFT).

PURPOSE AND NEED State Road 112, Airport Expressway, spans from the City of Miami Beach to NW 42nd Avenue and Miami International Airport. State Road 836, running east-west parallel to SR 112, is one of the most travelled corridors. Traffic travelling west past SR 826 (Palmetto Expressway) to reach the HEFT must move to SR 836 to reach this destination. Supplementing this east-west connection to the HEFT with an extension of SR 112 will help relieve traffic on SR 836 (Dolphin Expressway) travelling east to Downtown Miami, the Beaches, and I-95.

AREA CHARACTERISTICS The proposed project traverses a number of communities and different land use sectors. The potential alignment of the roadway will define the areas to be affected and the potential beneficial and negative impacts to the land use sectors traversed.

These sectors range from the commercial areas that front NW 36th Street and the residential areas immediately to the north of this commercial corridor in the cities of Miami Springs and Virginia Gardens; potentially Miami International Airport on the south side of NW 36th Street depending on the alignment of the road; Miami-Dade County commercial areas west of the FEC railway line to the Palmetto Expressway; and commercial, hospitality, and residential areas of the City of Doral.

PROJECT ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs are estimated to be $1,900,000.00 for the extension of SR 112 to the HEFT.

COMMUNITY ISSUES A number of potential issues that include right-of-way availability, right-of-way acquisition, noise impacts, access and interchange impacts, and others will require a thorough evaluation of the roadway alignment. Community acceptance will be a major issue in the development of the project. POTENTIAL NEGATIVE IMPACTS • The commercial areas of NW 36th Street from NW 42nd Avenue to the

HEFT will be impacted. The manner in which the design of the roadway is used to complement, enhance, and even reconstruct these commercial areas will be crucial to creating a successful project.

• Some residential areas in the cities of Miami Springs, Virginia Gardens, and Doral will be impacted. These impacts may include sound and visual impacts as well as access.

POTENTIAL BENEFICIAL IMPACTS • An additional east-west expressway connection in the central core of

Miami-Dade County will help relieve traffic on the existing SR 836 east-west system.

• Traffic flow to the area of Doral and surrounding communities will be improved and will make these areas more accessible to the Downtown and eastern areas.

S-3SR112 EXTENSION TO HEFT


S-3SR112 EXTENSION TO HEFT


PROJECT DESCRIPTIONThe project proposes the extension of the present Truck Viaduct expansion from its west terminus at NW 87th Avenue and 25th Street west to connect to the Homestead Extension of the Florida Turnpike (HEFT); new ingress and egress ramps to connect to NW 67th Avenue; improvements at the intersection of NW 67th Avenue and Perimeter Drive; as well as at the intersection of Perimeter Drive and NW 36th Street.

PURPOSE AND NEED The Florida Department of Transportation developed an overall concept and began construction in June of 2012 of the new 25th Street viaduct project. The project encompasses a new 1.4-mile elevated viaduct sky bridge along NW 25 Street beginning west of NW 82 Avenue, traveling over the Palmetto Expressway (SR 826), and ending at Miami International Airport’s Cargo Area.

Once completed, cargo and logistics operators and commuters will realize the full benefits of the project by being able to travel to and from the MIA cargo facilities from NW 82 Avenue, bypassing six major intersections and several active railroad crossings, enabling them to meet tight shipping deadlines. The Truck Viaduct Extension to the HEFT proposes the continuation of this elevated viaduct to connect to the HEFT on the west and provide ramp connections to NW 67th Avenue as indicated in the Project Description.

The project has been conceived as an alternative to the extension of SR 112 to the HEFT, thus bypassing the commercial areas of Doral but still

providing an express connection to the HEFT and the areas of the City of Doral.

ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs are estimated to be $235,500,00 for the Truck Viaduct Extension to HEFT.

POTENTIAL NEGATIVE IMPACTS • On its course from NW 89th Avenue to the HEFT the elevated track of

the Truck Viaduct will visually affect a number of adjacent uses. While an elevated structure will bypass intersections and provide a more direct route from the HEFT to the Airport Cargo area and NW 67th Avenue its presence will create a dominant overhead structure on NW 25th Street. The structure will create shadows, limit visual access and may create an industrial appearance along NW 25th Street. A residential area will be impacted by the elevated structure as well as two cemeteries all located on the north side of the canal that parallels NW 25th Street.

POTENTIAL BENEFICIAL IMPACTS• Beneficial impacts include the potential to provide a fast expressway link,

coupled with other improvements on NW 36th Street, from SR 112 to the HEFT. Access from the HEFT to Miami Airport cargo area from the HEFT will also be improved. The elevated structure will allow avoiding intersec-tions along NW 25th Street.

S-4TRUCK VIADUCT EXTENSION TO HEFT


S-4TRUCK VIADUCT EXTENSION TO HEFT


PROJECT DESCRIPTIONThe project proposes the construction of managed lanes in each direction on SR 836 from the interchange with SR 826 to NW 27th Avenue.

PURPOSE AND NEED There are two options to implement managed lanes on SR 836. One option is to dedicate an existing lane to be a managed lane. The other option is to add, to construct, a new lane in both directions. Developing the managed lanes on the existing lanes is much more economical than adding a new lane in each direction. The cost to allow access at the major intersections, with all the ramps and bridging involved, will be one of the highest costs. Adding an additional lane will add the construction costs of this lane. The lanes would be managed to provide a continuous Level of Service “C” (LOS C) or a minimum speed of 45 MPH which is the same service standard as I-95. For a single lane facility, LOS C was assumed to be at 1,500 vehicles per hour (VPH).

It is assumed that when traffic is in free flow in the general purpose lanes, that little or no traffic would utilize the managed lanes. When traffic volumes reach 5,000 vehicles per hour (VPH) in the General Purpose lanes, then there would be enough friction in the drive that 50% of the capacity of the general purpose lane (750 VPH) would migrate to the managed lane. Using these assumptions it is estimated that an eastbound managed lane would carry about 10,500 vehicles per day and the westbound managed lane would carry over 16,000 vehicles per day.

With Open Road Tolling everyone that would potentially use the managed lane will have already paid the base toll with the toll for the managed lane collected as an additional toll at the gantries to be identified. A thorough review of revenues to be collected vs. costs be carried out.

AREA CHARACTERISTICS The project will take place within the existing MDX expressway right of way and existing roadway.

PROJECT ORDER OF MAGNITUDE COST OPINION The added infrastructure costs have yet to be determined.

COMMUNIT ISSUES No community issues are anticipated with the implementation of the managed lanes on SR 836.

POTENTIAL NEGATVIE IMPACTS • Negative impacts associated with the implementation of the managed

lanes on SR 836 may include increased traffic volumes on the remaining lanes as, independent of the additional lane proposed as part of the system construction.

POTENTIAL BENEFICIAL IMPACTS • The managed lanes will help facilitate the more rapid mobility of public

transportation travelling on SR 836 and particularly during high traffic periods. The managed lanes will link the proposed intermodal centers.

• Motorists who desire to move to their destinations on a faster track will have the option, with an additional toll, to travel on a less congested lane and at a better rate of speed.

S-5SR 836 MANAGED LANES


S-5


As an operator of a new transit facility, the MIC, MDX expands its role into a relatively new arena of its its operations: an enabler of public transportation, and provider of a platform that allows public transportation agencies to offer public transportation services on the MDX system.

Intermodal Projects proposed as part of the Strategic Master Plan are intended to help facilitate the interphase of other modes of transportation with the MDX system. The construction of parking structures with intermodal stations and mixed uses in strategic points along the MDX system and in other Miami-Dade County areas, where deemed appropriate, are intended to allow the transfer from private vehicle to public transportation; other modes of shared travel such as shared vehicles, taxi service where appropriate; and pedestrian access where possible. The opportunity to create mixed uses within the intermodal centers will also help reduce future trip generation.

The proposed intermodal centers are intended to accomplish the objectives of increased mobility; reduce congestion; create economic development and employment; reduce emission where possible; and improve the urban environment.

In the following pages we describe the different Intermodal Centers that include: • Miami Beach Intermodal Center I-195• Miami Beach Intermodal Center I-395• PortMiami Intermodal Center • Doral Intermodal Center • West Kendall Intermodal Station

A summary of the order-of-magnitude costs opinions for the different intermodal centers is outlined below.

Summary of Project Costs - Intermodal ProjectsProject Order-of-Magnitude Project

Cost *Miami Beach Intermodal Center 1-195 TBD

Miami Beach Intermodal Center MacArthur Causeway

TBD

PortMiami Intermodal Center $48,000,000Doral Intermodal Center TBD

West Kendall Intermodal Center TBDSummary of Intermodal Centers’ Costs TBD

* Order of magnitude opinion. For conceptual planning purposes only. Costs may vary substantially as the projects go through moer detailed analyses, programs are more clearly defined, and other evaluation factors are included.

INTERMODAL PROJECTS


INTERMODAL PROJECT KEY


PROJECT DESCRIPTION The project explores the potential to create a mixed-use intermodal center to serve the areas of South Beach, Central Beach, and North Beach. The Intermodal Center would provide direct vehicular access and egress to I-195 and would be composed of structured parking with 192 spaces per level. Once a more detailed demand and feasibility analysis is carried out the exact number of parking spaces can be calculated. Initially we can assume that a four level parking structure could hold in excess of 700 parking spaces. Linkage to internal Miami Beach public transit including potential future streetcar system and bus transportation are indicated in the drawings.

Located next to the intracoastal Waterway the site could provide, via a pedestrian bridge, waterborne transportation access to areas of Downtown Miami and the waterfront. The proposed project would link directly via a pedestrian bridge to Mount Sinai Hospital and provide additional parking for hospital user support as well as public transportation to link this important health facility to the County-wide transportation system.

PURPOSE AND NEED The I-395 Expressway is a major connector from the Beach to the mainland. Intercepting traffic entering Miami Beach through the provision of an Intermodal Center with sufficient parking and connected to the intra-beach public transportation system can help alleviate traffic congestion within Miami Beach.

AREA CHARACTERISTICS Created out of the bifurcation of ramp access to Alton Road and Arthur Godfrey Road (41st Street) the site has a land area of approximately 5 acres. The drawings on the following page illustrate the initial phase of the project as a surface lot only and the subsequent phases that may include a parking

The site presently serves to house Miami Beach hurricane waste disposal assembly and other uses related to land area maintenance. The drawing illustrates the potential to allow this use to be included on-site and further west on the remaining land area.

PROJECT ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs are to be determined for the concept program proposed.

COMMUNITY ISSUES The site is isolated from the major residential and commercial areas. Major community issues may include building height and development intensity.

POTENTIAL NEGATIVE IMPACTS • A new site for location of Miami Beach Hurricane waste processing will

have to be identified and secured as part of the project. • While no direct impacts to residential areas are associated with the

construction of this project should a parking structure eventually be constructed.

POTENTIAL BENEFICIAL IMPACTS • Reduction of traffic in Miami Beach through the construction of a major

transportation hub. • Provision of additional parking to serve Miami Beach visitors and residents. • Support to major hospital area of Miami Beach.• Maximizing an underutilized site.

I-1MIAMI BEACH INTERMODAL CENTER: I-195


I-1MIAMI BEACH INTERMODAL CENTER: I-195


AREA CHARACTERISTICS The Miami Beach Intermodal Center at 1-395 is proposed to be located in Terminal Island. This island presently houses a surface parking area for Fisher Island employees and contractors; a container terminal; the City of Miami Beach Public Works and Sanitation Department offices and patio; an electrical substation; and the Fisher Island residents’ ferry terminal.

PROJECT ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs are to be deterrmined for the concept program proposed.

COMMUNITY ISSUESNo apparent community issues are apparent at this juncture.

POTENTIAL NEGATIVE IMPACTS• Site is privately owned; property ownership issues will need to be

resolved through an agreement with private property owners. • Traffic access to the site and the construction of ramps to help the

movement of traffic in both directions may prove difficult.

POTENTIAL BENEFICIAL IMPACTS • Construction of an intermodal center that could serve private

vehicle, public transit, and waterborne transportation• Reduction in congestion through the capture of vehicular traffic entering

Miami Beach.

I-2PROJECT DESCRIPTION The project proposes the construction of an intermodal center to capture vehicular traffic seeking access to Miami Beach. The Intermodal Center will provide structured parking with the number of parking spaces to be determined through demand studies; support services, retail, and others, for parking structure users; a ferry terminal to support Fisher Island employee parking needs; and limited retail to support user needs.

PURPOSE AND NEED Miami Beach’s resident population and visitations by out of town tourists and local South Florida residents is continually growing. There is a continued need to provide parking and limit vehicular access to the central core of Miami Beach and in particular to South Beach in order to relieve traffic congestion. The proposed future streetcar/light rail connection between Downtown Miami and Miami Beach, to serve the most heavily travelled transit corridor of Miami-Dade County, has an elevated station planned for Terminal Island.

The project proposes the construction of an intermodal center to capture vehicular traffic seeking access to Miami Beach. And transfer to transit will help alleviate traffic congestion, help further support public transportation, and provide a more economical parking option to visitors. The Intermodal Center at 1-395 will also operate with waterborne transportation and could help to support parking demand for Fisher Island.

MIAMI BEACH INTERMODAL CENTER: MACARTHUR CAUSEWAY


I-2MIAMI BEACH INTERMODAL CENTER: MACARTHUR CAUSEWAY


AREA CHARACTERISTICS Located in Dodge Island, the Port of Miami is buffered by water bodies from the surrounding urban context of Downtown Miami. Views from most areas of the Port of Miami are exceptional. The proposed Intermodal Center site is located in the heart of the cruise terminal areas. It is easily accessed from the Port of Miami Tunnel and land uses within the Port.

PROJECT ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs are estimated to be $48,000,000 for the concept program proposed. Please note that these costs are based on a program assumption as indicated in the Appendix Section of this report.

COMMUNITY ISSUES No community issues are anticipated with the construction of this project.

POTENTIAL NEGATIVE IMPACTS No potential negative impacts are associated with this project

POTENTIAL BENEFICIAL IMPACTS • Provision of additional parking to serve the needs of the substantial number

of cruise passengers who use the Port of Miami. • Facilitating the development of a direct transit connection to Miami’s

Metrorail and Metromover through the provision of a station. • Provide for additional development at the Port of Miami to capture office,

retail and entertainment mixed-uses.

I-3PROJECT DESCRIPTION The project proposes the construction of an intermodal center to provide parking, retail, office, transit, and bus station to serve cruise passengers, visitors, and the growing employment population base of PortMiami.

PURPOSE AND NEED PortMiami is a major destination in Miami-Dade County. State Road 836 connects the Port with Miami International Airport (MIA) and the industrial sectors west of MIA. The construction of the PortMiami Tunnel provides direct access from the MacArthur Causeway that links directly to SR 836 and the Interstate expressway system. With over 4,000,000 yearly passengers, PortMiami is the number one cruise port in the world. PortMiami is also an important cargo port.

The report Transit Options to PortMiami Feasibility Study prepared for the Miami-Dade County’s Metropolitan Planning Organization (MPO) examined the potential for providing a transit connection between PortMiami and Downtown Miami. This study analyzed several modes, routes, and combinations of transit to PortMiami and identified three potential station locations within the Port.

The PortMiami 2035 Master Plan proposed the construction of an intermodal center to link the Port with the area’s public transit system as well as provide for additional parking to serve both the Port and its associated development.

Mixed uses would be part of the proposed intermodal center. Directly linked to the MDX System, the PortMiami Intermodal Center can be an integral part of future mobility improvements proposed as part of the Strategic Master Plan.

PORT OF MIAMI INTERMODAL CENTER


I-3PORT OF MIAMI INTERMODAL CENTER


PROJECT DESCRIPTIONThe project proposes the construction of an Intermodal Center to serve SR 836 in the general area of NW 107th Avenue. The Intermodal Center will provide a substantial amount of structured parking, a bus station, commercial to support the multi-modal center, and additional uses as may be economically viable.

PURPOSE AND NEED The area of Doral is a major employment, retail, and residential area of Miami-Dade County. SR 836 is the major east-west connector of this sector. The construction of an Intermodal Center to provide intercept parking and a transit connection using SR 836 to reach the Downtown Miami employment area can help alleviate traffic on SR 836, reduce greenhouse gas emissions, and provide an alternative travel mode to residents and users of a wide swath of west Miami-Dade County.

The project conceptually proposes the development of structured parking, a bus transit terminal, and supporting uses. The scope of development will require a specific study to determine demand and a specific site within the MDX SR 836 right-of-way. The project is proposed in the general vicinity of NW 107th Avenue and SR 836.

AREA CHARACTERISTICS The area is characterized by major commercial centers to the north of SR 836 in the vicinity of NW 107th Avenue, and include Miami International Mall and Dolphin Mall that are in close proximity, as well as substantial commercial, industrial, and office development in the NW 107th Avenue corridor north of SR 836. The areas south of SR 836 on the NW 107th Avenue corridor are predominantly multi-family residential.


COMMUNITY ISSUES Conceptually, the project is planned within the Miami-Dade Expressway authority SR 836 right-of-way. No substantial impacts to existing uses are contemplated.

POTENTIAL NEGATIVE IMPACTS No major negative impacts have been identified at this juncture of project identification and development.

POTENTIAL BENEFICIAL IMPACTS Positive impacts may include: • Supporting transit activities and alternative travel modes in SR 836 • Reducing traffic volumes travelling east on SR 836• Potential to create pedestrian linkage to major retail sector on SR 836

I-4DORAL INTERMODAL CENTER


I-4DORAL INTERMODAL CENTER


PROJECT DESCRIPTIONThe project proposes the construction of an Intermodal Center to serve the SR 836 Extension to SW 136th Street project that is in the process of Planning, Development and Environmental (PD&E) by the Miami-Dade Expressway Authority. The Intermodal Center is proposed in the general area of West Kendall Drive where the proposed SR 836 Extension will meet this roadway. Illustrated in the plan is the initial phase concept with surface parking only. The Intermodal Center could provide, in the long-term future, a substantial amount of structured parking, a bus station, commercial to support the multi-modal center and additional mixed uses as may be economically viable.

PURPOSE AND NEED At present, a consultant group is preparing for MDX a Planning, Design and Environmental (PD&E) study for the SR 836 Extension to SW 136th Street. The SR836 Extension to SW 136th Street offers an alternative to travel for residents residing in areas on the west sectors of Miami-Dade County. The project proposes the construction of an Intermodal Center at Kendall Drive (SW 88th Street) and the proposed SR 836 Extension to SW 136th Street.

The Intermodal Center is conceived to provide the option to travel in public transportation on the SR 836 Expressway by providing intercept parking, bus rapid transit, and potential long-term future mixed uses within the right-of-way of SR 836 Extension. The West Kendall Intermodal Center will be planned in close proximity to the future confluence of SR 836 Extension to SW 136th Street and Kendall Drive (SW 88th Street).

AREA CHARACTERISTICS At present, the area is a green field that is part of the future 2025 Urban Development Boundary Expansion area. The facility will be planned in coordination with the design of SR 836th Extension to SW 136th Street.

The areas of West Miami-Dade County have experienced substantial growth in the last decades and are expected to attract additional growth in the future.


COMMUNITY ISSUES During the process of PD&E, specific community and environmental issues are being identified. A process for project planning of the future Intermodal Station will address specific issues associated with the development of the facility.

POTENTIAL NEGATIVE IMPACTS No major negative impacts have been identified at this juncture of project identification and development.

POTENTIAL BENEFICIAL IMPACTS • Supporting transit activities and alternative travel modes in SR 836 • Reducing traffic volumes travelling east on SR 836 and on Kendall

Boulevard east• Revenue potential through mixed-use development

I-5WEST KENDALL INTERMODAL CENTER


I-5WEST KENDALL INTERMODAL CENTER


The Mini-Projects listed represent proposed improvements to MDX’s system that were identified through the process of evaluating existing conditions. The Mini-Projects represent investment actions that can be carried out within an expedited timeframe; they are early action projects that will address immediate needs, show early results, require limited investment, and may be swiftly permitted.

The projects were identified through our local knowledge of Miami-Dade County, review of the areas being served by MDX, review of the MDX system, and our professional expertise and experience.

The sectors where the projects have been identified are areas that, in general, have a high level of traffic congestion, are not being adequately served by present expressway ramp access and therefore lack connectivity to the interstate highway system, have commercial and residential sectors that can potentially benefit from expressway access, are previously identified projects that merit revisiting, and are ongoing projects that are recommended to be expedited.

The projects identified are in line with the guiding concept of the Strategic Master Plan of improving mobility, supporting economic development, and improving connectivity. Included in this introductory page is a summary of the cost opinion for the projects identified.

In the following pages we describe each of the Mini-Projects identified. These are:

• NW 37th Street Bridge Connection • Exit improvements SR 112, NW 42nd Avenue, and NW 36th Street• HEFT Connection to Homestead Air-Base• SR 924 Gratigny On-Off Ramp NW 6th Avenue• SR 112 On-Off Ramps at NW 37th Avenue • SR 836 On-Off Ramp at NW 97th Avenue

Summary of Project Costs Opinion - Mini ProjectsProject Order-of-Magnitude

Project Cost *NW 37th Steet Bridge Connection $197,500,000

Exit Improvements SR112 NW 42nd Ave and NW 36th St

$58,000,000

HEFT Connection to Homestead Air-Base $53,000,000SR924 Gratigny On-Off Ramp NW 67th Ave $23,218,000

SR 112 On-Off Ramps at NW 37th Ave $11,500,000SR836 On-Off Ramp at NW 97th Ave $32,500,000

Summary of Mini-Projects Costs Opinion $355,500,000


Please note that a number of these projects, because of their specific scope and their inclusion in the County’s TIP, are proposed to be included in the MDX Work Program. These projects are:• SR 924 Gratigny On-Off Ramps at NW 6th. Avenue• SR 112 On-Off Ramps at NW 37th Avenue

MINOR PROJECTS


MINOR PROJECTS KEY


PROJECT DESCRIPTION The project proposes the construction of a bridge and roadway to extend north and connect with the north section of NW 37th Avenue thereby allowing access to the Miami Intermodal Center from the areas north of the Miami River.

PURPOSE AND NEED NW 37th Avenue is an important north-south arterial that serves both the areas north of the Miami River and areas south of the Miami River terminating in Coconut Grove. NW 37th Avenue is segmented by the Miami River Canal where there is no bridge to connect both the north and the south side of this important thoroughfare. As part of this Master Plan an exit ramp in the west direction and an access ramp in the east direction from NW 37th Avenue to SR 112 are proposed.

The Miami Intermodal Center’s principal roadway access is on NW 37th Avenue. Today the MIC is only accessible on NW 37th Avenue from the south. There is a need to connect both sides of NW 37th Avenue through a brdge over the Miami River to allow direct access from SR 112 and areas to the north.

AREA CHARACTERISTICS The area north of the Miami River to SR 112 is commercial with one of the major land uses being the Miami Jai-Alai Fronton that occupies a substantial amount of land for both the building and its required parking. North River Drive parallels the Miami River and is a major thoroughfare leading to the central areas of the City of Miami and connecting northwest to Okeechobee Road (US27). Water dependent industrial uses are located on North River Drive and the Miami River.

These consist of shipping companies and a major car recycling facility that depends on waterborne traffic for shipping metals to smelters and other users.

On the south side of the Miami River, South River Drive parallels the waterway where water dependent commercial shipping companies are also located. A number of small incubator warehouses are located on the south side of South River Drive. Palmer Lake is located further south. NW 37th Avenue was extended to South River Drive. Note that the Metrorail guideway is located west of the NW 37th Avenue.

PROJECT ORDER OF MAGNITUDE COST OPINION:Project order-of-magnitude costs are estimated at $197,500,000 (Year 2014 Dollars).

POTENTIAL ISSUES Three different concept options were evaluated for the realignment of NW 37th Avenue and the bridge over the Miami River. Each option provides a different alternative to address the issues that the realignment and the bridge crossing present.

M-1NW 37TH STREET BRIDGE CONNECTION: OPTION 1




CONCEPT OPTIONSOption 1 proposes a simple extension of NW 37th Avenue south, the construction of a bridge, and the connection to the present terminus of NW 37th Avenue on the south side of the Miami River. The roadway would traverse the metal recycling facility rendering the area north of the bridge non-navigable for larger vessels and, hence, the metal recycling facility inoperable. This option would require the facility to be relocated.

Option 2 proposes the realignment of NW 37th Avenue under the Metrorail guideway on the south side of the Miami River, merging of NW 37th Avenue into NW 31st Street, and crossing the Miami River north of the present railway bridge that brings rail access to the Miami Intermodal Center. The railway bridge is now a fixed bridge and blocks navigation. The proposed alignment and location of the NW 37th Avenue Bridge in Option 2 would not impact ship navigation. A new roadway would have to be constructed north of the Miami River parallel to the rail line connecting to NW 36th Street, and from here reach NW 37th Avenue. While there would be access from the south side of the Miami River, NW 37th Avenue would not be a direct street but would interconnect with NW 36th Street and the new street to reach the proposed Miami River Bridge.

Option 3 proposes the construction of a drawbridge and bends NW 37th Avenue north of the Miami River to connect directly to the bridge as indicated in the drawing titled “Option 3 - NW 37th Avenue Bridge Connection to North River Drive”. The realignment of NW 37th Avenue north of North River Drive will require that the road encroach into the present Miami Jai-Alai Fronton parking area as well as an existing container storage yard.

All options will require U.S. Coast Guard approval as they propose crossing the Miami River and, as such, will impact the waterway and its navigability.

POTENTIAL NEGATIVE IMPACTSAll options presented will have an impact on the commercial uses on both the north and the south side of the Miami River.

• Option 1 will impact a small incubator warehouse building on the south side of South River Drive, the lands and berthing associated with two shipping companies on the south shore of the Miami River and facing South River Drive, as well as the present metal recycling plant on the north shore of the Miami River and facing North River Drive. Option 1 will generate substantial impacts to navigation and the water dependent uses north of the proposed bridge.

• Option 2 will impact the privately operated remote parking area site on the south side of the Miami River that serves Miami International Airport as NW 37th Avenue is extended to connect to NW 31st Street. Additionally it will impact a storage area on the south side of the Miami River, a small boat berthing area on the north shore of the Miami River, and a number of additional commercial parcels as the road winds to connect to NW 36th Street.

• Option 3 will impact a small warehouse incubator building on the south side of South River Drive, a shipping company container yard and its berth on the south shore of the Miami River, and another shipping company container yard and berth on the north shore of the Miami River. North of North River Drive, it will impact an existing container yard and the parking area of the Miami Jai-Alai Fronton.

POTENTIAL BENEFICIAL IMPACTS • Residential areas will not be impacted by this roadway realignment and

the construction of the proposed bridge. • Access from SR 112 to the MIC will be made available.





PROJECT DESCRIPTION The project proposes the creation of a segmented bridge overpass to allow vehicular traffic travelling west on NW36th Street from SR 112 to by-pass this confluence of traffic and improve mobility both on NW 36th Street and SR 112.

PURPOSE AND NEED The intersection of NW 42nd Avenue (Le Jeune Road) and NW 36th Street is one of the most congested intersections in Miami-Dade County. The Florida Department of Transportation (FDOT) carried out substantial improvements to this intersection including the construction of a fly-over bridge to allow the free flow of traffic going north and connecting to Okeechobee Road (US 27). SR 112 channels traffic travelling west to the City of Miami Springs and beyond into NW 36th Street immediately before the bridge over the Miami River Canal. Immediately after the Miami River Canal, and at an angle, South River Drive terminates at NW 36th Street.

A traffic light controls traffic travelling on South River Drive to NW 36th Street east and west bound. Additionally traffic travelling west to NW 36th Street and to NW 42nd Avenue turns left at this intersection. Following west from this intersection is the NW 42nd Avenue intersection. SR 112 empties traffic into this confluence of streets and traffic lights resulting in major traffic back-ups during rush hour traffic and during other occasions.

The ramp exit from SR 112 to NW 36th Street is one-lane flowing into a two lane road that is highly congested because of the confluence of traffic previously mentioned.

AREA CHARACTERISTICS Miami International Airport borders this intersection on the southwest side. The City of Miami Springs is immediately to the west and will be directly served by this proposed improvement. The areas of the City of Miami Springs facing NW 36th Street and NW 42nd Avenue are commercial uses.


COMMUNITY ISSUES No major community issues are anticipated. The construction of the ramps will facilitate traffic movement west on NW 36th Street and will benefit the communities of Miami Springs and Virginia Gardens.

POTENTIAL NEGATIVE IMPACTS • The construction of the overpass may impact an existing restaurant on

the northwest corner of the intersection of NW 42nd Avenue and NW 36th Street.

POTENTIAL BENEFICIAL IMPACTS • Better traffic flow will benefit the residents of Miami Springs and its

commercial areas facing NW 36th Street.

M-2SR112 EXIT IMPROVEMENTS TO W-BOUND 36TH ST


M-2SR112 EXIT IMPROVEMENTS TO W-BOUND 36TH ST


PROJECT DESCRIPTIONThe project proposes the construction of an expressway extension from the HEFT to the Homestead Air Reserve Base. The alignment would need to be defined but in general would parallel SW 112th Avenue.

PURPOSE AND NEED Homestead Air Force Base has been a major source of economic development and activity through the development history of South Miami-Dade County. After the ravages and destruction created by Hurricane Andrew in August of 1992, Homestead Air Force Base was taken off active status and reopened as the Homestead Air Reserve Base (HARB) in 1994. The land area of the Air Reserve Base is approximately 2,940 acres.

South Miami-Dade County has experienced substantial growth following Hurricane Andrew. The areas surrounding the Homestead Air Force Reserve Base have also experienced substantial growth. Miami-Dade County’s Intergovernmental Coordination Element designates HARB as a Facility of Countywide Significance. Miami-Dade County and the City of Homestead have implemented the Homestead Air Force Base Air Installation Compatible Use Zone (AICUZ) Report guidelines through the Land Use Element of the Miami-Dade County Comprehensive Development Master Plan, the Miami-Dade County Zoning Ordinance, and the Florida Building Code to provide for land use compatibility in the vicinity of the Homestead Air Reserve Base.

The Homestead Extension of the Florida Turnpike (HEFT) parallels the HARB at an approximate distance of 1.5 miles. The project proposes the construction of a tolled expressway extension from the HEFT to the Homestead Air Reserve Base. No alignment for the expressway extension has been identified.

The project has been identified in the Miami-Dade County Metropolitan Planning Organization (MPO) 2040 Long Range Transportation Plan that is in the process of being prepared.

AREA CHARACTERISTICS The area is characterized by mostly open land on the proximity of SW 121st Avenue and substantial residential developments to the west between the HEFT and the Air Reserve Base.

PROJECT ORDER OF MAGNITUDE COSTS Project order-of-magnitude costs are estimated at $53,000,000 (Year 2014 Dollars).

COMMUNITY ISSUES Homestead Air Reserve Base is at the edge of Miami-Dade County’s Urban Development Boundary (UDB) line. Depending on the alignment, there may or may not be impacts associated with the UDB.

POTENTIAL NEGATIVE IMPACTS • Depending on the expressway road alignment, there may or may not be

any direct commercial impacts.

POTENTIAL BENEFICIAL IMPACTS • Access from the HEFT directly to the HARB will provide for future growth

for the base area and an excellent access road connected to the interstate highway system for any future civilian aviation use of the HARB.

HEFT CONNECTION TO HOMESTEAD AIR-FORCE BASE


M-3HEFT CONNECTION TO HOMESTEAD AIR-FORCE BASE


PROJECT DESCRIPTION The project proposes the construction of an egress ramp to NW 67th Avenue, an access ramp from NW 67th Avenue to SR 924 heading west, and an access ramp heading east from NW 67th Avenue to SR 924 Gratigny Parkway.

PURPOSE AND NEED NW 67th Avenue is an important north-south thoroughfare that allows access to different neighborhoods and the town center of the Village of Miami Lakes. To the north, NW 67th Avenue connects to SR 826, the Palmetto Expressway. To the south, NW 67th Avenue becomes W 12th Avenue in Hialeah terminating at Okeechobee Road (US 27th). The Gratigny Expressway, SR 924, spans from NW 32nd Avenue to the Palmetto Expressway.

MDX has plans to extend SR 924 to I-95 on the east and to US 27 on the west. SR 924 does not have an exit or access ramp at NW 67th Avenue to serve this large section of the Village of Miami Lakes and the City of Hialeah. The construction of an egress ramp in the west direction to NW 67th Avenue, and two access ramps to the Gratigny Expressway from NW 67th Avenue - one in the west direction and one in the east - would help relieve congestion and allow convenient access to the Miami Lakes/Hialeah area for residents and visitors and businesses.

AREA CHARACTERISTICS The areas surrounding the proposed ramp access are comprised of a commercial center and gas station with a surrounding residential area to the north, and a community park (Hialeah-Miami Lakes Park) surrounded by mostly single family homes to the south.


COMMUNITY ISSUES No major community issues have been identified at this juncture of project development.

POTENTIAL NEGATIVE IMPACTS• The construction of the north exit ramp may require the partial acquisition

and demolition of an existing shopping center located immediately to the north in order to create the required merge lane distance to NW 67th Avenue.

• The eastbound on-ramp may require the acquisition of right-of-way and the removal of a small two-story retail-office building immediately adjacent to West 84th Street (NW 138th Street/SR 916).

• The on-ramp in the east direction will parallel the existing Hialeah-Miami Lakes Park. There may be impacts to the park given the right-of-way needs of the eastbound access ramp.

POTENTIAL BENEFICIAL IMPACTS • No direct residential impacts are anticipated given the proposed ramp

alignment. Residences facing the canal may experience visual impacts of the construction of the ramp.

M-4SR 924 GRATIGNY ON-OFF RAMPS TO NW 67TH AVE


M-4SR 924 GRATIGNY ON-OFF RAMPS TO NW 67TH AVE


PROJECT DESCRIPTION The project proposes the construction on SR 112 of a westbound exit ramp to NW 37th Avenue and an eastbound access ramp from NW 37th Avenue.

PURPOSE AND NEED The construction of the westbound off-ramp and the eastbound on-ramp from SR 112 to NW 37th Avenue will open a vast area of industrial and commercial uses to the Interstate Highway expressway system that presently must access SR 112 through a long and tedious route to NW 27th Avenue or to the NW 42nd Avenue/Okeechobee Road ramp to travel in the east direction and conversely the same exit at Okeechobee Road from SR 112 making it necessary to double back to the NW 37th Avenue area.

Additionally these new ramps, combined with new access across the Miami River, would connect the Miami Intermodal Center directly with SR 112 and provide another means of access to this important transportation and development hub. The proposed ramps would serve sites in both the City of Miami and in the City of Hialeah.

AREA CHARACTERISTICS The area of NW 37th Avenue north of NW 36th Street to NW 103rd Street is an industrial area that was an important industrial hub of Miami-Dade County. With railway access, this area was the premier industrial sector of Miami-Dade County until the 1970’s when the areas west of the Palmetto Expressway were developed.

The areas south of NW 36th Street house the Miami Jai-Alai, commercial uses and connection to North River Drive. These areas rely on access to SR 112

through the NW 27th Avenue on-off ramps. West of NW 37th Avenue, the City of Hialeah has an industrial and residential sector that relies solely on access from the Okeechobee on/off ramps of SR 112 and NW 42nd Avenue, or must travel east to NW 27th Avenue


COMMUNITY ISSUESNo major community issues have been identified at this juncture of project development.

POTENTIAL NEGATIVE IMPACTS • For the construction of the SR 112 off-ramps in the west direction, the

project will require acquisition of right-of-way to include an industrial building and six townhomes that may be impacted by the construction of the ramp.

• For the construction of the east bound ramp from N# 37th Avenue, while MDX owns a number of parcels in this sector, the privately held parcels’ land area between the Metrorail and SR 112 will need to be acquired to allow the construction of said ramp.

POTENTIAL BENEFICIAL IMPACTS • This is a project that will provide expressway access to a substantial

amount of industrial land thereby promoting economic development. Land uses include industrial, commercial, and residential.

M-5SR112 ON-OFF RAMPS AT NW 37TH AVE




PROJECT DESCRIPTION The project proposes the construction of an on-off ramps in both the east and west direction on SR 836 at NW 97th Avenue. The ramps will elevate to reach the level of the 97th Avenue Bridge over SR 836. Bridge expansion at the ramp landing and originating points may be necessary.

PURPOSE AND NEED The implementation of Open Road Tolling (ORT) within the MDX system has rendered the east and west bound toll stations on SR 836 immediately to the west of NW 97th Avenue not necessary. The ramp system to access these toll stations occupies a substantial amount of land and did not allow for exit and entry ramps at NW 97th Avenue.

NW 97th Avenue is a major north-south arterial that serves residential sectors south of SR 836 and commercial and industrial sectors north of SR 836. Miami-Dade County is in the process of widening NW 97th Avenue from NW 52nd Street to NW 70th Street. The two exits serving the area are NW 87th Avenue and NW 107th Avenue. Providing on-off ramps in both directions at NW 97th Avenue will help alleviate traffic volumes at these two exits while providing a more convenient way to access the interstate expressway system to industrial, commercial and residential uses in the immediate area.

AREA CHARACTERISTICS At certain points, SR 836 forms a dividing line for land uses on this section of Miami-Dade County. Uses to the south of SR 836 at NW 97th Avenue are predominantly residential and mostly multifamily. Uses to the north of SR 836 are mostly industrial and commercial with residential occurring mostly north of NW 36th Street.

PROJECT ORDER OF MAGNITUDE COST OPINION:Project order-of-magnitude costs opinion is estimated at $32,500,000.

COMMUNITY ISSUES

POTENTIAL NEGATIVE IMPACTS The location of the ramps may not have negative visual or sound impact on the residential uses located nearly 450 from the proposed ramp on the south side or east travel direction of SR 836. These issues will need to be addressed in the potential future design of the sites. The probable perception or reality of increased traffic levels may create concerns with the immediate residential community on the south side of SR 836 and will also need to be addressed. .

POTENTIAL BENEFICIAL IMPACTS Potential beneficial impacts include easier access to SR 836 to residents and businesses in close proximity to NW 97th Avenue. Additionally the new ramps will relieve traffic congestion on both the NW 87th Avenue and the NW 107th Avenue ramps, the two exits serving the industrial and commercial areas north of SR 836.





Exploratory projects present concepts that, while forward thinking and maybe even controversial, propose new ideas for consideration and evaluation. These ideas stretch the envelope of MDX involvement in other transportation modes as well as its relationship to other regulatory and governmental entities.

The projects identified serve to support alternative transportation modes that do not involve operation by MDX.

The Water Taxi System proposes the construction of water taxi docks to allow the operation of a water taxi system as an alternative means of transportation. The water taxi system would link the Miami Intermodal Center with other intermodal centers proposed as part of the Strategic Master Plan. A number of the proposed intermodal centers are in waterfront locations and the construction of the docks and the operation of the water taxi system would allow for transfer to other modes of transportation.

The US-1 Reversible Lanes Exploratory Project proposes the construction of reversible managed lanes, composed of two traffic lanes, that will connect a traffic light freeway from the I-95 terminus to the ramp access of SR 878 on US-1. The construction of underpasses at major US-1 intersections is key to this managed lane connection.

Miami Beach Congestion Management Projects on both the MacArthur Causeway and the Julia Tuttle Expressway (I-195) explore the possibility of collecting tolls on these two major accessways to Miami Beach in order to support the construction of public transit projects to connect Miami Beach with Downtown Miami, the Metrorail, and the Metromover systems.

The potential for development of land parcels available for use given the implementation of Open Road Tolling is also explored, as well as a parcel created by the reconstruction and relocation of the NW 87th Avenue ramp to NW 12th Street.

Summary of Project Costs Opinion - Exploratory ProjectsProject Order-of-Magnitude Project Cost *

US-1 Reversible Lanes $963,500,000Water Taxi System TBD

Miami Beach Managed Lanes I-195 $1,000,000Miami Beach Managed Lanes

MacArthur Causeway$1,000,000

Development Parcel at 97th Ave TBDDevelopment Parcel at 87th Ave TBD

Summary of Intermodal Centers’ Costs Opinion

$965,000,000


EXPLORATORY PROJECTS

The descriptions of the Exploratory Projects, as well as their benefits and detriments, are outlined in the following pages.


EXPLORATORY PROJECTS


PROJECT DESCRIPTION The project proposes the construction of two reversible lanes on US-1 and spanning from the terminus of I-95 on the north to the entrance ramps of SR 878 on the south side of US-1. Underpasses would be constructed at all major intersections to bypass the points of congestion along the system.

PURPOSE AND NEED The US-1 Corridor is one of the most heavily traveled corridors in Miami-Dade County. The corridor channels traffic from Miami’s Downtown activity and employment center to the areas of south Miami-Dade County. I-95, one of the major north-south expressways serving Miami-Dade County, the east coast of Florida, and the nation, terminates at US-1 immediately south of Miami’s Downtown. Travel on the US-1 Corridor south and northbound during peak hours is hampered by delays at major intersections.

The US-1 Reversible Lanes Project proposes two on-grade reversible lanes with the construction of underpasses for these two lanes at major intersections. This will provide free flow of traffic on US-1 from I-95 to MDX’s SR 878 and from there to SR 874 and the Florida Turnpike Homestead Extension (HEFT) expressway. The reversible lanes will be variable rate paid lanes. The proposed project extends from the intersection of I-95 and US-1 to SW 67th Avenue. The present three non-tolled travel lanes in each direction and the turn lanes will be maintained.

Preliminary analyses indicate that the reversible lanes can be designed within the present roadway profile with minimum incursion into the adjacent Metrorail right-of-way. The Metrorail right-of-way includes a green area and bicycle/pedestrian path. The expansion into the Metrorail right-of-way will be of approximately three (3) to five (5) feet along the length of the route with an expansion of twelve (12) to fifteen (15) feet at intersections where an underpass is required.

PROJECT ORDER OF MAGNITUDE COST OPINION:Project order-of-magnitude costs opinion is estimated at $963,500,000

AREA CHARACTERISTICS The US-1 Corridor from I-95 to SR 878 presents a varied number of land use characteristics as well as a varied relationship between the roadway and these land uses. From the I-95 terminus to almost SW 27th Avenue, the residential areas to the south of US-1 are buffered from the heavy US-1 traffic. These neighborhoods rightfully turn their backs to US-1 and the back of single family homes are buffered by a masonry sound wall running from south of the intersection of I-95 to almost SW 27th Avenue.

On the north side, in the sector where the reversible travel lanes are proposed, the Metrorail guideway parallels US-1 with stations at the Vizcaya, SW 27th Avenue, SW 37th Avenue, University of Miami, and SW 72nd Street (Sunset Drive).

South of SW 27th Avenue on the southeast side, the US-1 Corridor has a more direct relationship with the adjacent land uses. However, access to these commercial land uses is limited to the northbound lanes and northbound traffic. Access to these uses by southbound traffic on US-1 is through turning lanes at major intersections.

On the north side of the corridor, and built on the Florida East Coast Railway right-of-way, the Metrorail guideway is paralleled by a bicycle/pedestrian path and greenway. This relationship extends all along the area of the corridor proposed for the reversible travel lanes.

COMMUNITY ISSUES Principal community issues may include how the landscape median running the length of US-1 is affected; the incursion into the Metrorail right-of-way at major intersections. The construction of the underpasses will not impact turning movements at major intersections.

US1 REVERSIBLE LANES


E-1US1 REVERSIBLE LANES


E-1POTENTIAL NEGATIVE IMPACTS• Taking of right-of-way, however minimal, may become an issue. • The presence of major utilities at the intersections may pose substantial

technical and financial limitations to construction of the underpasses

POTENTIAL BENEFICIAL IMPACTS • Peak hour traffic movement on US 1 in both directions will be greatly

improved • The underpasses will allow the present intersections to functions as they

presently conceived• North –south traffic on other north-south arterials and expressways may

also be improved



E-1

Transverse Section with Right Turn Lane Transverse Section Typical

Longitudinal Section



PROJECT DESCRIPTION The project proposes a waterborne transit system to connect to major waterfront activity centers and proposed intermodal centers such as the Miami Intermodal Center, PortMiami, Miami Beach at Terminal Island, Miami Beach at I-395 multi-modal center, Virginia Key, and Dinner Key Marina. The characteristics of these areas, commercial sectors, marinas or proposed intermodal centers are or will be apt to receive waterborne transit.

PURPOSE AND NEED As a waterfront community, many major Miami-Dade County activity centers and transportation destinations are within short distance of waterways. Miami-Dade County is also privileged by its sub-tropical climate and year-round waterborne transportation accessibility.

Numerous studies have proposed the use of waterborne transportation to supplement land based transportation. A waterborne transportation project has been proposed by numerous Metropolitan Organization (MPO) Studies carried out since the year 2000. The MPO’s report entitled “Development of a Service Plan for Waterborne Transportation Service in Miami-Dade County, 2004” prepared by Kimley-Horn and Associates identified the potential for a waterborne transportation system.

The Miami Intermodal Center (MIC), a major transit hub connecting Miami International Airport with the ground transportation system, is adjacent to two bodies of water that connect to the Miami River/Miami Canal: Palmer Lake and the C-9 Canal.

AREA CHARACTERISTICS The potential water transit stations are to be located in different sectors of Miami-Dade County’s waterfront. All the berthing areas identified are adequate to receive passenger-only ferry vessels that will operate in the water taxi system.

PROJECT ORDER OF MAGNITUDE COST OPINION The formulation of a cost opinion at this stage of project development is highly speculative as there are numerous types of equipment, permits, and concessions to be obtained. Further analysis will be necessary to provide a clearer definition of costs.

COMMUNITY ISSUES No major community issues are anticipated other than those previously identified. The system would move through present public waterways. Previously identified potential issues address economic viability, potential impacts to wildlife (Florida manatees in particular), parking to support the waterborne transit intermodal stations, and the specific use of vessels to address marine requirements.

POTENTIAL NEGATIVE IMPACTS • No major negative impacts to land uses are anticipated.• Special emphasis must be placed on the impacts to manatees and the

marine environment.

POTENTIAL BENEFICIAL IMPACTS • An additional mode of transportation will be provided between the major

destinations on Miami-Dade’s waterfront and riverfront.• The tourism appeal of the water taxi system will create an additional

entertainment venue for tourists and local residents.

E-2WATER TAXI SYSTEM


E-2WATER TAXI SYSTEM


PROJECT DESCRIPTION The project proposes the installation of Open Road Tolling (ORT) apparatus on I-195 to collect revenues in order to finance rapid transit improvements within the City of Miami Beach, and between City of Miami Beach, City of Miami, and Miami-Dade County transit systems.

PURPOSE AND NEED A total of 105,000 vehicles access Miami Beach on a daily basis through the Julia Tuttle Expressway (I-195). At present, there is no charge for accessing the Beach via the Julia Tuttle. Only SR 112, that is part of the MDX system, collects tolls. Providing toll revenues from non-resident vehicles accessing Miami Beach could help to finance a much needed public transit connection between the mainland and Miami Beach. The purpose of collecting these tolls would be to support the construction and maintenance of such a system.

AREA CHARACTERISTICS This is a causeway built on landfill dredged from the bottom of Biscayne Bay. There are no adjacent uses to this expressway. With the blue of the bay glistening on either side of the project, the views from the elevated bridges over the roadway of both the City of Miami and Miami Beach are quite exceptional.

PROJECT ORDER OF MAGNITUDE COST OPINION The installation of Open Road Tolling equipment may be in the range of $1,000,000. While the apparatus may be in the range of $500,000 there is a need to include the placing of MDX fiber optic cables to support the system thus raising the price substantially to the One Million Dollar amount.

COMMUNITY ISSUES The proposal is anticipated to be highly controversial as there are no present tolls on this roadway to access Miami Beach from the mainland. Tolls would be collected only from visitors to the islands of Miami Beach. An electronic tolling system would be installed so that local residents do not have to pay the tolls to access Miami Beach through the Julia Tuttle Expressway.

The tolling of a roadway that has been constructed with Federal Funds, as is the case with I-195, will require requesting and obtaining approval from the Federal Government. The roadway is presently under the jurisdiction of the Florida Department of Transportation (FDOT). MDX would need to have the roadway transferred to its jurisdiction. ORT will not require the construction of manned toll booths.

POTENTIAL NEGATIVE IMPACTS • The collection of tolls to enter Miami Beach could potentially reduce the

number of visitors to Miami Beach and affect the business environment. The impact of toll collection to commercial activity in Miami Beach will have to be further analyzed.

• The City of Miami Beach could see a rise in prices and costs overall.

POTENTIAL BENEFICIAL IMPACTS • Reduction of traffic congestion in Miami Beach.• Construction of an Intermodal Center to further reduce congestion. • Rapid transit access from the mainland to and throughout Miami Beach.• Reduction in the number of buses circulating throughout Miami Beach.

E-3MIAMI BEACH MANAGED LANES: I-195


E-3MIAMI BEACH MANAGED LANES: I-195


PROJECT ORDER OF MAGNITUDE COST OPINION The installation of ORT equipment may be in the range of $1,000,000. While the apparatus may be in the range of $500,000 there is a need to include the placing of MDX fiber optic cables to support the system thus raising the price substantially to the One Million Dollar Amount.

COMMUNITY ISSUES The proposal is anticipated to be highly controversial, in particular with residents who do not pay a toll to access Miami Beach and their homes. An electronic tolling system would be installed so that local residents do not have to pay the tolls to access Miami Beach through the MacArthur Causeway. The MacArthur Causeway is under the jurisdiction of the Florida Department of Transportation (FDOT). MDX would need to have the roadway transferred to its jurisdiction. ORT will not require the construccion of manned toll booths.

POTENTIAL NEGATIVE IMPACTS • The collection of tolls to enter Miami Beach could potentially reduce the

number of visitors to Miami Beach and affect the business environment. The sensitivity of tolls to affect commercial activity in Miami Beach will have to be further analyzed.

• Prices and costs overall could see a potential rise in the City of Miami Beach.

POTENTIAL BENEFICIAL IMPACTS • Reduction of traffic congestion in Miami Beach.• Construction of Intermodal Center to further reduce congestion. • Rapid transit access from the mainland to and throughout Miami Beach.• Reduction in the number of buses circulating throughout Miami Beach.

E-4PROJECT DESCRIPTION The project proposes the installation of Open Road Tolling (ORT) apparatus on I-195 to collect revenues in order to finance rapid transit improvements within the City of Miami Beach, and between City of Miami Beach, City of Miami, and Miami-Dade County transit systems.

PURPOSE AND NEED The MacArthur Causeway linking Downtown Miami with Miami Beach and the public transportation routes that it carries have the highest ridership of any routes in the Miami-Dade Transit Department. A project to link Downtown Miami with Miami Beach via the MacArthur Expressway and through a light rail/streetcar system has been studied.

Funding for the construction of the light rail/streetcar system could be provided with revenues to be generated through the collection of tolls for traffic accessing Miami Beach via the MacArthur Expressway. The collection of tolls would be through Open Road Tolling (ORT) and where residents of Miami Beach would be exempt from tolls. There are 83,000 vehicles accessing Miami Beach on a daily basis. AREA CHARACTERISTICS The MacArthur Causeway is a six-lane roadway built on reclaimed land with bodies of water on either side of the causeway. The MacArthur Causeway also allows access to the high-end residential Palm and Hibiscus Islands.

The collection of tolls would be done electronically and through ORT. No structures, other than an attractive trestle to house the electronic readers over the roadway, are anticipated to be constructed.

MIAMI BEACH MANAGED LANES: MACARTHUR CAUSEWAY


E-4MIAMI BEACH CONGESTION MANAGEMENT: MACARTHUR CAUSEWAY


PROJECT ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs opinion is not available at this early stage of project conceptualization.

COMMUNITY ISSUES

POTENTIAL NEGATIVE IMPACTS The area immediately to the south of the site, which was previously a golf course, has been redeveloped as a residential area with single family on the west side of NW 97th Avenue, and a multi-family on the east side. While a site design for the potential development can be created with buffers to the residential areas, the issues of views to and from the site, and increased levels of traffic on NW 97th Avenue will need to be addressed.

POTENTIAL BENEFICIAL IMPACTS The development of these sites will buffer the existing residential development from SR 836 traffic noise levels. The inclusion of compatible uses and the creation of natural buffers and drainage features such as a small lake will increase the attractiveness of both the existing residential area and the potential new development.

The more efficient utilization of the available lands will help to provide uses in direct connection to public transportation as well as potentially provide additional sources of revenue to further improve connectivity in the MDX system.

E-5PROJECT DESCRIPTION The project proposes the potential development, building uses, on surplus lands that are available once the Toll stations west of NW 97th Avenue are removed.

PURPOSE AND NEED The implementation of Open Road Tolling (ORT) within the MDX system has rendered the east and west bound toll stations on SR 836 immediately to the west of NW 97th Avenue not necessary. The ramp system to access these toll stations occupies a substantial amount of land and did not allow for exit and entry ramps at NW 97th Avenue.

The removal of the toll station on the south side of SR 836 at NW 97th Avenue, even with the construction of the proposed new on-off ramps at NW 97th Avenue, will provide sufficient land to create two development parcels. The development parcels would be accessed from the south and from NW 97th Avenue. The development of these sites will allow for increased density within the County’s development area; provide ridership to a potential public transportation on SR 836 through a pedestrian connection to the proposed Intermodal Center at NW 97th Avenue; and provide additional revenue for improved transportation. Regulatory land-use and zoning issues associated with the development of these sites will need to be addressed.

AREA CHARACTERISTICS Uses to the south of these parcels are single family and multifamily residential. The area is in close proximity to Miami International Airport and served by SR 836, it is immediately adjacent to one of the major employment centers of Miami Dade County, the West Dade Industrial area, in close proximity to two major regional shopping malls, and has a substantial surrounding residential population based.

POTENTIAL DEVELOPMENT PARCEL AT NW 97TH AVE


E-5POTENTIAL DEVELOPMENT PARCEL AT NW 97TH AVE


PROJECT ORDER OF MAGNITUDE COST OPINION Project order-of-magnitude costs opinion is not available at this early stage of project conceptualization.

COMMUNITY ISSUES

POTENTIAL NEGATIVE IMPACTS The area immediately to the north of the site, north of NW 12th Street a major east-west street, is composed of commercial uses. No negative impacts are anticipated with the reutilization of this site.

POTENTIAL BENEFICIAL IMPACTS The development of this site will provide a use for a land area that will be available as part of the ramp reconfiguration. Because of its valuable location this site may provide a use that is compatible with both the commercial nature of NW 12th Street and the excellent connectivity the site has to the expressway system.

E-6PROJECT DESCRIPTION The project proposes the potential development, building/transportation related uses, on surplus lands that are available once the new exit ramp at NW 87th Avenue is concluded.

PURPOSE AND NEED The reconfiguration of the NW 87th Avenue exit to NW 12th Street from SR836 that is part of the SR826/SR836 Interchange Reconstruction will create a +/- 6.8 acres parcel suitable to serve transportation related and/or building uses. This land could be utilized for commercial uses, provide marshalling opportunities for trucks and buses.

Regulatory land-use and zoning issues associated with the development of these sites will need to be addressed as well as connection to existing urban utility infrastructure.

AREA CHARACTERISTICS Uses to the south of these parcels are single family and multifamily residential. The area is in close proximity to Miami International Airport and served by SR 836, it is immediately adjacent to one of the major employment centers of Miami Dade County, the West Dade Industrial area, in close proximity to two major regional shopping malls, and has a substantial surrounding residential population based.

POTENTIAL DEVELOPMENT PARCEL AT NW 87TH AVE


E-6POTENTIAL DEVELOPMENT PARCEL AT NW 87TH AVE

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Documents

MIAMI-DADE EXPRESSWAY AUTHORITY STRATEGIC MASTER PLAN … · Dade Expressway Authority Strategic Plan was formulated based on research, analyses, and creative project identification