APPLICATION
PROJECT NAME Tri-R.... Expansion
LOCATION 2400 High Ridge Road
PCN
I FILE NO' MSPM 02-004 II TYPE OF APPLICATION I
AGENT/CONTACT PERSON OWNER. Tri-County Commuter
George E. Thomas, RA Rail Authority
Turner Associates PHONE 954-788-7916
PHONE 407-648-2755 FAX. 954- 788-7878
FAX. 407-648-5944 ADDRESS 800 NW 33rd Street
ADDRESS 201 S. Orange Avenue #250 #100
Orlando, FL. 32801 Pompano Beach, FL. 33064
Date of submittal/Projected meetin2 dates.
SUBMITTAL / RESUBMITTAL 5/1/02
1 ST REVIEW COMMENTS DUE 5/17/02
PUBLIC NOTICE N/A
TRC MEETING 07/02/02
PROJECTED RESUBMITTAL DATE N/A
ACTUAL RESUBMITTAL DATE N/A
2ND REVIEW COMMENTS DUE N/A
LAND DEVELOPMENT SIGNS POSTED N/A
(SITE PLANS)
PLANNING & DEVELOPMENT BOARD 7/23/02
MEETING
COMMUNITY REDEVELOPMENT N/A
AGENCY BOARD
CITY COMMISSION MEETING 8/6/02
COMMENTS
S:\Planning\SHARED\WP\PROJECTS\TRI-Rail Expansion\2002 PROJECT TRACKING INFO.doc
Cit) Codes Accessed Via Website
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CITY OF BOYNTON BEACH, FLORIDA
PLANNING & ZONING DIVISION
SITE PLAN REVIEW APPLICATION FOR
NEW SITE PLANS & MAJOR MODIFICATIONS TO EXISTING SITE PLAN
Has applicant attended a pre-application meeting? Y f':-~
Date MAtzc.." Be Za:>z.
This application must be filled out completely, accurately and submitted as an original to the Planning and
Zoning Division TWELVE COMPLETE, sequentially numbered, ASSEMBLED AND STAPLED sets of plans
including a recent survey and appropriate fee shall be submitted with the application f . .. process of
the Site Plan Review procedure AN INCOMPLETE SUBMITTAL WILL NOT BE PR ~E~ r'
o r---
: ~ I i MAY -I ?n~ I tlJ
Please print legibly (in ink) or type all information
GENERAL INFORMATION
1
Project Name
~ f. W C:OMMUT~lC
~ft...
STATION
2 Property Owner's (or Trustee's) Name
Phone
500 N I---J ~:;; 'j(l D
1&).,:J - 188 - 7Cf I (p
lZ-AI L.. A UTi-\OTZ-o\ T (
PoMANO lSE.4c::..1-I- FL
S -r er-- 1::.-' I -# I CO 3 ~ cx;..1
(Zip Code)
Fax: 154-786-7878
TIZI - LDoN TY CoM I'-'\UT 1212-
Address
3 Applicant's name (person or business entity in whose name this application is made).
1fZ-1- Cou,.;"y 1<-.& I L CON S-rR ucTO 25
Phone ~ - 970- "5 Z'Z.8
'2 300~1
1-'-'
f2.!...-VD. s. I J:f'~_5cn PnM pANO 50-1, FL.
(Zip Code)
Fax: c.r 5'4 - 11 D - 8 101
Address IlOO c..t. NT/2A L
If contract purchaser, please attach contract for sale and purchase
4
Agent's Name (person, if any, representing applicant)
/- c:. -r -A
uE:oebE L-. . I-tO!-.l'fAS I ok::... .
lU~ Jo.-Je: 1<.. AS.soOA--:'SS
Address
2.01 ~. ()~4 S,=- A I.
r
~ Z$D oeu\j.JOJ I FL 3280!
(Zip Code)
Fax: 40-' fc48 - 9141
4(rr (048 - Z-75-:-
Phone
5 Correspondence to be mailed to agent only; if no agent, then to applicant unless a substitute
is specified below'* GfI:.oIZ4t E:.. \4/'\f"!AS gA IUrztoJt;.12 A :>:>oUJ\ ~ c...
o I
2..0\ S 01lA.t-.l",e. A'/E Ezso t?rz:...l.Af\J:~, F'L =:;z..OOI
*This is the one address to which all agendas, letters and other materials will be mailed
6 What is applicant's interest in the premises affected? (owner, buyer lessee, builder, developer,
contract purchaser, etc.)
CON IR... A c "7'oe.
7 Street address of location of site
1-100 +-\, GW f2: IDG E:. i<-O\D
8 Property Control #(PCN)
9
Legal description of site
I SSU~C> UN DE..tz. :s'EPA R-A-r E:. Cov I;:: ~
10
Intended use(s) of site
PUgL-t C
-..-
I tz.A I'J 'S f"'Cl e -r- A T f ON
11 Architect: TUR-tJ fS/Z.... A~50Cl A.TGS
12 LandscapeArchitect: fSOrz..r':t._LLl 4- AS50<..1A.TF-cS
13 Site Planner" T 4l!- N E::lZ..... ..4 <; so c.. ! A.: - s- s
14 Engineer' f':e [ T {-\ d Sc..1,..l N A;~ S
15 Surveyor" C-rz..A'IE.:-N 4- 14. M pso"'..!
16 Traffic Engineer" YAf2...SDfoJ. S lSrz- INC.LE:; K 0.nFF i Dou&r...A.s" I '''-IG
17 Has a site plan been previously approved by the City Commission for this property?
....{!:..";;> - rorz L-o::.f _" (^~ ~ ::-:4 - or L :0 !2~ ~ lZ- ~- PLA,CE:.D
II SITE PLAN
The following information must be filled out below and must appear, where applicable, on all copies of
the site plan
1 Land Use Category shown in the Comprehensive Plan.
2. Zoning District: F'lD
3 Area of Site -z..2..8 acres QQ,2 ZS- sq ft.
4 Land Use -- Acreage Breakdown
a. Residential, including 0 acres () % of site
surrounding lot area of grounds
b Recreation Areas * 0 acres () % of site
(excluding water area)
c. Water Area 0 acres 0 % of site
d Commercial 0 acres 0 % of site
e Industrial :::> acres 0 % of site
f Public/Institutional 0 acres 0 % of site
g Public, Private and Canal rights-of-way ..., 'GB acres lOa % of site
2
-~-~--
M
Other (specify)
Other (specify)
()
o
acres
o
% of site
acres
o
% of site
Total area of site 1..2.8 acres loo % of site
*including open space suitable for outdoor recreation, and having a minimum dimension of 50 ft.
by 50 ft.
5 Surface Cover
a
Ground floor building
area ("building footprint")
.4lf
acres
Z/ &,
% of site
b
Water area
o
acres
o
% of site
c. Other impervious areas, including paved area of public & private streets, paved area of parking
lots & driveways (excluding landscaped areas), and sidewalks, patios, decks, and athletic courts
. 5 4 + . ".. 4 acres 1--;;;;p +- 11:: 4/ % of site
d Total impervious area I 4 Z-- acres C, Z. % of site
e Landscaped area ,5 (p acres 2'5 % of site
inside of parking lots (20 sq ft. per interior parking space required - see Sec. 7 5-35(g) of
Landscape Code)
f
Other landscaped areas,
'7,r.
. -"~-'
acres
1$
% of site
g Other pervious areas including golf course, natural areas, yards and swales, but excluding
water areas 0 acres () % of site
h Total pervious areas . 6 to acres 3 B % of site
Total area of site
.... 1B
<-- .
6 Floor Area
o
a
Residential
b
Commercial/Office
o
o
o
o
c.
Industrial/Warehouse
d
Recreational
e
Public/Institutional
f
Other (specify)
'i I 000
- 1
g
h
Other (specify)
Total floor area
Z ! pfX)
7 Number of Residential DwellinQ Units
a
Single-family detached
NA
b
Duplex
NA
acres
{60
% of site
sq ft.
sq ft.
sq ft.
sq ft.
sq ft.
'P()~L {c.....
sq ft. -r!Z. A"I'S POC"l A -,- 0."-1
sq ft.
sq ft.
sq ft.
sq ft.
3
G
(1 )
(2)
(3)
(4)
d
e
Multi-Family (3 + attached dwelling units)
Efficiency J.J A
1 Bedroom "I 4
2 Bedroom 'tJ A
3+ Bedroom ,....,A
dwelling units
dwelling units
dwelling units
dwelling units
Total multi-family
"-,J)..
dwelling units
Total number of dwelling units
,.,..1 A
8 Gross Density NA dwelling units per acre
9
Maximum height of structures on site ~ feet
z.. stories
10 Required off-street parkinQ
a.
b
Calculation of required # of
off-street parking spaces
Off-street parking spaces
provided on site plan
=
3ZCf
=
=
Calculation of required #
of handicap parking spaces
Number of handicap
spaces provided on site plan
15"
=
REPRESENTATIVE OF THE PROJECT MUST BE PRESENT AT ALL
TECHNICAL REVIEW COMMITTEE, PLANNING AND DEVELOPMENT BOARD
OR COMMUNITY REDEVELOPMENT AGENCY (CRA) AND CITY
COMMISSION MEETINGS HELD TO REVIEW THIS PROJECT
4
In CERTIFICATION
(I) (We) understand that this application and all papers and plans submitted herewith become a
part of the permanent records of the Planning and Zoning Division (I) (We) hereby certify that the
above statements and any statements or showings in any papers or plans submitted herewith
are true to the best of (my) (our) knowledge and belief This application will not be accepted
unless signed according to the instructions below
.--: .
~~
Owner(s) or Trustee, of
Authorize Principal if property is owned by
a corporation or other business entity
~tlufc<
1. -~o ot
Date
OR
Signature of contract purchaser (if applicant)
Date
IV AUTHORIZATION OF AGENT
7l~a4-
Signature 0 uthorized Agent
-- ~
(~
tf
-rCfLG
4 30-C>Z-
Date
(I) 0Ne) hereby designate the above-signed person as (my) (our) authorized agent in regard to
this application
Sa~A~
Signature of Owner(s) or Trustee,
or Authorized Principal if property is owned
by a corporation or other business entity
4 30-()7_
Date
OR
Signature of contract purchaser (if applicant)
Date
A REPRESENTATIVE MUST BE PRESENT AT ALL TECHNICAL REVIEW
COMMITTEE, PLANNING AND DEVELOPMENT BOARD OR COMMUNITY
REDEVELOPMENT AGENCY (CRA) AND CITY COMMISSION MEETINGS HELD TO
REVIEW THIS PROJECT
5
RIDER TO SITE PLAN APPLICATION
The undersigned as applicant for Final Site Plan Approval does hereby acknowledge, represent and agree that
all plans, specifications, drawings, engineering, and other data submitted with this application for review by the
City of Boynton Beach shall be reviewed by the various boards commissions, staff personnel and other parties
designated, appointed or employed by the City of Boynton Beach, and any such party reviewing the same shall
rely upon the accuracy thereof, and any change in any item submitted shall be deemed material and
substantial
The undersigned hereby agrees that all plans, specifications, drawings, engineering and other data
which may be approved by the City of Boynton Beach, or its boards, commissions, staff or designees shall be
constructed in strict compliance with the form in which they are approved, and any change to the same shall be
deemed material and shall place the applicant in violation of this application and all approvals and permits
which may be granted
The applicant agrees to allow the City of Boynton Beach all rights and remedies as provided for by the
applicable codes and ordinances of the City of Boynton Beach to bring any violation into compliance, and the
applicant shall indemnify, reimburse and save the City of Boynton Beach harmless from any cost, expense,
claim, liability or any action which may arise due to their enforcement of the same
NOWLEDGED AND AGREED TO this 30 day of a~
. Jiy ) r{1Iu. '""-
Applicant
, 20c:J2,.
6
Cc. CURRENCY REQUIREMEN"
NOTICE TO APPLICANTS FOR APPROVAL OF LAND DEVELOPMENT ORDERS OR PERMITS
Please be advised that all applications for the following land development orders and permits which are
submitted on or after June 1, 1990 will be subject to the City's Concurrency Management Ordinance, and
cannot be approved unless public facilities (potable water, sanitary sewer, drainage solid waste, recreation,
park, and road facilities) would be available to serve the project, consistent with the levels of service which are
adopted in the City's Comprehensive Plan
Building permit applications for the construction of improvements which, in and by themselves, would
create demand for public facilities
Applications for site plan approval
Applications for conditional use approval
Applications for subdivision master plan approval
Applications for preliminary plat approval
Applications for final plat approval
Applications for rezoning to planned zoning districts
Applications for revisions to any of the applications listed above, which would increase the demand
for any public facility
Any other application which, in and by itself, would establish the density or intensity of use of land, or
a maximum density or intensity of use of land
Applications for development orders and permits submitted after February 1, 1990 and which
generate more than 500 net vehicle trips per day, must comply with the Palm Beach County Traffic
Performance Standards Ordinance, unless exempt from that ordinance
Please be advised, however, that the following applications will be exempt from the Concurrency Management
Ordinance, pending final approval of this ordinance by the City Commission
Applications for the development of property which was platted on or after January 13, 1978 and either
the final plat or the preliminary plat and Palm Beach County Health Department permit applications were
submitted or approved prior to June 1, 1990, and the use of the property is consistent with the general
use which was intended for the property at the time of platting
Applications for the development of property, which was platted prior to January 13, 1978, the area of
the platted lots does not exceed 2 acres, and the proposed use would not generate more than 500 net
vehicle trips per day
Applications for building permit, if a site plan or conditional use application was submitted prior to June
1, 1990 and subsequently approved and the site plan or conditional use has not expired
Applications for the development of property within an approved Development of Regional Impact, and
which are consistent with the approved DRI
Applications for approval of final plats, if the preliminary plat and application for Palm Beach county
Health Department permits for utilities have been submitted prior to June 1, 1990
Applications for revisions to previously approved development orders or permits, which do not increase
the demand for any public facility
7
Please be advised that these exem, n rules are tentative and will be subje J final approval by the City
Commission If you have any questions concerning the proposed Boynton Beach Concurrency Management
Ordinance, please contact the Boynton Beach Planning &Zoning Division at (561) 742-6260
CHAPTER 4
SITE PLAN REVIEW
Section 7 Submission Requirements
Each applicant shall submit to the Planning and Zoning Division the following plans and exhibits in the number
of copies specified by the Planning and Zoning Division together with a Site Plan Review application and a fee
adopted by resolution by the City Commission
12 ASSEMBLED COPIES REQUIRED
A. Existing site characteristics map. A sealed survey, not older than six months, showing all adjacent
streets, alleys and driveways, and also illustrating
1 Existing natural features, including but not limited to lakes, trees and other vegetation
and soils and topography
2. Existing buildings, building elevations, other structures, including use, height, dimensions
and setbacks.
3. Existing utility lines and all easements
4 Existing elevations (corner, street and finished floor)
B. Site development plan.
1 A scaled drawing clearly illustrating proposed buildings and other structures, and any
existing buildings and structures, which are to be retained, including use, height,
dimensions and setbacks.
2. Proposed off-street parking spaces, driveways and sidewalks, including location,
dimensions and setbacks, traffic control markings and signage
3. Proposed fences and walls, including location, dimensions, setbacks, height and
material
4 Proposed location of lighting on site
5 Proposed dumpster location
C. Landscape plan.
1 A separate scaled drawing (at the same scale as the site development plan) prepared as
required by state law clearly illustrating proposed trees shrubs, grass and
2. Proposed berms, watercourses and other topographic features
3. A notation on method of irrigation
Architectural plan.
1 A scaled drawing clearly illustrating proposed building floor plan and elevations, including
8
height, exteril .imensions, exterior color and materia
2. A colored elevation drawing (not mounted) showing all elevations of the building (This
submittal can be waived by the Planning and Zoning Director when not applicable)
E. Tabular Summary Containina.
1 Total gross project area by acreage and square footage and net buildable land area in
acres and square feet.
2. Total number of proposed residential units, including characteristics by number of
bedrooms and bathrooms and gross square footage of each typical unit.
3 Proposed nonresidential floor type of use and total gross square footage
4. Square footage and percentage distribution of the total project site including areas
proposed for landscaped open space, vehicular use areas, other paved areas, and
building coverage and total coverage.
S Number and ratio of required and provided off-street parking spaces and number of
loading spaces
6. Water bodies in acres and square feet.
7 Height of buildings
F. Drainaae plan.
1
2.
A separate scaled drawing (at the same scale as the site development plan) showing
elevations, flow arrows, proposed drainage structures, proposed treatment facilities, etc.
An engineer's certification in writing that drainage will conform with all rules, regulations,
codes, etc. including, but not limited to, Chapter 6, Article IV, Section 5 of these Land
Development Regulations
Revised 1 0/26/01
J:\SHRDATA\Planning\SHARED\WP\FORMS\APPLlCATIONS\NWSP\Revised Site Plan with Pre-application date.doc
9
TRI ~ RAlL~
---
SEGMENf 5 PROjECI' 1100 Park Central Blvd., South Suite 1800 Pompano Beach Florida 33064
954-972 1901 Fax: 954-972-8744 www.tri-rail.com
Customer Information (In Florida) 1-800-TRI-R.l\IL
TRI-COUNTY COMMUTER RAIL AUTHORITY
July 12,2002
F
CIty of Boynton Beach
Department of Development
POBox 310
Boynton Beach, FL 34425-0310
CIN TO-00468
Attn. Mr MIchael W Rumpf
DIrector ofPlanmng & Zonmg
Reference:
TRI-RAIL Double Track Corridor Improvement Program
Segment 5 Project - Contract No. 00-834
Subject:
Traffic Impact on Parking and Adjacent Roads Associated with Boynton Beach
Station
Dear Mr Rumpf'
The DesIgnlBUIld Contractor for the Segment 5 ProJect, Tn-County Rail Constructors (TCRC), has
requested the Tn-County Commuter Rail Authonty (TRI-RAIL) to proVIde a statement to the City of
Boynton Beach regardmg post complenon traffic Impacts m areas adjacent to the Boynton Beach Station,
dunng peak hours ofTRI-RAIL operation. Our statement IS provIded below'
Based on the results of a comprehenSIve South Flonda RaIl Comdor (SFRC) traffic study conducted for
TRI-RAIL, by Parsons, Bnnckerhoff, Quade and Douglas, Inc, m November of 1999, the conclusIOn IS
that the road traffic Impact IS less than 1 %, between the double-trackmg "Build", and "No-BUIld"
alternatIves. Due to a combmatIOn of competmg and mItIgatmg factors described m the report, mcreased
passenger rail servIce would not result m sIgmficant addItIonal road traffic m the areas adjacent to
Boynton Beach Station.
WIth regard to the Issue of parkmg, please note that there are 310 parkmg spaces available at Boynton
Beach StatIOn, of WhICh approXImately 30% are usually occupIed, l.e , there is over-capaCIty of at least
217 cars. Based on the TechnIcal Report we find from prOjected automobile traffic, daily nder-shIp
volume and parkmg usage at Boynton Beach StatIon, there IS suffiCIent parkmg capaCIty to handle
parkmg reqUIrements at thIS statIon through the year 2015, the target date of the study
We trust thIS satIsfies the CIty of Boynton Beach regardmg theIr valId concerns WIth respect to
automobIle traffic and parkIng at the above statIons.
If there are any further questIOns we are ready to meet WIth your representatIves to dISCUSS these Issues,
and your concerns m more detaIl.
Board of Directors
Executive Director
Bruno A. Barreiro
Rick Chesser
James A. Cummings
Allen C. Harper
Marie Horenburger
Michael D Masanoff
Lori Nance Parrish
Carol A. Roberts
David Rush
Joseph Giulietti
Statement Confirming Traffic impact Review
Michael W Rumpf
July 12, 2002
Page 2 of 2
Very truly yours,
c::n~T10MM RAIL AUTHORITY
Dennis J 1 .~
Semor Pro t ager
DJLlCCP/ms
FIle Code SA-3300-02
cc
TRI-RAIL
TCRC
PMC
D NewJahr; TRI-RAIL Document Control
J Rmard, A. Hedberg; J Hinda
M. Hackbarth, C Bucknor; P McCammon, C Pmeda, R. Heldnch,
PMC Document Control
T \07376600\Correspondence\letters\TO-TRl-RAIL to Other\TO-00468.doc
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SEGME..... T S PROJECT 1100 I'Jdt Caul'll Blvd... South Suft 11n) .Pompao Scacb .fbida 33064
9S4-97:!.1901 F:u,95-4-91:!-8744 www.tri-raiLcolII
CUSfOl'Det In(o.maaoa (10 Florida) 1-800-TRJ-RAIL
TRJ.COUNTY COMMUTER RAIL AUTHORllY
March 13. 2002
City of Lake Worth
7 North Dode Hlghway
lake Worth, FL 33460
CIN. TO.00407
Attn Mr Ed Breese
Community DevelopmenrlCRA Director
Reference: TRI-RAIL Double Track Corridor Improvement Program
Segment 5 Project - Contract No. 00-834
Subject: Owner's Agent Authori2:ation
Dear Mr Breese'
Please be adVised that Tn-County Rail Constructors (TCRC) is the DesignlBuilder of the above
referenced Segment 5 Double Track Project, and as such IS Tri-Counry Commuter Rail Authomy's
(TRI-RAIL's) agent In respect fO the desIgn and construction of the ProJect.
TCRC will be submming applications for permIt to your office.
We appreciate your efforts. Should you have any questlon, please contact either myself Or
Christopher Bucknor at (954) 972-190 I
eJrulY yours,
TRI- 0 T3.: ~ R RAIL AUTHORITY _ _~ _ _
../ "~~ -t.: ~ Post-l1" Fax Note 7671 0;)\8
Mr Denm aak, P.E. To
TRl-RJ\IL ~ect~anager
DILlCB/jm
From
Co.
PllCmei
Fax II
F8X II
File Code- RA-7020-02, SA-3200-02
CC'
TRI-RAlL
PMC
TCRC'
FOOT
D Mazza, TRl- IL Document Control
M. Hackb~<. 1- 9.... Bucknor; R. Heldrich, P~C Documem Control
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T .Oi3766oo COITI:sponJen.:e\I"ller$\TO-TRI-MIL to OlhCl'lL:lkc Wonh TO-00407.dot
lloa,d of Directors
Bruno A. B.uTeiro
Rick Ch~r
James :\. Cummings
.--... --------------.---...-.----.----..---
EIlllcudve Director
Allen C. Harper
Marie Horcnbur~
Michael D. Masanoff
Lori Nance P:arrish
Cart)l A. Roberts
Da\rld Rush
Josc:ph Olulictti
SOUTH FLORIDA RAIL CORRIDOR SEGMENT 5 PROJECT
BOYNTON BEACH TRI-RAIL STATION
BOYNTON BEACH, FLORIDA
PROJECT DRAINAGE STATEMENT
APRI L 30, 2002
PREPARED FOR.
TRI-COUNTY RAIL CONSTRUCTORS
1100 PARK CENTRAL BOULEVARD SOUTH, SUITE 3500
POMPANO BEACH, FL 33064
PREPARED BY.
KEITH AND SCHNARS, P.A.
6500 NORTH ANDREWS AVENUE
FORT LAUDERDALE, FL 33309
PROJECT NO 16685 00 05102
Paae 1 of 2
Introduction
The South Florida Rail Corridor (SFRC) "Segment 5" project involves the final
portion of the double tracking program along the corridor which includes
approximately 46 miles of track construction and various station improvements
along the route One of the project objectives is to enhance the commuter rail
service provided by the Tri-County Commuter Rail Authority (Tri-Rail) The
Boynton Beach station is located adjacent to High Ridge Road north of Gateway
Boulevard The station improvements include demolishing the existing facility
and constructing two new platforms connected by a pedestrian cross-over
structure Access to the station will be provided by a sidewalk connecting the
existing parking lot to the west platform facility
Existina Conditions
The existing station is approximately 10,000 SF (0.23 Acres) in size Runoff from
the platform currently drains to an existing stormwater management system
located entirely within the corridor right-of-way No discharge outside of the right-
of-way occurs at this location
Proposed Improvements and Associated Drainaae Features
The proposed Boynton Beach station platforms will comprise approximately
23,000 SF (053 Acres) of impervious surface coverage Runoff from the
platform canopies will be collected in gutter systems. Runoff from the platform
decks will be collected in trench drain systems. The gutters and trench drains
will carry the runoff to piping systems beneath the platform structures which will
outfall to the north and south into swales The swales will in turn drain to a
corridor ditch system, which will be a system designed to meet the full water
quality and discharge attenuation requirements for all "Segment 5" project
elements including the second track and the additional station platforms. There
will be no discharge outside of the right-of-way at the location of this station and
therefore no effect to any adjacent "off-site" facilities In summary, since the
additional impervious surface coverage will be relatively small and since the
project drainage needs will be met by facilities located entirely within the right-of-
way, there will be no adverse impacts to the drainage conditions within the local
area
Paae 2 of2
TRI ~ RAlL™
TRI-RAIL Double Track Corridor
Improvement Program Segment 5 Project
TRI-RAIL Contract No. 00-834
VOLUME D
TRAFFIC ANALYSIS REPORT
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October 31, 2000
Revision 0
COpy
o
Federal Transit
Administration
Tri-County Commuter Rail Authority
Double Track Conidor Improvement Program - Segment 5
Volume D: Traffic Analvsis Report
Table of Contents
. Technical Report Traffic Analysis (dated 11-99)
. Technical Analysis Report Traffic Analysis Appendices A and B
. Technical Analysis Report Traffic Analysis Appendices C - F
Volume D- Traffic Analysis Repon
Contract 00-834
Revision 0
October 31, 2000
TRl.RA]l!S
fJOUBlE TRACKCORRJDOR )]\f1PFlOVE;rilE.tfr P:ROGRAPij
-- SEGMENT--'5 PROJECT
_~ ._r~Chl1ica] Report
TRA.FFIC A.NALYSIS
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TRI-RAIL DOUBLE TRACK CORRIDOR
ENVIRONMENTAL ASSESSMENT
TECHNICAL REPORT
TRAFFIC ANALYSIS
November 1999
Prepared for.
TRI-COUNTY COMMUTER RAIL AUTHORITY
Prepared By:
Parsons Brinckerhoff Quade & Douglas, Inc.
TABLE OF CONTENTS
1 0 INTRODUCTION
1
11 BACKGROUND
1
1.2 EXISTING TRAIN OPERATIONS
3
2.0 EXISTING CONDITIONS
4
2.1 EXISTING TRAF FI C V 0 LU M ES. ............. ........ ............. ........ ................ ................ ............ ....... 4
2.1 1 TURNING MOVEMENT COUNTS 4
2.1.2 DAILY COUNTS 4
2.2 EXISTING ANALYSIS
2.2.1 INTERSECTION ANALYSIS
2.2.2 GRADE CROSSING ANALYSIS
7
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2.3 SAFETY
.... .............. ....... . ..... ........... ..... ..... ..... ................. ...... 9
3.0 FUTURE CONDITIONS
13
3.1 ALTERNATIVES DESCRIPTION........................................................................................... 13
3.1 1 NO-BU ILD AL TERNA TIVE................................................................................................13
3.1.2 BUILD ALTERNATIVE 17
3.2 TRAVEL DEMAND FORECASTING
3.2.1 DESCRIPTION OF MODELING PROGRAM
3.2.2 NETWORKS
3.2.3 ZONAL DATA
..19
19
.20
.20
3.3 METHODOLOGY FOR DEVELOPING PEAK-HOUR VOLUMES .......................................20
3.3.1 MODEL OUTPUT CONVERSION FACTOR (MOCF).......................................................22
3.3.2 DESIGN HOUR TRAFFIC FACTOR (~).........................................................................21
3.3.3 DIRECTIONAL DISTRIBUTION FACTORS .21
3.3.4 PEAK -HOUR FACTOR.. .......... ............ ... ....... ... ........ ........... ........ .......... .... ............... ...... ...21
3.3.5 HEAVY VEHICLE FACTOR (thv)........................................ .21
3.4 ANALYSIS METHODOLOGY ........................................................................22
3.4 1 INTERSECTION ANALYSIS .22
3.4.2 GRAD E CROSS ING ANAL YS IS. ..... ....... ..... ................. .............. ..................... ............ .....22
4.0 FUTURE ANALYSIS
24
4.1 NO-BUILD ALTERNATlVE
4 1 1 INTERSECTION ANALYSIS
4 1.2 GRADE CROSSING ANALYSIS
._.........._..........................................................................24
. _.. ........... ..... .................. 24
._...... ........ ..... .......... .... ......... ..... .............. ........ .......25
Tn-Rail Segment 5 Project
4.2 8 UI L D ALTER NA TI VE ............... .............. .... .................. .......... ....... ............ ............ ...t........... 26
4.2.1 INTERSECTION ANALYSIS 26
4.2.2 GRADE CROSSING ANALYSIS 27
5.0 AL TERNATlVES COMPARISON
29
5.1 COMPARISON OF LEVEL-OF-SERVICE
29
5.2 COMPARISON OF PEAK HOUR TRAFFIC VOLUMES
29
5.3 COMPARISON OF GRADE CROSSING ANALYSIS
31
6.0 SUMMARY
32
LIST OF APPENDICES
Appendix A - Data Collection
Appendix A 1 - Traffic Counts
Appendix A2 - Signal Timings
Appendix A3 - Roadway Geometry
Appendix B - Accident Data Analysis
Appendix B 1 - 1999 Intersection Analysis
Appendix B2 - 1999 Grade Crossing Analysis
Appendix C - Accident Data Analysis
Appendix D - 2015 Peak-Hour Volumes
Appendix 01 - No-Build AM and PM Peak-Hour Volumes
Appendix 02 - 2015 Build AM and PM Peak-Hour Volumes
Appendix E - No-Build Alternative Analysis
Appendix E1 - 2015 No-Build Alternative AnalysIs
Appendix E2 - 2015 No-Build Crossing AnalysIs
Appendix F - 2015 Build Alternative Analysis
Appendix F1 - 2015 Build Intersection Analysis
Appendix F2 - 2015 Build Crossing Analysis
Tri-Aail Segment 5 Project
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LIST OF FIGURES
FIGURE 1 1 PROJECT LOCATION
FIGURE 3.1 NO-BUILD ALTERNATiVE..............
FIGURE 3.2 BUILD ALTERNATIVE
2
16
18
LIST OF TABLES
TABLE 11 CSXT SCHEDULED OPERATIONS
TABLE 1.2 AMTRAK SCHEDULED SERVICE
TABLE 2.1 EXISTING TWO-WAY PEAK HOURLY VOLUMES
TABLE 2.2 1999 INTERSECTION ANALYSIS
TABLE 2.3 EXISTING CONDITIONS - 1999 GRADE CROSSING ANALYSIS
TABLE 2.4 SUMMARY OF ACCIDENTS BY TYPE
TABLE 3.1 STATION AND PARK & RIDE FACILITIES
TABLE 3.2 LOCAL BUS SERVICE
TABLE 3.3 2015 PROPOSED TRI-RAIL OPERATING SCHEDULE
TABLE 3.4 PROPOSED OPERATING HEADWAYS
TABLE 4 1 NO-BUILD ALTERNATIVE - INTERSECTION ANALYSIS
TABLE 4.2 NO-BUILD ALTERNATIVE - GRADE CROSSING ANALYSIS
TABLE 4.3 BUILD ALTERNATIVE -INTERSECTION ANALYSIS
TABLE 4 4 BUILD ALTERNATIVE - GRADE CROSSING ANALYSIS
TABLE 5.1 PEAK-HOUR VOLUME COMPARISON
A.BLE 5.2 GRADE CROSSING COMPARISONS
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Tri-Rail Segment 5 Project
iii
1 0 INTRODUCTION
In April 1999, Tri-Rail elected to conduct a Phase I Environmental Assessment (EA) for the Double Track
Corridor Improvement Program Segment 5 project. The purpose of the project is to determine the
potential environmental consequences of increased frequency of commuter rail service within the South
Florida Rail Corridor (SFRC) This report summarizes the traffic impacts associated with the EA. The
report contains a brief introduction describing the study area, the altematives assessed, and the travel
demand forecasting effort completed for the project. Anticipated changes in traffic and roadway
operations at grade crossings resulting from the increased frequency of operations within the Tri-Rail
Corridor are also documented in this report. The impacts of the proposed changes have been evaluated
by comparing conditions with the No-Build Altemative to those forecasted for the Build Altemative. The
assessment of traffic impacts includes comparisons of peak volumes, delay, and levels of service for the
alternatives under consideration.
1.1 BACKGROUND
Tri-Rail is South Florida's commuter railroad, operating seven days a week with 19 stations along a 71-
mile rail corridor Started on January 9, 1989 as part of a major traffic mitigation effort during construction
and expansion of 1-95, Tri-Rail is the only regional commuter rail system in Florida. As the north-south
spine of South Florida's transportation network, the Tri-Railline runs parallel to 1-95 servicing Palm Beach,
Broward, and Miami-Dade counties. Connecting bus service is available from all train stations. In addition
to Tri-Rail, Miami-Dade County is served by numerous transportation modes, including the north-south
....eavy rail line of Metrorail. For service to downtown Miami or cities in South Miami-Dade, Metrorail is
;asHy accessible from Tri-Rail's Metrorail Transfer station located south of NW 79th Street in Hialeah near
the Amtrak Station. Tri-Rail also provides convenient connecting service to the area's three international
airports: Miami Intemational Airport, Ft. Lauderdale/Hollywood Intemational Airport, and Palm Beach
International Airport. Figure 1 1 shows the location of the Tri-Rail Corridor
As shown in Figure 1 1, the implementation of the double tracking project has been divided into five
segments: two have been completed, one is underway, and one is ready for contract letting. To date,
approximately 9.64 miles of double tracking have been completed, and construction of an additional 6.97
miles is underway
The construction of Segment I of the double track improvements began in early 1995 and was completed
in April 1997 This 8.1-mile segment runs through Broward County from Pompano Beach to Broward
Boulevard and includes the reconfiguration of the Cypress Creek Station. Segment II was completed in
early 1998. This southern, 1.5-mile extension terminates at the new Miami Intemational Airport (MIA)
Station. Construction of the 6.97-mile Segment III from south of the proposed Boca Raton/Glades Road
Station to south of the Pompano Beach Station began in spring 1998. Construction should be completed
by January 2000 Segment III includes the expansion of the Deerfield Beach and Pompano Beach
Stations. Segment IV from north of the Golden Glades Station to north of the Tri-RaiVMetrorail Transfer
Station, is under design and includes another 6.9 miles of double tracking with upgrades to the Opa-Jocka
and Golden Glades Stations.
Tn-Rail Segment 5 Project
Jouble irocl<.. corridor Improvement progrom
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1.2 EXISTING TRAIN OPERATIONS
I ri-Rail provides commuter rail service with 14 round-trips each weekday, seven round trips on Saturday
and six round trips on Sunday The weekday schedule begins at 4 16 AM and the last run ends at 10:08
PM. Trains depart on the average every 60 to 70 minutes throughout the period of operation. Track
improvements have allowed the scheduling of one additional southbound trip during the moming peak
period and one additional northbound train in the evening peak period.
A full one-way trip (71 7 miles) is completed in 120 to 126 minutes; the round trip takes between 4 hours
and 15 minutes to 4 hours and 30 minutes depending upon the layover and recovery time. The resulting
average running speed is approximately 35.5 MPH along the corridor
A service agreement between Tri-Rail and CSXT has established operating windows along the corridor
Tri-Rail has exclusive rights of operation between 5:20 AM and 9:30 AM and between 3:00 PM and 8:00
PM. Tri-Rail and CSXT share the line between 4:20 AM and 5:20 AM, between 9:30 AM and 3:00 PM and
between 8:00 PM and 10:00 PM. CSXT has exclusive operating rights between 10:00 PM and 4:20 AM.
Table 1 1 provides a list of the regularly scheduled CSXT operations in the corridor
Table 1 1
CSXT SCHEDULED OPERATIONS
: :::"~:.Type,of:Train ='t~~. ; Days()f.Oper.atloi1;} ;~;'DireCtioriL~ ~~Cor:ridorOpe'rations: ;
Freight I Mon-Fri South 747 PM -11:20 PM
Switcher Mon-Fri South 9:30 PM - 12:00 AM
Switcher Mon-Fri South 2:45 AM - 5:00 AM
Switcher Sun
Rock Train Mon. Wed. Fri, Sun South 2:30 AM - 4:00 AM
Rock Train I Tue. Thurs, Sat South 3:30 AM - 5:00 AM
Freight Tue - Sat I North 2:00 AM - 4:30 AM
Freight Mon - Fri I North 2:30 AM - 4:30 AM
Rock North 9:30 PM - 11 :30 PM
Switcher North I 11:30 PM -2:15 PM
Tri-Rail shares the facility with Amtrak. Table 1.2 shows that Amtrak operates three southbound trains
into Miami and three northbound trains out of Miami.
Table 1.2
AMTRAK SCHEDULED SERVICE
Solithbound-~:~' . - - -Northbound
:-_q\~~){f) ;"c~:"~i~~75i.~~~ - -
Dep~rt ~PB' i ~;::~iVf~/PB _
10:13 AM 12:07 PM 7:20 AM 9:01 AM
3:07 PM 5:00 PM 11.10 AM 12:50 PM
8:07 PM 9.45 PM 5:00 PM 6:44 PM
Tri-Rail Segment 5 Project
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'2.0 EXISTING CONDITIONS
2.1 EXISTING TRAFFIC VOLUMES
Existing traffic volumes were collected along selected roadways within the study area and were analyzed
in order to determine their level of operations. In addition to the traffic data, the data collection effort
undertaken along these roadways included identifying existing roadway geometry, intersection
channelization, posted speed limits, and obtaining accident data. Traffic counts and roadway geometry
are included in Appendix A.
2.1 1 TURNING MOVEMENT COUNTS
Turning movement counts were collected in the moming from 7:00 AM to 9:00 AM and in the aftemoon
4'00 PM to 6:00 PM during the weeks of May 10,1999 and May 17,1999 at the following intersections:
.
45th Street and North Shore Drive (Mangonia Park Station Entrance)
Palm Beach Lakes Boulevard and Windsor Avenue
Banyan Boulevard and Tamarind Avenue
Fern Street and Tamarind Avenue
Okeechobee Boulevard and Tamarind AvenuelParker Avenue
Lake Worth Road and Lake Worth Station Entrance
Gateway Boulevard and High Ridge Road (Boynton Beach Station Entrance)
Congress Avenue and Delray Beach Station Entrance
Yamato Road and NW 8 Avenue (Boca Raton Station Entrance)
Cypress Creek and Andrews Way (Cypress Creek Station Entrance)
Prospect Road and Powerline Road
Broward Boulevard and Ft. Lauderdale Station Park/Ride Lot Entrance
Davie Boulevard and SW 21st Avenue
Gulfstream Way and Anglers Avenue
Pembroke Road and SW 30111 Avenue
NW 22nd Avenue and Rutland Street
NW 27th Avenue and AIi Baba Avenue
AIi Baba Avenue and Opa-Iocka Boulevard (The Honorable Robert H. Ingram Blvd.)
NW 135111 Street and 42/37 Connector
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2.1.2 DAlLY COUNTS
Daily 24-hour counts were also obtained on May 11 and May 19, 1999 for the following segments. These
segments were selected in the absence of any nearby intersections near the rail crossings.
.
Australian Avenue east of 45111 Street near railroad crossing
Okeechobee Boulevard east of Tamarind avenue
Fern near Tamarind
Summit Boulevard east of Patrick Road
Forest Hill Boulevard west of 1-95 Southbound Ramps
Belvedere Road west of Mercer Avenue
Lake Worth Road between Lake Worth Station Entrance and Akron Street
6111 Avenue between 1-95 Northbound and Southbound Ramps
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Tri-Rail Segment 5 Project
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Boynton Beach Boulevard west of 1-95 Southbound Ramps
Lake Ida Road east of Congress Avenue
West Atlantic Avenue east of Congress Avenue (west of 1-95 Ramps)
Linton Boulevard between Congress Avenue and 1-95 Southbound Ramps
Yamato Road west of 1-95 Southbound Ramps
Palmetto Park Road west of 1-95 Southbound Ramps
Hillsboro Boulevard west of NW 12lh Avenue
Sample Road between Military TraiVAndrews Avenue (NW 9:h Avenue) and NW 8th Avenue
Atlantic Boulevard west of North Andrews Avenue Extension (SW 12lh Avenue)
Cypress Creek Road between NW 6 Way and North Andrews Avenue
Commercial Boulevard between Powerline Road and 1-95 Southbound Ramps
Oakland Park Boulevard west of 1-95 Southbound Ramps
NW 19lh Street east of NW 23rd Avenue
Griffin Road between Ravenswood Road/Anglers Avenue and 1-95 Southbound Ramps
Tigertail Boulevard east of Ravenswood Road
Stirling Road between Ravenswood Road/Anglers Avenue and North 29lh Avenue
Sheridan Street west of North 29lh Avenue
Hollywood Boulevard west of 1-95 Southbound Ramps
West Hallandale Beach Boulevard west of 1-95 Southbound Ramps
NW 2200 Avenue between AIi Baba Avenue and SR-9
NW 79th Street (East 25lh Street) west of NW 37lh Avenue (East 12:h Avenue)
Dr Martin Luther King Boulevard (NW 6200 Street) west of NW37lh Avenue (E. 12l!1 Avenue)
NW 54lh Street west of NW 37lh Avenue
NW 36l!1 Street west of NW 37lh Avenue
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IDle 2.1 shows the collected volumes for AM and PM conditions at the intersections and along the
arterials within the study area.
Table 2.1
EXlSTING TWO-WAY PEAK HOURLY VOLUMES
.. .~~ '~i:~~c~~:i~t><[~{~~O ~i~ i:~~;t?}r,;>;:7~t;J~G~:~.ti~;;~"~~~[,,;,."t(f" '~L.r.l~ t;'p':k..~' f.!!i~
.. Palm Beach County -
45th Street and North Shore Drive (Mangonia Park Station Entrance) 1,921 3,436
45th Street east of Australian Avenue near railroad crossing 2,317 2,453
Palm Beach Lakes Boulevard and Windsor Avenue 2,560 2,502
Banyan Boulevard and Tamarind Avenue 1,203 1,631
Fem and Tamarind Avenue 378 323
Okeechobee Boulevard and Tamarind Avenue/Parker Avenue 3,567 3,148
Belvedere Road east of Mercer Avenue 2,888 3,721
Summit Boulevard east of Patrick Drive 1,688 1,619
Forest Hill Boulevard west of 1-95 Southbound Ramps 3.596 4,619
Lake Worth Road and Lake Worth Station Entrance 1,703 1,875
Lake Worth Road between Lake Worth Station Entrance and Akron Street 1,858 2,205
6th Avenue between 1-95 Northbound and Southbound Ramps 1,923 2,060
Gateway Boulevard and High Ridge Road 1,924 2,414
Tri-Rail Segment 5 Project
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Table 2.1
EXISTING TWO-WAY PEAK HOURLY VOLUMES (Continued)
Location - . 'AM_ PM
p~k .: Peak.
Palm Beach County (continued)
Boynton Beach Boulevard west of 1-95 Southbound Ramps 3,303 3,385
Lake Ida Road east of Congress Avenue 1720 1,533
West Atlantic Avenue east of Congress Avenue (west of 1-95 Ramps) 3,210 3,252
Congress Avenue and Defray Beach Station Entrance 136 88
Linton Boulevard between Congress Avenue and 1-95 Southbound Ramps 2,952 3,020
Yamato Road and NW 7 Avenue (Boca Raton Station Entrance) 5,045 3,932
Yamato Road west of 1-95 Southbound Ramps 4,334 4,628
Palmetto Park Road west of 1-95 Southbound Ramps 5,307 5,046
Broward County
Hillsboro Boulevard and U-turn to Tri-Rail west of Station Entrance 3,382 4,581
Hillsboro Boulevard west of NW 12th Avenue 3,808 4,259
Sample Rd. bet. Military TraiVAndrews Ave. (NW 9th Ave.) and NW 8th Ave. 3,869 3,943
Atlantic Boulevard west of North Andrews Avenue Extension 3,582 3,701
Cypress Creek Road between NW 6 Way and North Andrews Avenue 4,690 4,479
North Andrews Way and North Andrews Avenue Extension 4,704 4,657
Commercial Boulevard between Powerline Rd. and 1-95 Southbound Ramps 4,605 4,870
Prospect Road and Powerline Road 2,061 2,505
')akland Park Boulevard west of 1-95 Southbound Ramps 4,716 4,531
NW 19th Street east of NW 23rd Avenue 2,434 2,735
Broward Boulevard and Ft. Lauderdale Station ParkIRide Lot Entrance 4,119 4,174
Davie Boulevard and SW 21 st Avenue 2,874 3,222
Griffin Rd. between Ravenswood Rd. and 1-95 Southbound Ramps 3,370 4140
Tigertail Boulevard east of Ravenswood Road 448 442
Stirling Road between Ravenswood Road/Anglers Ave. and N. 29th Avenue 3,597 3,634
Sheridan Street west of North 29th Avenue 2,993 3,195
Hollywood Boulevard west of 1-95 Southbound Ramps 4,267 4,050
Pembroke Road and SW 30th Avenue 2,667 3,432
HalIandale Beach Boulevard west of 1-95 Southbound Ramps 4,291 4,322
Miami-Dade County
NW 22nd Avenue between Ali Baba Avenue and SR-9 2,195 2,830
NW 22nd Avenue and Rutland Street 61 55
NW 27th Avenue and Ali Baba Avenue 289 304
Ali Baba Ave. and Opa-Iocka Blvd. (The Honorable Robert H. Ingram Blvd.) 397 376
NW 135th Street and 42137 Connector 1,547 1,672
NW 79th Street (East 25th St.) west of NW 37th Avenue (East 12th Ave.) 2,285 2,652
Dr Martin Luther King Blvd. (NW 62nd S1.) west of NW 37th Avenue 1,608 1,737
NW 54th Street west of NW 37th Avenue 1,762 1,911
NW 36th Street west of NW 37th Avenue 1,401 1,493
Tn-Rail Segment 5 Project
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~.2 ANALYSIS OF 1999 CONDITIONS
.:iIGNAL 94 which is based on the Highway Capacity Manual methodology, was used to analyze the
signalized intersections and roadway segments at the grade crossings. SIGNAL 94 was used for both
intersections and rail crossings. Signalized intersections near the crossings were analyzed with the
existing signal timing information that was provided for the project by the Traffic Operations Division of the
three counties included in the study area (see Appendix A for data) Existing roadway segments at the rail
crossings were analyzed as four-leg intersections with the rail line itself being considered as an
intersecting road. Separate signal phases were used for the roadway traffic and for the train crossings.
The signal cycle length used was 120 seconds The signal timing per cycle was also based on the
number of crossings per hour The minimum time required by the Federal Railroad Administration (FRA)
for the warning and crossing of a train is 20 seconds; the recommended design time is 28 to 32 seconds.
A 32-second phase was used to represent the train crossing in SIGNAL 94 The remaining cycle time was
allotted to the roadway traffic phase. Unsignalized intersections were analyzed using the Highway
Capacity Software. The intersection and grade crossing analyses worksheets are included in Appendix B.
2.2.1 INTERSECTION ANALYSIS
Table 2.2 shows the type of intersection control at each of the locations analyzed and the resulting leve!-
of-service for both AM and PM peak periods based on traffic counts, geometry, and signal timing collected
in 1999
Table 2.2
1999 INTERSECTION ANALYSIS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
.~=:~. ~ -- --- ~~:=-i:~ ~ft~:~
. _ ~-'t;~~.q;-;';':~~~:~}.:~
.-..:~~:_.i.l '~7;.~\f:~~~i;~i~('~~l"t~~~~~!~;~~.i~!_,_:,~~,;F'~~
45th Street and North Shore Drive (Mangonia Park Station Entrance)
Palm Beach Lakes Boulevard and Windsor Avenue
Banyan Boulevard and Tamarind Avenue
Fern Street and Tamarind Avenue
Okeechobee Boulevard and Tamarind Avenue/Parker Avenue
Lake Worth Rd. and Lake Worth Station Entrance
Gatewa Boulevard and Hi h Rid e Road
Congress Avenue and Delray Beach Station Entrance
Yamato Road and NW 7 Avenue
Cypress Creek Road and N. Andrews Ave. Ext.
Prospect Road and Powerline Road
Broward Blvd. and Ft. Lauderdale Station Park/Ride Lot Entrance
Davie Boulevard and SW 21 st Avenue
Pembroke Road and SW 30th Avenue
NW 22nd Avenue and Rutland Street
NW 27th Avenue and Ali Baba Avenue
A1i Saba Avenue and Opa-Iocka Blvd.
NW 135th Street and LeJeune/Douglas Connector
.~~Ji~ir~
S B I D+
U B F
S D+ E+
S F D+
S F D
S C C
S D+ D+
U F F
S B+ F
S E+ D
S D+ D
S F F
U F F
U C D
S C B+
S D C
S D+ C+
S F E+
Legend:
S
U
= Signalized Intersection
= Unsignalized Intersection
= Intersection delay is in the better half of the range of delay allowed for given level-of-service
Tri-Rail Segment 5 Project
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+
~lmost half the intersections analyzed operate at acceptable level-of-service D or better during the peak
.oming and afternoon hours. The following intersections, numbered according to Table 2.2, were found
to operate at unacceptable levels of service E or F in 1999'
(2) Palm Beach Lakes Boulevard and Windsor Avenue
(3) Banyan Boulevard and Tamarind Avenue
(4) Fern Street and Tamarind Avenue
(5) Okeechobee Boulevard and Tamarind AvenuelParker Avenue
(8) Congress Avenue and Oelray Beach Station Entrance
(9) Yamato Road and Boca Raton Station Entrance
(10) Cypress Creek Rd. and N. Andrews Avenue
(12) Broward Boulevard and Ft. Lauderdale Station Park/Ride Lot Entrance
(13) Davie Boulevard and SW 21st Avenue
(18) NW 135th Street and LeJeunelDouglas Connector
2.2.2 GRADE CROSSING ANALYSIS
The delay at each rail crossing was used to determine the level-of-service similar to operations at
signalized intersections. A level-of-service of 'A' corresponds to less than or equal to 5 seconds of
stopped delay per vehicle. Level-of-service 'B' is associated with up to 15 seconds of delay Level-of-
service 'C' corresponds to a maximum 25 seconds of delay, while '0' corresponds to up to 40 seconds.
Level-of-service 'E' represents a maximum of 60 seconds of delay and 'F' represents a delay greater than
60 seconds. All of the crossings analyzed operate at level-of-service D or better during the peak morning
and aftemoon hours except for Hallandale Beach Boulevard west of 1-95 southbound ramps. This
dicates that the delay experienced by motorists at most of the rail crossings is within an acceptable
range. Table 2.3 shows the resulting level-of-service for both AM and PM peak periods based on the
counts collected in 1999
Table 2.3
EXISTING CONDITIONS - 1999
GRADE CROSSING ANAlYSIS
.. -_. .. -- -- ... Level,.of-Sel"iice"::<,
..- ~.. -'. -- - - ... .- l' ,
,".. .. --.. ~~:;:_ __-=--"'!!....-.~-:-~?:. "" ,::",.:t -.:"';.:. '.:. __;-~~:~ ;.:;-:::~,
.. - Gta"de:!C[osslrlg loc~fion---l'- "AM~Peak c;PM:Peak. ..
19 45th Street east of Australian Avenue near railroad crossing B I B+
20 Belvedere Road east of Mercer Avenue B+ B+
21 Summit Boulevard east of Patrick Drive B+ B+
22 Forest Hill Boulevard west of 1-95 Southbound Ramps B+ C+
23 Lake Worth Rd. between Lake Worth Station Entrance and Akron St. B+ I B+
24 6th Avenue between 1-95 Northbound and Southbound Ramps B+ I B+
25 Boynton Beach Boulevard west of 1-95 Southbound Ramps B+ B+
26 Lake Ida Road east of Congress Avenue B+ I B+
27 West Atlantic Avenue east of Congress Avenue B I B
Tri-Rail Segment 5 Project
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Table 2.3
EXISTING CONDITIONS - 1999
GRADE CROSSING ANALYSIS (Continued)
- Level-of-
-- Service
" _.
c .. AMrPM
- _-cGrade Crossi:ng Location Peak - Peak'
28 Linton Blvd. between Congress Ave. and 1-95 Southbound Ramps B+ I B+
29 Yamato Road west of 1-95 Southbound Ramps B I C+
30 Palmetto Park Road west of 1-95 Southbound Ramps B I D
31 Hillsboro Boulevard west of NW 12th Avenue B+ I B
32 Sample Rd. bet. Military TraiVAndrews Ave. and NW 8th Ave. B+ I B+
33 Atlantic Boulevard west of North Andrews Avenue Extension 8+ I B+
34 Cypress Creek Road between NW 6 Way and North Andrews Ave. 8+ I B+
35 Commercial Blvd. between Powerline Rd. and 1-95 SB Ramps 8 I B
36 Oakland Park Boulevard west of 1-95 Southbound Ramps B I 8+
I
37 NW 19th Street east of NW 23rd Avenue B+ I 8+
I
38 Griffin Rd. between Ravenswood Rd. and 1-95 Southbound Ramps B+ I B
39 Tiaertail Boulevard east of Ravenswood Road B+ I B+
40 Stirling Road between Ravenswood Road and N. 29th Avenue B+ I B+
41 Sheridan Street west of North 29th Avenue B+ I B+
42 Hollywood Boulevard west of 1-95 Southbound Ramps B+ I 8+
43 Hallandale Beach Boulevard west of 1-95 Southbound Ramps 0 I E+
44 NW 22nd Avenue between AIi Baba Avenue and SR-9 B+ I B+
45 NW 79th Street west of NW 37th Avenue 8+ I B+
46 Dr Martin Luther Kina Blvd. west of NW 37th Ave. B+ i B+
47 NW 54th Street west of NW 37th Avenue 8+ I B+
48 NW 36th Street west of NW 37th Avenue B+ I B+
-Legend: + = Intersection delay is in the better half of ltIe range of delay allowed for given level-of-service
2.3 SAFETY
Traffic accident data was obtained for both Districts 4 and 6 from FOOT's Traffic Operations Division and
analyzed for calendar years 1993 through 1997 The data was collected at the following locations along
roadway segments near railroad crossings and at intersections closest to the rail crossings.
Palm Beach County.
. Okeechobee Boulevard and Tamarind Avenue/Parker Avenue
. Forest Hill Boulevard west of 1-95 Southbound Ramps
. Lake Worth Road and Lake Worth Station Entrance
. Lake Worth Road between Lake Worth Station Entrance and Akron Street
. Boynton Beach Boulevard west of 1-95 Southbound Ramps
. West Atlantic Avenue east of Congress Avenue and west of 1-95 Ramps
. Yamato Road and NW 71t! Avenue
. Yamato Road west of 1-95 Southbound Ramps
Broward County-
. Hillsboro Boulevard west of NW 121t! Avenue
Sample Road between Military TraiVAndrews Avenue and NW Sit! Avenue
Tri-Rail Segment 5 Project
9
,
Atlantic Boulevard west of North Andrews Avenue Extension
Commercial Boulevard between Powerline Road and 1-95 Southbound Ramps
Prospect Road and Powerfine Road
Oakland Park Boulevard west of 1-95 Southbound Ramps
Broward Boulevard and Ft. Lauderdale Station Park/Ride Lot Entrance
Davie Boulevard and SW 21st Avenue
Griffin Road between Ravenswood Road/Anglers Avenue and 1-95 Southbound Ramps
Stirling Road between Ravenswood Road/Anglers Avenue and North 29th Avenue
Sheridan Street west of North 29th Avenue
Hollywood Boulevard west of 1-95 Southbound Ramps
Pembroke Road and SW 30th Avenue
Hallandale Beach Boulevard west of 1-95 Southbound Ramps
~
.
.
.
.
.
.
.
.
.
.
Miami-Dade Countv'
. NW 22nd Avenue between AIi Baba Avenue and SR-9
. NW 27111 Avenue and AIi Baba Avenue
. NW 135111 Street and DouglaslLeJeune Connector
. NW 79111 Street west of NW 37111 Avenue
. Dr Martin Luther King Boulevard west of NW 37th Avenue/East 12111 Avenue
. NW 54th Street west of NW 37th Avenue
. NW 36th Street west of NW 3ih Avenue
Table 2.4 summarizes the accident data by year and type of accident for all the roadways previously listed.
The accident data was grouped by site location (railroad crossings) and by vehicle type (trains). Accidents
occurring at the railroad crossings shown in Table 2.4 include all types of vehicles. Accidents involving
.rains were extracted from the previous category and are shown in the lower section of Table 2.4
Table 2.4
SUMMARY OF ACCIDENTS BY TYPE
:.,.,. .. , Number otCrasheS per:Elarmfuf Event
.....1a.- --
..,..- ~'>'''-~'' Accident Type _.h '1993 ::1994~ :;1995 '1996'1.997" ;,Totiil
~
Accidents occurrina at Rail Crossings
Collision Rear-End 13 13 29 27 I 44 126
Collision Anale 3 3 2 2 I 4 14
Collision Sideswipe 0 1 0 0 2 3
Collision Backed Into 0 0 2 0 1 3
Collision with Bicvcle 0 0 I 0 1 0 I 1
Collision with Train I 6 I 7 3 0 4 I 20
MovinQ Vehicle head on with UtilitylLiaht Pole 0 0 1 0 1 2
MovinQ Vehicle head on with Guardrail 0 0 0 0 1 1
MovinQ Vehicle head on with Bridge/Pier/Abutment 1 0 0 0 0 1
Collision with Traffic Gate 9 3 I 4 1 2 i 19
Collision with Fixed Obiect above Road I 1 0 1 0 0 I 2
Moving Vehicle head on with Other FIXed Object 1 I 2 1 1 0 5
Tri-Rail Segment 5 Project
10
Table 2.4
SUMMARY OF ACCIDENTS BY TYPE (Continued)
- - " --. Nurltber of Crashes .perHarmfulEvent'
Accident Type . 1993~:' 1994h1995::':1996~ 1997: Total
Occupant fell from Vehicle I 0 , 0 0 1 0 1
Other I 3 5 I 2 I 2 2 14
Accidents involving Trains i
Collision Angle I 0 1 0 0 1 2
Collision with Bicvcle 0 0 0 1 0 1
Collision with Train 6 I 7 3 0 4 20
Moving Vehicle head on with Utility/Light Pole 0 I 0 0 I 0 1 1
Collision with Fixed Obiect above Road 1 I 0 0 0 I 0 1
Total Accidents occurrina at Rail Crossinas 37 I 34 45 35 61 212
Total Accidents involving Trains 7 8 3 1 6 25
% of Accidents involving Trains at Crossings I 19% i 24% 7% 3% 10% 12%
As shown in Table 2.4, the most frequent accident types are rear-end collisions at the railroad crossings.
These accidents are indicative of drivers following other vehicles too closely Of all the locations for which
data was collected, the highest number of this type of accident occurred at Oakland Park Boulevard west
of 1-95 with 158 rear-end collisions over the five-year period. Commercial Boulevard experienced 110
rear-end collisions between Powerline Road and 1-95.
The second and third most frequent types of accidents include vehicles colliding with the train and
fehicles colliding with the traffic gate. The total number of these accident types was less than 40 over the
rive-year period. Accidents involving trains are often indicative of careless driving and drivers disregarding
warning signals. Reid observations throughout the corridor did not indicate deficient roadway geometry or
inadequate traffic control devices that would lead to abnormal driving conditions.
For those accidents occurring at grade crossings, only 12 percent were train related. Over the five-year
analysis period, 20 accidents over the 29 locations surveyed, were train collisions.
A spot accident analysis was undertaken to determine and distinguish locations along roadway segments
with high accident rates at the railroad crossings. By definition, spot locations are 0.1 of a mile or less. A
segmental analysis was performed for locations where there was information for segments with minimum
lengths of 0.101 miles. The analysis is included in Appendix C Several high accident rate locations have
been identified from the detailed accident records for the past five years. The five locations with the
highest accident rates are listed below
. Oakland Park Boulevard
. Powerline Road
. West Atlantic Avenue
. Hallandale Beach Boulevard
. Sheridan Street
In order to determine whether certain grade-crossing roadway segments are high accident locations,
safety ratio analyses were calculated for the years 1993 through 1997, based on the data collected from
FOOT and included in Appendix C.
Tri-Rail Segment 5 Project
11
1e safety ratio is the ratio of the actual crash rate to the critical crash rate and gives an indication of
..onormal occurrences of crashes at a location. A safety ratio greater than one indicates that the spot
location has an unusually high accident rate.
The Actual Crash Rate is a function of segment length times the annual number of vehicles in relation to
the number of accidents as shown below'
Actual Crash Rate = Number of crashes in vear (within limits specified)
(Number of vehicles (ADT) x 365 x length in miles) .;- 1,000000
The Critical Crash Rate is a function of segment length, traffic volume, and the average rate for the
category of highway being tested. For spot locations, the following formula is used:
H = A + [K v'(R/M)] - 1/(2M)
Where.
H = Critical Crash Rate for spots
A = Average Crash Rate for the category of highway being tested, crashes per million vehicles
passing through a spot.
V = Average vehicle exposure for one year at spot (million vehicles)
K = Constant (1.645 for rural or 3.291 for urban roadways)
1ere were no high safety ratios for sites at the rail crossings. However the results show that most
locations analyzed had safety ratios greater than one. Safety ratios increased every year from 2.1 in 1993
to the highest ratio of 3.9 in 1997 at Oakland Park Boulevard. The results of the segmental analysis are
included in Appendix C.
The data summarized in the Appendix shows that the number of accidents at Oakland Park Boulevard
nearly doubled between 1993 and 1997 while the Annual Daily Traffic did not increase for that time
period. West Atlantic Avenue also experienced an increase in total number of accidents for the segment,
while traffic volume remained about constant between 1993 and 1997 The number of accidents at
Hallandale Beach Boulevard railroad crossings decreased during the analysis period.
The total number of crashes on Oakland Park Boulevard were 246 over the five-year period with total
economic loss in the range of $840,000 to $1.5 million. Likewise, Commercial Boulevard saw an increase
in total economic loss from $707,020 to $972,400 for the five years. Total economic losses on Sample
Road, Hallandale Beach Boulevard, and Stirling Road averaged $550,000 for the period.
Tri-Rail Segment 5 Project
12
'1 0 FUTURE CONDITIONS
This section presents the methodology and process used to develop parameters and volumes for future
traffic conditions within the study area. The parameters are based on both existing and estimated
conditions in the design year The following is a description of the methodology that was used to develop
the appropriate traffic factors to calculate future directional peak hour volumes for AM and PM peak hours
for 2015 conditions. Analysis of both No-Build and Build Alternatives was conducted.
3.1 ALTERNATIVES DESCRIPTION
The No-Build and Build Alternatives were analyzed as part of the Environmental Assessment to measure
the impacts of the double-tracking of the Tri-Railline The following is a description of each alternative.
i-_
3.11 NO-SUlLO ALTERNATIVE
The original Double Tracking Corridor Improvement was divided into 11 segments. Segment I, an 8.1-
mile section of the rail line from Pompano Beach to Broward Boulevard, began in spring 1995 and was
completed in spring 1997 Segment II is a 1.5-mile single-track extension from the Hialeah Market Station
to the Miami Airport Station. Completion of Segment III, a 6.97-mile double-tracking project from Glades
Road to the Pompano Beach Station, is expected by January 2000. Finally Segment IV, which is already
funded and under design, consists of double-tracking a 609-mile segment of the rail line from the Golden
Glades to Opa-Iocka stations. The double-tracking of these segments is included in the No-Build
.Altemative shown in Figure 301, with train scheduling to remain the same. The No-Build Altemative
,)eludes park-and-ride facilities at certain locations. Table 3.1 shows the stations that would be served
under the No-Build Alternative, with the number of Park-and-Ride spaces available at each station.
Table 3.1
STATION AND PARK & RIDE FACILITIES
.. --.. ,. c,...-., ;- Station,. .- -'Parlc:&'Ride Soaces- ,::. _
Manaonia Park 265
West Palm Beach 116
Palm Beach Airoort (Closed) 0
Lake Worth . 84
Boynton Beach 310
Delray Beach 97
Boca Raton I 53
Boca Raton - Glades Road (new) 243
Deerfield Beach I 64
i
Pompano Beach I 259
Cypress Creek 541
Fort Lauderdale I 283
Fort Lauderdale Airport 126
Sheridan Street 794
Hollywood 126
Golden Glades 1,300
Opa-Iocka 72
Metrorail Transfer I 39
Hialeah Market I 61
Miami Airport 242
Tn-Rail Segment 5 Project
13
r,e No-Build Alternative also includes bus services to and from Tri-Rail stations. Table 3.2 summarizes
.11e local bus service by station that would operate under the No-Build Altemative.
Table 3.2
LOCAL BUS SERVICE
t ServfceFrequency
Tri-Rail Station I Route Carrier Morning Midday PM Peak I Evening
Mangonia Park I 31 PairnTran 30 30 30 I -
West Palm Beach I 2 Palm Tran 30 I 30 30 -
31 PalrnTran 30 30 30 -
43 PalmTran I 60 I 60 60 I -
44 I PalmTran 30 60 30 I -
46 PalmTran 30 60 30 -
54 (WPB PalmTran I 20 I 20 20 -
Shuttle)
I 55 ( CBO PalmTran I 20 I 20 20 20
Shuttle)
Palm Beach I 44 I PalmTran 30 I 60 30
Airoort -
53 PalmTran I 30lRR 60lRR I 30lRR -
Lake Worth i 60 PalmTran 60 I 60 60 I -
I
62 PalmTran 30 60 I 30 -
Boynton Beach 70 PalmTran I - 60 - -
71 PalmTran 60 60 60 -
79 Tri-Rail 45 IRR. WB - I 60 IRR, EB I -
Delray Beach 2 I PalmTran 30 I 30 30 -
70 PalmTran - I 60 - -
81 PalmTran 60 60 60 -
Boca Raton I 2 I PalmTran 30 30 I 30 -
I
I 94 PalmTran I 30 60 I 30 -
Deerfield Beach 23 Tri-Rail 30lRR I 60lRR -
24 Tri-Rail 30lRR - 60lRR -
92 BCt I I 60lRR
(Weekdav) - - -
Pompano Beach 33 I Tri-Rail 60lRR 30lRR -
93 (M-W-F) BCt - I 3D-60 IRR - -
93 (Tu-Th- BCt - I 30-601RR - \ -
Sa)
95 (M-Sat) I BCt - 90 - -
Cypress Creek I 41 I Tri-Rail 451RR I - I 451RR I -
42 Tri-Rail 451RR I - I 451RR -
43 I Tri-Rail 451RR - 451RR -
14 BCt 30 30 30 60
60 I BCt 30 30 30 I -
62 BCt 60 I 60 60 -
Ft. Lauderdale 53 Tri-Rail 30lRR 70lRR 30lRR -
9 BCt 40 I 40 40 60lRR
22 BCt 30 30 30 60lRR
81 BCt I 30 30 30 60lRR
Tri-Rail Segment 5 Project
14
Seniice~Fr.eQuency
Tri;.RaifStation. Route Carrier e 'Morning '. Midda.y"~ : PM Peak 'Evening
Ft. Laud. Airport I 63 Tn-Rail 30-401RR 40-50 IRR I 30-40 IRR -
6 BCt 30 30 30 60lRR
Sheridan Street 74 Tri-Rail 30-40 IRR - 30-40 IRR I -
3 60 60 60 -
12 , BCt 60lRR I 60lRR 60lRR -
I 17 BCt I 40 40 40 -
Hollywood I 7 BCt 30 30 30 I 30
Golden Glades 18 BCt 20 - I 20 -
E MOTA I 60lRR 60 60lRR -
V MOTA
I 22 MOTA 20lRR 30lRR 20lRR I 60 JRR
42 MOTA
77 MOTA 10lRR 15 10lRR 15-30 IRR
I 95 Expr MOTA 51RR - I 5lRR -
Cpa-Iocka E MOTA 60lRR 60 60lRR -
I 32 MOTA I 20lRR 30 20 30-60
42 MOTA
Metrorail I L MOTA 10 JRR 12 I 10lRR I 20lRR
42 I MOTA I
Hialeah Market Koger I T ri-Rail
I 1 I MOTA 10-151RR 30 10-151RR 30
36 MOTA 10-151RR 30 15-201RR 130-45 IRR
42 MOTA
Miami Airport Airport Tri-Rail
37 Tri-Rail I
Tn-Rail Segment 5 Project
15
Double Track Corridor Improvement Program
KEY
Monge"", Perl<
S1cmon
~ Under Construc~onf
~ Completed
[] Tri-Roij Station
"i1 Tri-RoiVMelrOlOll
~ Transfer Station
[] Metroroil Station
~ Intemalionol Airport
@
on
"
to "k';r1t'I""
lcl<e Worln
Station
8ov!on SeoeI1
StOl1on
Delroy Beocn
Starion
Ft. \.audetdole
AirDO<f Slotion
Sheridan StJeeI
SlOllon
Hollywood
SloIion
TRI~RAI[
IRI-COUNTY COMMUTER RAil AUTHORITY
Figure 3.1
No-Build Alternative
'.1.2 BUILD ALTERNATIVE
The Build altemative includes all of the work necessary to complete the Double Track Corridor
Improvements, known as Segment 5 The completion of the double-tracking, will allow Tri-Rail to offer
commuter rail service at 20-minute headways, instead of the current headway of sixty minutes.
Segment 5 construction includes the installation of 44.31 miles of second mainline track system within the
existing right-of-way Existing sidings would be incorporated into the track design. The work includes
upgrading and adjusting the existing track, utility relocation. rehabilitation of existing bridges. and
construction of parallel bridges (where required) As shown in Figure 3.2 the remaining double track will
be constructed in the following areas:
. Double tracking from the Mangonia Park Station to south of the Boca Raton Station (MP965.8-
996.46) improvements to the Delray Beach station, closure of the Boca Raton Station, and
construction of two new stations at Glades Road and Congress Avenue
. Double tracking from north of the Ft. Lauderdale Station to north of the Golden Glades Station
(MP1011.57-1031.6) and improvements to two stations; and
. The Metrorail Transfer Station area (MP1 033.77-1 034.29)
Segment 5 also includes the modification_ and renovation to ten existing stations to accommodate the
second mainline track. Additional work includes construction of one new station and closing of one
.existing station. The stations to be modified as a part of Segment 5 include:
Mangonia Park Station
. -West Pafri1 Beach
. Lake Worth Station
. Boynton Beach Station
. Delray Beach Station
. Boca Raton - Congress Station (new)
. Yamato Road'Station (closing)
. Fort Lauderdale Station
. Sheridan Stieet Station
. Hollywood Station
. Metrorail Transfer Station
. Hialeah Market Station.
Tri-Rail's current layover facility in Palm Beach County cannot accommodate the fleet required to operate
trains at 20-minute headways Thus, it will be necessary to demolish and relocate the existing Palm
Beach County Northern Layover Facility The double-tracking project also includes the development of
specifications and procurement of five diesel locomotives, five cab cars, and 15 coach cars to enable 20-
minute operations on the line. The capital program will lead to the implementation of an operating plan
that provides 20-minute headways during the peak periods hourly service during the off-peak times. The
new construction will allow 102-minute end-ta-end run times with a tum around time of ten minutes. Table
3.3 shows the proposed operating schedule:
Tri-Rail Segment 5 Project
17
Double Track Corndor Improvement Program
Cypress Creek
StcT.ion
MP 1037.50
TRI ~ RAIL:
TBI-COUNTY COMMUTER RAIL AUTHORITY
Figure3.2
Segment 5 Project
Table 3.3
2015 PROPOSED TRI-RAlL OPERATING SCHEDULE
Southbound Northbound
Leave I A1Tive
Mangonia - .. Arrive Miami . Leave Miami. Mangonia
Park Park
4:30 AM I 6.11 AM 4:38 AM I 6'19 AM
5:00 AM 6.41 AM I 5:08 AM ! 6:49 AM
5:30 AM 7.04 AM I 5:38 AM 712 AM
6:00 AM I 741 AM 5:58 AM 7 39 AM
6:25 AM I 7:59 AM I 6:18 AM 7:52 AM
6.45 AM I 8:26 AM 6:38 AM I 8:19 AM
7:05 AM 8:39 AM I 7:00 AM 8:34 AM
7:30 AM 9'11 AM I 7'18 AM 8:59 AM
I
8:00 AM 9-41 AM I 8:00 AM I 9-41 AM
9:00 AM 10'41 AM I 9:00 AM 10'41 AM
10:00 AM 11 41 AM I 10.00 AM 1141 AM
11'00 AM I 12:41 PM I 11 :00 AM 12:41 PM
12:00 PM I 1 41 PM 12:00 PM 1 41 PM
1'00 PM , 2:41 PM ! 1 :00 PM 2:41 PM
2:00 PM I 3:41 PM I 2:00 PM 3:41 PM
3:05 PM 4 46 PM , 3:00 PM 4 41 PM
4'11 PM j 5_52 PM 4:00 PM I 5.41 PM
I
4:32 PM 6:06 PM 4 40 PM I 6.14 PM
4:52 PM 6:33 PM 5:00 PM I 6.41 PM
5:12 PM I 6:46 PM I 5:20 PM 6.59 PM
5:32 PM 7'13 PM I 5.40 PM 7:21 PM
6:02 PM I 7:36 PM I 6:20 PM 7.59 PM
6:32 PM 8:13 PM 6:40 PM i 8:21 PM
7:30 PM I 9-11 PM I 7 40 PM 9:21 PM
Local transit service improvements are not a part of the Segment 5 Project. Local bus routes are subject
to change through negotiations and local improvements set out in the each county's Transit Development
Program_ Local bus service is the same for the Segment 5 Project as it is for the No-Build Alternative
(Table 3.2)
3.2 TRAVEL DEMAND FORECASTING
The travel demand forecasting model used for the Segment 5 Project is the Southeast Regional Planning
Model IV (SERPM-IV) The following sections give a brief overview of the model used to forecast future
traffic volumes, base future networks and a description of the zonal data used.
3.2.1 DESCRIPTION OF MODELING PROGRAM
The SERPM-IV model was developed for the Florida Department of Transportation (FOOT) to forecast
highway and transit travel modes in South Florida comprising Palm Beach, Broward and Miami-Dade
Counties. The modeling system allows four different options of model runs. These include:
Tri-Rail Segment 5 Project
19
----~_._----_._----------------
. 24-Hour "FULL" model
. 24-Hour "HIGHWAY-ONLY" model
. Time-of-Day "FULL" model
. Time-of-Day "HIGHW A Y-ONL Y" model
The Tri-Rail forecast runs used the 24-Hour "FULL" model option. A full description of this model is
provided in a report titled II Users Manual: PC-X32 Version - Southeast Regional Planning Model IV
September 1997, Prepared for FOOT. Prepared by Carr Smith Corradino" The highway assignment
script file was modified to save the model turning volumes at over 60 locations for further analysis
3.2.2 NETWORKS
The 2015 cost feasible network was reviewed and modified to develop two Tri-Rail networks: No-Build and
Build, the difference between the networks being the proposed double-tracking project. Table 3.4 shows
the modified headways for Tri-Rail.
Table 3.4
PROPOSED OPERATING HEADWAYS
-- L -. -- Tri:'Rail: HeadwaysJinminutesl .-
~':Altemative .--1 cPeriocl~ ' .~. :~ango!liaPark:to:' .D~etq~.B.ea_~11 to "C,,-,?Ol~rM~1:d~0c
- -= - "Oeeffie'(d Beactl--.;:- Golder{Giades'-"'-'
2015 No-Build I Peak 30 30 30
I Off-Peak 60 60 60
2015 Project I Peak I 20 20 20
I Off-Peak 60 I 60 60
3.2.3 ZONAL DATA
The zonal data developed and used in the 2015 cost feasible model was used in both Tri-Rail model runs.
The Metropolitan Planning Organizations and FOOT supplied the data as part of the 2015 cost feasible
model development process.
3.3 METHODOLOGY FOR DEVELOPING PEAK-HOUR VOLUMES
This section provides information on the methodology used to develop peak-hour volumes for analyses of
future years.
Future traffic factors were developed based on existing data collected for the project, Florida Department
of Transportation (FDOT) traffic counts, and FOOT 1997 Florida Traffic Information. The volumes
projected by the SERPMIV model are used in this study to develop daily traffic volumes for 2015
conditions. The volumes projected by the model are Peak Season Weekly Annual Daily Traffic
(PSW ADT), while the operational analysis needs to reflect average weekday conditions. Projected
PSW ADT volumes are therefore reduced to Average Annual Daily Traffic (MDT) by multiplying the
PSWADT with an appropriate Model Output Conversion Factor (MOCF). Two-way MOTs are then
converted to AM and PM directional hourly volume by multiplying the MDT with the appropriate design
hour traffic factor (K30) and existing directional distribution factor (O) This methodology was used to
1evelop both link volumes and intersection turning movements, as provided in Appendix 0
Tn-Rail Segment 5 Project
20
... .3.1 Model Output Conversion Factor (MOCF)
I he future year MOCF is derived from existing permanent traffic monitoring sites as suggested by 1997
Florida Traffic Information. A model output conversion factor of 0.958 for Palm Beach Broward, and
Miami-Dade Counties was used to convert PSWADT to MDT based on FOOT data.
3.3.2 Design Hour Traffic Factor (K30)
In the standard FOOT procedure for determining future peak hour traffic characteristics, a single K30 value
is usually applied within a single roadway segment. The Transportation Statistics Office of FOOT
developed a table of suggested design year K30 values which is intended for use as a guideline for
forecasting project traffic. According to the 'Project Traffic Forecasting Handbook,. the system-level K30-
factors developed for the design year should represent typical traffic demand under relatively free-flow
conditions.
Because the roadways in the Tri-Rail Corridor have traffic control and traffic volume characteristics similar
to that of urban non-interstate roads, the guideline range is from 8.2 percent to 11.5 percent. This range
was compared to the 1997 Florida Traffic Information K-factors throughout the corridor, which were found
to be within the recommended range of 9 1 to 9.9 percent. A K factor of 9.9 was therefore used for Palm
Beach County, while a K factor of 9.6 was used for Broward County The factor used for Miami-Dade
County was 9 1 based on the 1997 data from FOOT for each county
3.3.3 Directional Distribution Factors (D)
"1i-directional peak-flow volumes were obtained by multiplying K30 factors by the two-way MDT values.
AM and PM directional hourly volumes were obtained by multiplying bi-directional peak-hour volumes with
the existing directional distribution factor (D) The directional distribution factors used in this study are
calculated from existing counts for both AM and PM peak periods. These factors were applied to two-way
peak-hour volumes on roadway .segments, and to each couplet of complimentary traffic movements at
intersections under study
3.3.4 Peak Hour Factor (PHF)
The PHF is used to convert hourly volume to peak hourly volume to reflect the peak 15-minute flow rate
within the peak hour The peak hour factors used were the existing PHF from the daily counts.
3.3.5 Heavy Vehicle Factor (fhy)
The heavy vehicle factor was used to account for the impact of heavy vehicles in the traffic stream. The
factors used were based on percentage of heavy vehicles obtained from the 1997 classification counts
from FOOT's database. This data was supplemented by the truck counts performed in 1999 as part of the
tuming movement counts at each of the intersection analyzed for this study
Tri-Rail Segment 5 Project
21
'3.4 ANALYSIS METHODOLOGY
3.4.1 Intersection Analysis
Intersection analyses near grade crossings were conducted for the forecasted year 2015. Unsignalized
intersections were analyzed using Highway Capacity Software. Signalized intersections near the rail
crossings were analyzed using SIGNAL94 Signal timings were optimized for both future alternatives.
Intersection level-of-service analysis was conducted for both the AM and PM peak hours at each of the
following intersections:
1 45th Street and North Shore Drive
2. Palm Beach Lakes Boulevard and Windsor Avenue
3. Banyan Boulevard and Tamarind Avenue
4 Fem Street and Tamarind Avenue
5. Okeechobee Boulevard and Tamarind Avenue
6. Lake Worth Road and !...ake Worth Station Entrance
7 Gateway Boulevard and High Ridge Road
8. Congress Avenue and Defray Beach Station Entrance
9 Yamato Road and Boca Raton Station Entrance
10. Cypress Creek and N Andrews Avenue
11 Prospect Road and Powerline Road
12. Broward Boulevard and Ft. Lauderdale Station Park/Ride Lot Entrance
13. Davie Boulevard and SW 21st Avenue
14 Pembroke Road and SW 30th Avenue
15. NW 22nd Avenue and Rutland Street
6. NW 27111 Avenue and AIi Saba Avenue
17 AU Baba Avenue and Opa-Jocka Boulevard
18. NW 135111 Street and LeJeune/Douglas Connector
3.4.2 Grade Crossing Analysis
Grade crossing locations were analyzed as signalized intersections using SIGNAL94 based on
methodologies developed for analyses on existing conditions. Grade crossing analysis was conducted for
both the AM and PM peak hours for segments identified in the absence of any nearby intersections near
the rail crossings:
19 45111 Street east of Australian Avenue
20. Belvedere Road east of Mercer Avenue
21 Summit Boulevard east of Patrick Drive
22. Forest Hill Boulevard west of 1-95 Southbound Ramps
23. Lake Worth Road between Lake Worth Station Entrance and Akron Street
24 6th Avenue between 1-95 Northbound and Southbound Ramps
25. Boynton Beach Boulevard west of 1-95 Southbound Ramps
26. !...ake Ida Road east of Congress Avenue
27 West Atlantic Avenue east of Congress Avenue
28. Unton Boulevard between Congress Avenue and 1-95 Southbound Ramps
29 Yamato Road west of 1-95 Southbound Ramps
30. Palmetto Park Road west of 1-95 Southbound Ramps
31 Hillsboro Boulevard west of NW 121h Avenue
Tn-Rail Segment 5 Projectt
22
'l2. Sample Road between Military TraiVAndrews Avenue and NW 8th Avenue
3. Atlantic Boulevard west of North Andrews Avenue Extension
34 Cypress Creek Road between NW 6 Way and North Andrews Avenue
35. Commercial Boulevard between Powerline Road and 1-95 Southbound Ramps
36. Oakland Park Boulevard west of 1-95 Southbound Ramps
37 NW 19th Street east of NW 23rd Avenue
38. Griffin Road between Ravenswood Road/Anglers Avenue and 1-95 Southbound Ramps
39 Tigertail Boulevard east of Ravenswood Road
40. Stirling Road between Ravenswood Road/Anglers Avenue and North 29th Avenue
41 Sheridan Street west of North 29th Avenue
42. Hollywood Boulevard west of 1-95 Southbound Ramps
43. West Hallandale Beach Boulevard west of 1-95 Southbound Ramps
44 NW 22nd Avenue between Ali Baba Avenue and SR-9
45. NW 79th Street west of NW 371h Avenue
46. Dr Martin Luther King Boulevard west of NW 371h Avenue
47 NW 541h Street west of NW 371h Avenue
48. NW 36th Street west of NW 371h Avenue
Two separate methodologies were used for the analysis of grade crossings. Under the No-Build
Alternative, roadway segments were analyzed as T -intersections with the rail representing one approach
and the roadway traffic representing the other two approaches. Signal cycle lengths of 120 seconds were
used, and separate signal phases were provided for the roadway traffic and the railroad. The rail-crossing
approach was given a 32-second green phase. The remaining cycle time was allotted to the roadway
traffic volume.
-or the Build Alternative, grade crossings were considered as four-leg intersections. This methodology
accounts for two trains crossing a roadway simultaneously but travelling in opposite directions. Three
signal phases were provided. The rail was given two phases, each with green times of 28 seconds in
order to simulate the maximum delay that would result at the grade crossings by the double-tracking. The
remaining phase was apportioned to the roadway traffic to complete the 120-second cycle length.
Tn-Rail Segment 5 Project
23
o ANALYSIS OF FUTURE CONDITIONS
This section documents the results of the traffic analysis based on future conditions with and without the
proposed double-tracking of Segment V along the Tri-Rail corridor
4.1 NO-BUILD ALTERNATIVE
Tables 4 1 and 4.2 show resulting levels-of-service for 2015 peak conditions at intersections and grade
crossings within the study area. The levels of service analysis worksheets are included in Appendix E.
4.1 1 INTERSECTION ANALYSIS
The majority of the intersections analyzed operate at levels of service E or F during the peak moming and
afternoon hours under the No-Build Alternative at the following intersections. Only four intersections
would operate at acceptable levels of service.
(1) 45th Street and North Shore Drive
(2) Palm Beach Lakes Boulevard and Windsor Avenue
(3) Banyan Boulevard and Tamarind Avenue
(4) Fern Street and Tamarind Avenue
(5) Okeechobee Boulevard and Tamarind Avenue/Parker Avenue
(7) Gateway Boulevard and High Ridge Road
(9) Yamato Road and Boca Raton Station Entrance
(10) Cypress Creek and N. Andrews Avenue
(11) Prospect Road and Powerline Rd.
(13) Davie Boulevard and SW 21 it Avenue
(15) NW 22nd Avenue and Rutland Street
(16) NW 27th Avenue and AIi Baba Avenue
(17) AIi Baba Ave. and Opa-Iocka Blvd.
(18) NW 1351h Street and LeJeunelDouglas Connector
Table 4.1
NO-SUlLO ALTERNATIVE - INTERSECTION ANALYSIS
..c ~. ~e,'"Ji~~n e~p~~~:);f .<JL"., :~I~ .T~~~t:"~ '~, Level-of~Seivice- .
~ ..- . -- - ..-. . - - .
; ~,- . '-=;tr - .;:-. -:;" ~':r~;:._; -.To;.,.;,:""" i;-:-i:'-'';',:;?",',
cij.SignaC': AM: ~eaI{PM.~eak
- . .
.. -"
1 45th Street and North Shore Drive S F F
2 Palm Beach Lakes Boulevard and Windsor Avenue S* E+ F
3 Banyan Boulevard and Tamarind Avenue S F F
4 Fern Street and Tamarind Avenue S F I F
5 Okeechobee Boulevard and Tamarind Avenue S I F I F
6 Lake Worth Road and Lake Worth Station Entrance S A B+
7 Gateway Boulevard and HiQh Ridoe Road S D E
8 Conoress Avenue and Delray Beach Station Entrance S" B+ B+
9 IYarnato Road and Boca Raton Station Entrance S F F
10 Cypress Creek Road and N. Andrews Ave. Ext. S F I F
11 Prosoect Road and Powerline Road S F F
12 Broward Boulevard and Ft. Lauderdale Station Entrance S C+ I D+
T Ii-Rail Segment 5 Project
, 24
- Level-of-Service
Intersection Descnption I Type of . A,M Peak t PM Peak
..- . .Signal
-
-
13 I Davie Boulevard and SW 21st Avenue I U F I F
14 Pembroke Road and SW 30th Avenue I U B+ I A
15 NW 22nd Avenue and Rutland Street I S F I F
16 NW 27th Avenue and Ali Baba Avenue I S F I F
17 Ali Baba Ave. and Opa-Iocka Blvd. I S I E I E+
18 INW 135th Street and LeJeune/Dougfas Connector I S I F I F
Legend: S = Signalized Intersection
U = Unsignalized Intersection
+ = Intersection delay is in the better half of the range of delay allowed for given level-of-service
= Signalized intersection warranted in 2015 due to heavy volumes
4.1.2 GRADE CROSSING ANALYSIS
Most of the roadways analyzed operate at level-ot-service D or better during the peak morning and
afternoon periods. Motorists at the following grade crossings are expected to experience significant delay
(more than 40 seconds) with the No-Build Alternative:
(21) Summit Boulevard east of Patrick Drive
(27) West Atlantic Avenue east of Congress Avenue
(28) Linton Blvd. between Congress Ave. and 1-95 Southbound Ramps
(30) Palmetto Park Road west of 1-95 Southbound Ramps
(43) Hallandale Beach Boulevard west of 1-95 Southbound Ramps
Table 4.2
NO-BUILD ALTERNATIVE - GRADE CROSSING ANALYSIS
;::,~. . ... j _-Level~f-Service
- - "-.. - , -
c ;:. Grade Crossin~tL~cation ..
- ~-_.-.
.- - . AM'Peak .'PM Peak
,
19 45th Street east of Australian Avenue 0 C+
20 Belvedere Road east of Mercer Avenue B+ B+
21 Summit Boulevard east of Patrick Drive F F
22 Forest Hill Boulevard west of 1-95 Southbound Ramps D+ D+
23 Lake Worth Rd. between Lake Worth Station Entrance and Akron St. C C+
24 6th Avenue between 1.95 Northbound and Southbound Ramps B+ B+
25 Boynton Beach Boulevard west of 1-95 Southbound Ramps I B B
26 Lake Ida Road east of ConQress Avenue B B+
27 West Atlantic Avenue east of Congress Avenue (west of 1-95 Ramps) E+ E
28 Linton Blvd. between Congress Ave. and 1-95 Southbound Ramos I F F
29 Yamato Road west of 1-95 Southbound Ramps B+ B+
30 Palmetto Park Road west of [-95 Southbound Ramos I C+ F
31 Hillsboro Boulevard west of NW 12th Avenue I B+ I B+
32 Sample Rd. bet. Military Trail/Andrews Ave. and NW 8th Ave. 8+ B+
33 Atlantic Boulevard west of North Andrews Avenue Extension B+ I B+
34 Cypress Creek Road between NW 6 Way and North Andrews Avenue 0+ 0
35 Commercial Blvd. bet. Powerline Rd. and 1-95 Southbound Ramps B B+
36 Oakland Park Boulevard west of 1-95 Southbound Ramps C+ B
137 NW 19th Street east of NW 23rd Avenue B+ B+
Tri-Rail Segment 5 Project
25
I Level-of;.Service
Grade Crossing Location AM peak:~ 'PM Peak
38 Griffin Rd. between Ravenswood Rd. and 1.95 Southbound Ramos C+ I 0
39 Tioertail Boulevard east of Ravenswood Road 8+ J B+
I
40 IStirlinQ Road between Ravenswood Road and N 29th Avenue I B I B
41 Sheridan Street west of North 29th Avenue I B I B+
42 Hollvwood Boulevard west of 1-95 Southbound Ramos B I B
43 Hallandale Beach Boulevard west ot 1-95 Southbound Ramps I C I E+
44 INW 22nd Avenue between Ali Baba Avenue and SR-9 B+ I 6+
45 NW 79th Street west ot NW 37th Avenue (East 12th Ave.) I B+ I B+
46 Dr Martin Luther Kinq Blvd. west of NW 37th AveJE. 12th Ave. C I B
47 NW 54th Street west of NW 37th Avenue B I B
48 NW 36th Street west of NW 37th Avenue I B+ I B+
legend: + = Intersection delay is in the better half of the range of delay allowed for given level-of-service.
4.2 BUILD ALTERNATIVE
Table 4.3 and 44 show the resulting level-of-service for peak conditions at the intersections and at the
grade crossings within the study area for 2015. The analysis worksheets are included in Appendix F
4.2.1 INTERSECTION ANALYSIS
Most of the intersections analyzed operate at level-of-service F during the peak moming and afternoon
hours. There is no change in the intersection level-at-service compared to the No-Build analysis.
Table 4.3
BUILD ALTERNATIVE - INTERSECTION ANALYSIS
., -. 0- . ",Type . Leve[;.()f-Service.
fntersection
- - . of Sii:lnal - .' AMPeak"PM Peak
1 45th Street and North Shore Drive S F I 0
2 Palm Beach Lakes Boulevard and Windsor Avenue S" E+ E
3 Banyan Boulevard and Tamarind Avenue S F F
4 Fern Street and Tamarind Avenue S F ,....
r
5 Okeechobee Boulevard and Tamarind AvenuelParker Avenue S F F
6 Lake Worth Road and Lake Worth Station Entrance S I B I B+
7 Gatewav Boulevard and Hioh Ridoe Road S I F E
8 Conqress Avenue and Delray Beach Station Entrance S" I B+ I B+
9 Yamato Road and Boca Raton Station Entrance I S F I F
10 Cvcress Creek Road and N. Andrews Ave. Ext. S F F
11 Prospect Road and Powerline Road S F F
12 Broward Boulevard and Ft. Lauderdale Station Entrance I S 8 0+
13 Davie Boulevard and SW 21st Avenue U I F F
14 Pembroke Road and SW 30th Avenue U A A
15 NW 22nd Avenue and Rutland Street S F F
16 NW 27th Avenue and Ali Baba Avenue S F F
17 Ali Baba Ave. and Cpa-locka Blvd. S C+ E+
18 NW 135th Street and LeJeuneJDouqlas Connector S F F
legend: S = Signalized Intersection. U = Unsignalized Intersection, + = Intersection delay is in the better half of the range of
delay allowed for given level-of-service, . = Signalized intersection warranted in 2015 due to heavy volumes.
Tri-Rail Segment 5 Project
26
1..2.2 GRADE CROSSING ANALYSIS
..)f the 30 roadways analyzed, 12 operate at levels of service E or F during the peak morning and
afternoon hours under the Build Altemative. The same grade crossings in the No-Build Alternative also
fail in the Build Alternative with the addition of the following segments.
(19) 45th Street east of Australian Avenue
(22) Forest Hill Blvd. west of 1-95 Southbound Ramps
(23) Lake Worth Rd. between Lake Worth Station Entrance and Akron Street
(25) Boynton Beach Boulevard west of 1-95 Southbound Ramps
(26) Lake Ida Road east of Congress Avenue
(29) Yamato Road west of 1-95 Southbound Ramps
(34) Cypress Creek Rd. between NW 6 Way and North Andrews Avenue
(38) Griffin Rd. between Ravenswood Rd. and '-95 Southbound Ramps
(40) Stirling Road between Ravenswood Road and N. 29th Avenue
(41) Sheridan Street west of North 29th Avenue
(42) Hollywood Boulevard west ot 1-95 Southbound Ramps
(46) Dr Martin Luther King Blvd. west of NW 37th Ave.lE. 12th Ave
(47) NW 54th Street west ot NW 37th Avenue
Table 4 4
BUILD ALTERNATIVE - GRADE CROSSING ANALYSIS
C'. ~'_'-;:}'"_' .___- ... .~, ~>-~::. ".~
_ -:-:r'. .~ - -:'~~~de 'Cr.ossin!;1lpcation' -- .'
19 45th Street east of Australian Avenue
20 Belvedere Road east of Mercer Avenue
21 Summit Boulevard east of Patrick Drive
22 Forest Hill Boulevard west of 1-95 Southbound Ramps
23 Lake Worth Rd. between Lake Worth Station Entrance and Akron S1.
24 6th Avenue between 1-95 Northbound and Southbound Ramps
25 Boynton Beach Boulevard west of 1-95 Southbound Ramps
26 Lake Ida Road east of Conoress Avenue
27 West Atlantic Avenue east of Congress Avenue (west of 1-95 Ramps)
28 Unton Blvd. between Conoress Ave. and 1-95 Southbound Ramps
29 Yamato Road west of 1-95 Southbound Ramps
30 Palmetto Park Road west of 1-95 Southbound Ramps
31 Hillsboro Boulevard west of NW 12th Avenue
32 Sample Rd. bet. Military TraiVAndrews Ave. and NW 8th Ave.
33 Atlantic Boulevard west of North Andrews Avenue Extension
34 Cypress Creek Road between NW 6 Way and North Andrews Avenue
35 Commercial Blvd. bet. Powerline Rd. and 1-95 Southbound Ramps
36 Oakland Park Boulevard west at 1-95 Southbound Ramps
37 NW 19th Street east of NW 23rd Avenue
38 Griffin Rd. between Ravenswood Rd. and 1-95 Southbound Ramps
39 Tioertail Boulevard east of Ravenswood Road
40 Stirling Road between Ravenswood Road and N. 29th Avenue
41 Sheridan Street west of North 29th Avenue
42 HOllywood Boulevard west of 1-95 Southbound Ramps
43 Hallandale Beach Boulevard west of 1-95 Southbound Ramps
44 NW 22nd Avenue between AIi Saba Avenue and SR-9
'Leveklf-"Service
.- '. AM.Peak:" ':(PM Peak
F F
C C
F I F
I E 0
I F I F
I C C
F I E
F E+
F F
F F
E+ B+
E+ I F
8+ 0
I B+ C+
B+ C+
E I E
B B+
B B
I C C
F E
I C+ B+
0 E+
E+ E+
E E
C F
C I c
Tn-Rail Segment 5 Project
27
I, Grade ~ssing' tocation.., lever-of;'SerVfce~' '
.- -
- -.. . - . . ." -- c AM 'Peak: ~"j::'M;Peak
45 NW 79th Street (East 25th St) west of NW 37th Avenue B+ 8+
46 Dr Martin Luther Kina Blvd. west of NW 37th Ave.lE. 12th Ave. C F
47 NW 54th Street west of NW 37th Avenue i E E+
48 NW 36th Street west of NW 37th Avenue C+ I C+
Legend: + = Intersection delay is in the better half of the range of delay allowed for given level-of-service.
Tri-Rail Segment 5 Project
28
- 0 ALTERNATIVES COM P ARISON
The tollowing measures were used to compare the Double Track Improvements to the No-Build
Alternative. intersection and grade crossing level-ot-service, volume comparison, and stopped vehicles at
the grade crossings.
5.1 COMPARISON OF LEVEL-OF-SERVICE
The existing timings and phasing were optimized to obtain the best level-ot-service at the intersections
based on existing geometry The results showed that the majority of the intersections analyzed operate at
level-ot-service F during the peak morning and aftemoon hours tor the Build Alternative. This is partly due
to the increase in delay associated with the double tracking. Although these intersections operate at a
worse level-of-service than under the No-Build Alternative, the project has minimal impact on traffic
operations since the same intersections and grade crossing segments that tailed under the No-Build
Alternative continue to tail under the Build Alternative.
5.2 COMPARISON OF PEAK HOUR TRAFFIC VOLUMES
The average difference in volumes between the Build and the No-Build Altematives is less than 1 % for the
entire corridor Double-tracking would not adversely affect traffic operations throughout the counties since
most growth is a result of background traffic. The increased service Tn-Rail would provide would not
result in additional traffic. The comparison ot peak-hour volumes is shown in Table 5.1
Tri-Rail Segment 5 Project
29
Table 5.1
PEAK-HOUR VOLUME COMPARISON
, 1999 2015 2015 No-BUDdf Buildvs.
No- .
Volume Build :'. . Buile! . vs~. . No-Build:
Location Volume Volume . Existing..-
. .
I :::k eealc l' Peak Percent 'Percent Traffic
Hour . Hour Change Change 'Added
PALM BEACH COUNTY
45th Street and Nor'J1 Shore Drive I 3.436 I 4,995 5,091 I 45% 2% 96
45th Street east of Australian Avenue I 2.453 2.814 2,767 I 15% , -2% none
Palm Beach Lakes Blvd. and Windsor Avenue 2,502 4,451 4,697 I 78% 6% I 246
Banvan Boulevard and Tamarind Avenue 1.631 2,700 2,742 66% I 2% 42
Fem and Tamarind Avenues 323 1,313 1,520 I 306% 16% 207
Okeechobee Blvd. and Tamarind Avenue I 3,148 8.209 8,201 161% 0% none
Belvedere Road east of Mercer Avenue 3,721 3.316 3,515 I -11% 6% 199
Summit Boulevard east of Patrick Drive 1,619 I 3,458 3,544 114% 2% I 85
Forest Hill Boulevard west of 1-95 Ramos I 4,619 5,031 5,012 9% 0% none
Lake Worth Road and Station Entrance 1,875 3.292 3,118 76% I -5% none
Lake Worth Rd. between Station Entrance I 2205 3.250 3,193 47% I -2% none
6th Avenue between 1-95 Ramps 2.060 2,982 I 2,970 45% 0% I none
Gatewav Boulevard and Hiqh Ridqe Road I 2.414 5,325 5,325 121% I 0% 0
Bovnton Beach Boulevard west of 1-95 Ramos I 3.385 4,936 I 4,946 46% 0% 9
Lake Ida Road east of Conoress Avenue I 1,533 2,803 2,799 83% I 0% none
West Atlantic Ave., east of Conoress Avenue 3,252 4,785 4,823 47% I 1% 38
Conaress Ave. / Delrav Beach Station Entrance I 88 295 I 297 235% 1% 2
Linton Blvd., between Conqress Ave. and 1-95 I 3,020 6,585 6,528 118% -1% none
Yamato Road and NW 7 Avenue 3,932 2.576 2,563 -34% 0% I none
Yamato Road west of 1-95 Southbound Ramos 4,628 3,812 3,829 -18% I 0% I 18
'almetto Park Road west of 1-95 Ramps 5,046 5,448 5,410 8% I -1% none
BROWARO COUNTY
HiIlsboro Blvd. west of NW 12th Avenue 4,259 I 3,913 I 3,888 -8% -1% none
Samole Rd., between Militarv TraiVNW 8th Ave. 3,943 4,010 I 4,012 2% 0% 2
Atlantic Blvd. west of N. Andrews Ave. Extension 3,701 I 3,729 I 3,666 1% -2% I none
Cvoress Creek Rd.. between NW 6U1 Way/Andrews I 4,479 10,037 10,185 124% 1% 148
N. Andrews Wav and N. Andrews Ave. Extension I 4,657 9,954 10,102 114% 1% 148
Commercial Blvd., between Powerline RdJI-95 4,870 4,479 4,423 -8% -1% none
Prospect Road and Powerline Road 2,505 3,560 3,739 42% 5% 179
Oakland Park Boulevard west of 1-95 Ramos 4,531 5148 I 5,132 14% 0% none
NW 19th Street east of N'N 23rd Avenue 2,735 2,299 2,339 -16% 2% 40
Broward Blvd.1Ft. Lauderdale Station Entrance 4,174 4,512 4,488 8% I -1% none
Davie Boulevard and SW 21st Avenue 3,222 I 4,714 4,713 46% 0% none
Griffin Rd. bet. Ravenswood Rd. and 1-95 Ramps 4,140 5,291 5,297 28% 0% 7
Tioertail Boulevard east of Ravenswood Road 442 823 826 86% 0% 3
Stirlino Road bet. Ravenswood Rd./N. 29th Ave 3,634 4,296 4,272 18% 1% none
Sheridan Street west of North 29th Avenue 3,195 4,696 4,690 I 47"10 0% none
Hollvwood Boulevard west of 1-95 Ramos 4,050 I 4,896 4,826 I 21% -1% I none
Pembroke Road and SW 30th Avenue 3,432 3,740 3,811 I 9% I 2% 71
Hallandale Beach Boulevard west of 1-95 Ramps 4,322 4,076 4,034 I -6% I -1% none
MIAMI-DADE COUNTY
NW 22"0 Ave. between Afi Baba Ave. and SR-9 2.830 3287 3,441 16% 5% 154
NW 22nd Avenue and Rutland Street 55 2,562 2.054 4558% I -20% none
NW 27th Avenue and AIi Baba Avenue 304 I 1,594 1,584 424% I 1% I none
AIi Baba Ave. and Ooa-Iocka Blvd. 376 1,795 1,755 377% -2% none
NW 135th Street and 42/37 Connector 1,672 3,040 3,044 82% 0% 4
NW 79th Street west of N'N 37th Avenue 2,652 3,849 3,884 45% 1% 35
Dr Martin Luther Kino Blvd. west of NW 37'" Ave. 1.737 3,295 3,277 90% -1% none
NW 54th Street west of NW 37th Avenue 1,911 3,147 I 3,165 65% 1% 17
NW 36th Street west of NW 37th Avenue 1 ,493 1,812 I 1,786 21% -1% none
Tri-Rail Segment 5 Project
30
-.3 COMPARISON OF GRADE CROSSING ANALYSIS
The proposed project is not expected to have a significant impact on traffic operation along area
roadways. However it would increase train frequency at railroad crossings, resulting in increased delays
for travelers. The number of stopped vehicles at grade crossings was calculated as the proportion of the
peak-hour volume stopped during the time gates are down multiplied by the number of train crossings in
one hour Based on the grade-crossing analysis summarized in Table 5.2, the worst condition would
occur on Cypress Creek Road, where 257 additional vehicles (both directions) would be stopped during
peak periods. Based on the analysis results this would correspond to a 55-second delay equivalent to
level-ot-service E operations
Table 5.2
GRADE CROSSING COMPARISONS
:Peak-Heijjr Voluma.- Peak-Hour Traffic StoDDecf
'Locatio~ - 1999 .2.015" .2015 1999"-'T 2.015 20.15
-. Existing No.:Build-,Build_ 'Existing N~Build Build Change
PALM BEACH COUNTY
45th Street east of Australian Avenue I 2.453 2,814 2,767 41 47 115 68
Palm Beach Lakes Blvd. and Windsor Avenue 2,5021 4.451 4,697 421 74 196 122
Banvan Boulevard and Tamarind Avenue 1,631 2,700 2,742 27 451 114 69
Fem and Tamarind Avenue 3231 1,313 1,520 5 22! 63 41
Okeechobee Boulevard and Tamarind Avenue 3,148 8,209 8,201 521 1371 342 205
Belvedere Road east of Mercer Avenue 3,721 3,316 3,515 62 55 146 91
Summit Boulevard east of Patrick Drive 1,619 3,4581 3,544 27 581 148 90
Forest Hill Boulevard west of 1-95 Ramos I 4,6191 5,031 5,0121 771 84 209 125
Lake Worth Rd., station entrance to Akron St. I 2,205 3,250 3,193 37 54 133 79
15th Avenue between 1-95 Ramos I 2,060 2,982 2,970 34 50 124 74
.ovnton Beach Boulevard west of 1-95 Ramos I 3,385 4,936 4,946 56 82 206 124
Lake Ida Road east of Conaress Avenue I 1.533 2.803 2.799 26 47 117 70
West Atlantic Avenue east of Conaress Avenue I 3,252 4,785 4.8231 54 80 201 121
Unton Blvd. bet. Conaress Ave. and 1-95 Ramos 3,020 6,585 6,528 50 110 272 162
Yamato Road west of 1-95 Southbound Ramps 4,628 3,812 3,8291 77 641 160, 96
Palmetto Park Road west of )-95 Ramos 5.046 5,448 5.4101 84 911 2251 135
BROWARD COUNTY
Hillsboro Boulevard west of NW 12th Avenue 4,259 3,913 3.8881 71 65 162 97
Samole Rd. bet. Militarv Trail and NW 8th Ave. 3,943 4.010 4,012 66 671 167 100
Atlantic Blvd. west of N. Andrews Ave. Extension 3.701 3,7291 3666 621 62 153 91
Cvoress Creek Rd. bet. NW 6 Way/Andrews Ave. 4,479 10,0371 10,185 75 167 424 257
Commercial Blvd. bet. Powerline Rd. and 1-95 4,870 4,479 4,423 81 75 184 110
Oakland Park Boulevard west of 1-95 Ramos 4,531 5.148 5,132 76 86 214 128
NW 19th Street east of NW 23rd Avenue 2.735 2299 2,339 46 38 97 59
Davie Boulevard and SW 21 st Avenue 3,222 4,714 4,713 54 79 196 118
Griffin Rd. between Ravenswood Rd. and 1-95 4,140 5.291 5.297 69 88 221 133
Tiaertail Boulevard east of Ravenswood Road I 442 823 826 7 14 34 21
Stirlina Rd., Ravenswood Rd. to N. 29'" Ave. 3,634 4,296 4,272 61 72 178 106
Sheridan Street west of North 29th Avenue 3,195 4,696 4,690 53 78 1951 117
Hollvwood Boulevard west of 1-95 Ramos 4.050 4,896 4,8261 681 821 201 119
Pembroke Road and SW 30th Avenue 3,432 3,740 3,8111 571 621 1591 96
Hallandale Beach Boulevard west of 1-95 Ramos 4,322 4,076 4,0341 721 681 168 100
MIAMI-DADE COUNTY
NW 22nd Ave. between AU Baba Ave. and SA-9 2.830 3,287 3,441 47 55 143 89
NW 27th Avenue and A1i Baba Avenue 304 1,594 1.584' 5 27 66 39
NW 135th Street and 42/37 Connector 1,672 3.040 3,044 28 51 127 76
NW 79th Street west of NW 37th Avenue 2,652 3,849 3,884 44 64 162 98
Dr. Martin Luther Kina Blvd. west of NW 37'" Ave. 1,737 3,295 3,277 29 55 1371 82
NW 54th Street west of NW 37th Avenue 1,911 3,147 3,165 32 52 1321 79
"JW 36th Street west of NW 37th Avenue 1,4931 1,8121 1,786 251 30 741 44
Tri-Rail Segment 5 Project
31
"' 0 SUMMARY
The goal of the Double-Tracking Corridor Improvement Project is to increase the frequency of transit
service while minimizing the safety impacts and the associated travel time delay along the corridor The
analysis shows that although the Build Alternative may not significantly improve level-of-service it would
increase the frequency of transit service throughout the region. This translates into less time spent driving
and a potential reduction in gasoline consumption, auto emissions, and auto-related traffic accidents. Due
to the increased likelihood for trip diversion from autos under the Build Altemative, Double-tracking has an
overall positive impact on traffic flow along 1-95 and adjacent facilities.
South Florida comprises over four million people, almost one-third of the State's population. By 2015,
population and employment are expected to grow by approximately 43 percent and 35 percent
respectively, over 1995 figures. As the Southeast Florida region has grown during the 1980's and 1990's
the streets and highways have become increasingly congested. Both transit development and highway
construction have not kept pace with this rapid population growth. The population in southeast Florida is
concentrated in a 12-mile segment between the coast and the Everglades. The predominant travel
patterns are in a north-south direction within the region. Opportunities to increase capacity for north-south
travel are limited because developable land is essentially built-out; and most of the remaining
undeveloped land is situated in ecologically sensitive areas.
~:
The South Florida Rail Corridor runs parallel to 1-95 for most of its length. 1-95 is a six- to ten-lane limited
access expressway, which is the most heavily traveled expressway in the South Florida region. Portions
'f the expressway carry more than 250,000 vehicles per day For most of its length, 1-95 has more than
..le maximum number of lanes allowed by the Florida Intrastate Highway System Policy Since most Tri-
Rail stations are located near 1-95, the expressway is used to access the stations. 1-95 already operates
at unacceptable levels of service throughout most of the day The proposed project would not exacerbate
projected traffic conditions that would occur under the No-Build Alternative. Traffic projections along 1-95
would remain the same with a slight decrease north of Palmetto Park Road, north of Atlantic Avenue,
north of Palm Beach Lakes Boulevard, and north of NW 125ttt Street. The project would therefore have no
impact on traffic operations along 1-95 through Palm Beach, Broward, and Miami-Dade Counties.
There has been a recent initiative towards creation of a more comprehensive network of transit facilities to
address increasing congestion on all roadways. Other modes of travel are necessary to carry the
projected demand within this corridor Service expansion of Tri-Rail plays an essential part in the
development of a regional, integrated, multi-modal transportation system.
The Double Track Project is expected to increase ridership on the existing line and approximately 80
percent of the patrons will access the stations by private automobile or by bus. The projected increase in
ridership will not have a significant impact on the roadways used to access the stations. The proposed
Project would not increase delays significantly between the No-Build and Build Alternatives. The increase
in traffic can be accommodated through signal optimization.
Tn-Rail Segment 5 Project
32
'he projected double tracking of the existing line will cause an increase in ridership but not a significant
,I1crease in traffic on the roadways that provide access to the stations. The increase in traffic is mostly
due to projected growth in the region, and therefore a decrease in accidents is not expected at crossings
near the stations. Based on the grade-crossing analysis, there will be an increased delay for travelers due
to the increase in the number of trains and in background traffic in the area. These conditions may
increase the probability of accidents, such as rear-end collisions. In order to maintain and/or improve the
existing level of safety at the grade crossings, the current grade crossing protection technology will be
upgraded. A new system consisting of a four-quadrant automated crossing protection will be installed and
implemented.
In addition, overall safety of the rail crossing can be improved by refining the advance warning signal
currently in place to warn drivers of incoming trains. Refinement of the waming system include the latest
proven IT systems equipment to prevent potential safety hazards occurring when two trains approach a
crossing within seconds of each other The advance warning system, in these cases could be regulated
to bridge the gap between trains and, combined with the four-quadrant gates, prevent drivers from going
over the tracks at inopportune times. Accompanying the double track corridor improvements, Tri-Rail will
undertake an extensive public information campaign regarding the change in train patterns at grade
crossings. A thorough public understanding of the project will improve the overall safety along the
corridor
Tri-Rail Segment 5 Project
33
~Iey, Judith
Subject:
Location
Tri-Rail Station Expansion
PZ Conf Udc)
Fri 3/8/2002 11"00 AM
Fri 3/8/2002 12'00 PM
Start:
End
Recurrence
(none)
Meeting Status.
Meeting organizer
Required Attendees.
Rumpf, Michael Johnson Eric; Johnson Don Large, Tim Hall Ken
David Leggett called 2/27/02 to set up the meeting with reps from Tri-Rail
(WHILE YOU WERE OUT)
IN\ v2... TIME 1/.5.
b
FOR
o FAX
PHONE 0 MOBILE
AREA CODE
NUMBER
PHONED
RElURNED
YOUR CALL
PLEASE CALL
M
OF
i{
~
SIGNED
1
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jX-OV\( f !
"c1J. (.~....- c Uc.. p~~ of-
_,vr-C::- '-" - (f / jl1 C'c.. 1--,../
5k-C"YIL~ -t/e- f~ a I<
y {U"lICLs
'E~~
, "\.:-"........~..
Dunty ...
Ra;~
CDnstru'tIir~
Trl-County Rail Constructors
A Joint Venture
Herzog/Granite/Washington Group
Ill~ l. ~m~mU r.r. 11m ~m[ [~~lr~II~~I~~m~ I~~l~
I~IJUIJ~II~JI mll~~ [~III 100
Manager
Pompano Beach. FL 33064
Phone: (954) 970-3228 ex!. 210
Fax: (954) 970-8101
Cell: (954) 448-6754
ahedberg@tcrcjv.com
DMJMllHARRIS
Richard Heidrich, AlA
\ It e Pre-.ident
OOUgld:::' Entrdnce
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Co,,1 Cahles Florida 3313~-3ng
Direct.HJS b48-YY J-
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TIme and Date ofMeetms-j-.".u" 3/8" 1\ A-1t1
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ApplIcant's Name '--J.A.A.- - I?~J:... Phone q~,+ - 774. -{4/C,
~~{ ~ (rbL C ev~C-- )
1 HAVE YOU SPOKEN TO ANY STAFF MEMBER ABOUT THE PROJECT?
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(IF YES, HAVE THOSE STAFF MEMBERS BEEN SCHEDULED FOR THE PRE-
APPLICATION MEETING?
STAFFMEMBERSNAME ~ bu-.~-,- ~. '# l_~ ;;; ,eb4 '
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2 LOCATION OF PROPERTY (CROSS STREETSIlNTERSECTIONS)
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ViHA T \VOULD YOU LIKE TO DO?
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BUILDING EXPANSION OR MODIFICATION
CHANGE IN PRlOR USE?
IS THE STRUCTURE CURRENTL Y VACANT?
VARIANCETYFE
POOL OR SCREEN ENCLOSURE
CO~RCLALPROPERTY?
RESIDENTLAL PROPERTY?
INDUSTRIAL PROPERTY?
DO YOU KNO\V THE ZONING CODE DESIGNATION?
II
4 TIME A1~1J) DATE PREFERRED 3/ ~ (:J tl (}1V\
5 HO\V MA,..lW PEOPLE WILL BE AT THE PRE-APP MEETING?
Note. Tell the person tltat someone from tlte Department will call tltem to confirm tlte meeting
..................................................................................
. Pre-applicatIon meetings should be scheduled for a mmimum of one (1) hour time module, and should be scheduled
no less than two (2) days prior to date/time of meeting. Ifurgency is sensed, discuss WIth Mike or Lusia.
. Meetin~s may be scheduled.
Monday afternoons
Tuesday all day
Wednesday all day
Thursday mornings
Note' Lusia is not available for Tuesday a.m. meetings,
and Mike is not available on Mondays between 11.30 a.m. and 2,30 p.rn.
S \P I ann i ng\Planning\Pre-app licati oncon tactquestions.doc
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lYIEETING DATE -oS -- <( - O?-
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ATTENDING FOR APPLICANT
NOTICE The purpose of this conference shall be for the staff and applicant to discuss overall
community goals, objectives, policies and codes ass related to the proposed development and to
discuss site plan review procedures. Opinions express at the pre-application conference are not
binding for formal review purposes. Additional staff comments may be forth coming based on actual
lans submitted for review
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PRE-APPLICATION MEETING
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MEETING DATE 2-7-0"2-
TIME "'2.. 00"" ~ D D
ATTEl';1)ING FOR APPLICA1~T 1\eI1l\"'f 5ch.ucdS
NOTICE The purpose of this conference shall be for the staff and applicant to discuss overall
community goals, objectives, policies and codes ass related to the proposed development and to
discuss site plan review procedures. Opinions express at the pre-application conference are not
binding for formal review purposes. Additional staff comments may be forth coming based on actual
lans submitted for review
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(IF YES, HA VE THOSE STAFF MEMBERS BEEN SCHEDULED FOR THE PRE-
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BUILDING EXPANSION OR MODIFICATION
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VARIANCE TYPE
POOL OR SCREEN ENCLOSURE
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RESIDENTLAL PROPERTY')
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DO YOU KNOW THE ZONING CODE DESIGNATION?
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TIME AND DATE PREFERRED d J rrr
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HO\V M.Au'N PEOPLE WILL BE AT THE PRE-APP MEETING?
Note Tell the persall that someone from the Department will call them to confirm the meeting
..................................................................................
. Pre-application meetmgs should be scheduled for a mimmum of one (1) hour tIme module, and should be scheduled
no less than two (2) days pnor to date/tIme of meeting. If urgency IS sensed, dISCUSS WIth Mike or LUSla.
. Meetines may be scheduled.
Monday afternoons
Tuesday all day
Wednesday all day
Thursday mornings
Note: Lusla 15 not available for Tuesday a.m. meetmgs,
and Mike IS not available on Mondays between 11,30 a.m. and 2,30 p.rn.
S. \P lanning\Ptann ing\Pre-applicationcon tactquestions.doc
PRE-APPLICATION MEETING LOG
lYlEETING DATE I TI::Y!E I
APPLICATIONS
ZONING DISTRICT
PROJECT NAME I
ATTENDING STAFF
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PRE-APPLICATION MEETING
SIGN IN SHEET
PLEASE PRINT
1\1EETING DATE
TIME
ATTEl'Il)JNG FOR APPLICANT
NOTICE The purpose of this conference shall be for the staff and applicant to discuss overall
community goals, objectives, policies and codes ass related to the proposed development and to
discuss site plan review procedures. Opinions express at the pre-application conference are not
binding for formal review purposes. Additional staff comments may be forth coming based on actual
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D VARIANCE TYPE~
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D RESIDENTIAL PROPERTY?
D INDUSTRIAL PROPERTY?
D DO YOU KNOW THE ZONING CODE DESIGNATION?
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[gJ 4 TIME AND DATE PREFERRED
[gJ 5 HOW MANY PEOPLE WILL BE AT THE PRE-APP MEETING?
NOTE TELL THE PERSON THAT SOMEONE FROM THE DEPARTMENT WILL CALL
THEM BACK TO CONFIRM MEETING
** PRE-APPLICATION MEETINGS SHOULD BE SCHEDULED FOR A MINIMUM OF ONE
(1) HOUR TIME MODULE
** PRE-APPLICATION MEETINGS SHOULD BE SCHEDULED NO LESS THAN TWO (2)
DAYS PRIOR TO DATE/TIME OF MEETING IF AN URGENCY IS SENSED, DISCUSS
WITH MIKE OR LUSIA.
** NO PRE-APPLICATION MEETINGS SHOULD BE SCHEDULED FOR THE FRIDAY
BEFORE A SCHEDULED TRC AND P & D BOARD l\lEETING, MO~DA Y
MORNINGS, THURSDAY AFTER1'lOONS, ON FRIDAY, NO MEETINGS UNLESS
TOLD
** LUSIA IS l'OT AVAILABLE FOR MEETINGS ON TUESDAY MOR'lINGS, AND MIKE
IS UNA V AILABLE MONDAYS BETWEEN 11.30 A.M. AND 2.30 P M.
** UPDATED 10/19/01
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PRE-APPLICATION MEETING
SIGN IN SHEET
PLEASE PRINT
MEETING DATE I, jog/Oj
TIME ~ '00/1-1
ATTENDING FOR APPLICANT
NOTICE The purpose of this conference shall be for the staff and applicant to discuss overall
community goals, objectives, policies and codes ass related to the proposed development and to
discuss site plan review procedures. Opinions express at the pre-application conference are not
binding for formal review purposes. Additional staff comments may be forth coming based on actual
lans submitted for review
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Iii-County Rail Constructors
3.2 STATIONS
3.2.1 GENERAL STATION DESIGN REQUIREMENTS
Scope
This section reviews the features incorporated into the proposed design as
established by the Segment 5 Project documentation Improvements for nine Tri-
Rail stations, construction of two one new stations and demolition of one existing
station including related site work are reviewed in this section Station elements
include platform canopy crossover pedestrian bridge vertical circulation
amenities and platform access Site elements include bus access passenger
pick-up/drop-off parking facilities and landscaping This section also includes
drawings depicting the material and dimensional characteristics of a typical station
. Drawing 3 2 1 01A Boca Raton Glades Station Site Plan
. Drawing 3.2 1 01 B Boca Raton Congress Station Site Plan
. Drawing 3,21 01C Mangonia Park Station Site Plan
. Drawing A2 01 Platform Plan-Typical New Station
. Drawing A2 02 Stair/Elevator Tower Plan-Typical New Station
. Drawing A2 03 Stair/Elevator Tower Plan-Typical New Station
Stations are a key
element to Tri-RaiJ's goal . Drawing A3 01 Exterior Elevations-Typical New Station
of /Ilcreasing flders/lip
. Drawing A3 02 Exterior Elevations-Typical New Station
. Drawing A3 04 Tower Section-Typical New Station
. Drawing A3 05 Tower and Overhead Walk Section-Typical New Station
Our approach to station design conforms fully with the specifications materials and
objectives of Tri-Rail and reflect our understanding that stations are a key element
to Tri-Rail's goal of increasing ridership Attractive and inviting stations that are
designed to integrate with and enhance the communities they serve are at the
foundation of Tri-Rail's design efforts. Anything less than an approach of this
nature or one that seeks a less effective approach toward the design for the sake
of cheaper proposal price does not serve the goals and objectives of the Segment
5 Project. Figure 3 2-1 depicts the station locations
Standards, Codes and Requirements:
In general the project facilities will be designed using the codes standards and
requirements defined in Book V Design Criteria, Part B Section 5 0
The most restrictive regulations of the following codes and standards are will be
applied
. Standard Building Code with local amendments
. Standard Plumbing Code with local amendments
. Standard Electrical Code with local amendments
. South Florida Building Code (Broward Edition)
VOL. 3 3.2 1
IrI,~I, 111 Dud)l, II" k ({)lIldor Improvemelll I'I()(jrdm
')t~gmellt ') f)e~IU' I/BUlld PI{)jell
flll,ll 5111)1/1111 II
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Tri-County Rail Constructors
Key
5
Stations Within Segment 5
....
4,.., It
o Stations to be Reconstructed
In Segmenr 5
o New Station In Segment 5
o Demolish Existing
Station In Segment 5
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VOL 3
322
TII~Rclll Double Tr 1(" Corridor Improvement Ploqram
SeYlIlent 5 Design/Build Project
Findl SIJ1HnltUl
Tri-County Rail Constructors
Each station will be
designed to renect the
local community
.
. South Florida Building Code (Miami-Dade Edition)
. National Fire Protection Association (NFPA) Codes
. FOOT Design Standards
. American Society of Testing Materials (ASTM)
. National Electrical Code (NEC)
. Americans with Disabilities Act (ADA)
. Florida Accessibility Code for Building Construction (FACBC)
Components and assemblies of wall and roof envelopes (doors windows glazing,
louvers roofing skylights, etc.) will require Miami-Dade product control approval
for stations located within their jurisdiction
Where no provisions are made in the codes for particular features of the design
the local standard architectural/engineering practice will be followed
General Design Parameters
The new station will follow the aesthetic standards set by Deertield Beach and
Mangonia Park stations, The facilities will handle passengers safely
economically and comfortably The new station will be designed to provide
traditional expressions of public transit systems and to provide shelter from
inclement weather
The work will be designed to standardized shop-fabricated components to the
maximum extent possible This indudes site furniture (benches, trash receptacles
telephone housing, etc,) graphics/information systems structural systems,
construction materials, glazing systems and light fixtures.
Platforms and canopies added to existing stations will match the architectural
image color finishes and construction components of the existing station
Crossover pedestrian bridges and elevator/stair towers will be visually compatible
with the existing platform and canopy systems
The appearance of new stations will match Mangonia Park and Deerfield Beach
Each station will have its design coordinated and approved at the local level to
reflect the local community
Pedestrian Movement
Pedestrian movement will be standardized to provide a familiar route to follow
Relationships between approach walk, entry ticket vending machines (lVMs)
directional sign age vertical circulation and crossover pedestrian bridge will easily
be recognized Three distinct user groups have been considered in the design of
pedestrian movement:
. Regular commuters
. Infrequent users
. Individuals with disabilities
VOL. 3 3 2 3
Segment 5 Oe~ign/BUl/d rroJL'u
r ill, II '>1" mlltt,,'
1r IJ;bRdll DoulJlL fr l( k (orf idor Improvement PfogrHll
Tri-County Rail Constructors
The following principles will be incorporated into the design to accommodate
varying needs
. Signage will be consistent at all stations
. Right-hand flows will be used (especially on stairs)
. Grade changes will be 1.20 or greater to avoid the need for handrails and
ramps
. Surge and queuing spaces will be provided
. Circulation conflicts will be minimized
. No obstructions in the platform pedestrian flow
. Circulation elements will use color lighting, texture and line-of-sight to aide
passengers
. Ramps will be 1 16 or greater when needed
Elements of Pedestrian Vl'rtical Circulation
Ramps and stairs will be used to provide access where at-grade access is not
possible Elevators and stairs provide egress and ingress to the crossover
pedestrian bridge All routes will be open to view and will be easily discerned
without signage however signage will be provided according to Tri-Rail
documentation
Ramps
Ramps will be used to satisfy train ingress and egress The mini-high
platform meets all applicable governmental rules, including ADA. Ramps
are one vertical unit to sixteen horizontal units (1 16) slope at a minimum
StaIrs
The straight run stairs will be 6-feet-wide which allows two people to
comfortably pass in opposite directions The linear circulation eliminates
direction changes and is will be visually simplistic. The stairs will meet all
applicable governmental rules for access ingress and egress The
following criteria are will be incorporated into the design of station stairs
. Stairs are cast-in-place concrete or pre-cast concrete
. Visual contrast between treads and risers is will be applied to riser
· Non-slip tread surface medium broom finish concrete
. 2-foot-wide by 6-foot-long abrasive metal nosing is will be cast into
stair
. The upper and lower approaches are will be marked with a 2-inch..
wide strip of contrasting color placed parallel to and not more than
1-inch from the step or landing
. Wall-mounted handrails are will be mounted on each side of the
stair
. Sides of stairs are will be fully enclosed
. Grate swing
VOL 3 32-4
TrI~r?,ljl OOIlI)lell It k C orlldor Improvement PIOlJf am
Segment 5 Des/gn/l3l11ld Project
Ilncl/5111)11l1tt,11
Tri-County Rail Constructors
Stations will handle
passengers safely
economically and
comfortably
Elevators
Elevators will be custom units. One elevator will be provided at each
platform for passenger access to the crossover pedestrian bridge Elevator
design and manufacturer will be the same for all stations Each elevator
will have glass on three sides and a cab platform large enough to
accommodate an ambulance stretcher Elevators will comply with Book
VII. Construction Specifications, Section 14201
Lighting
Light fixtures for all stations will be standardized Fixtures will be similar to those in
the Mangonia Park and Deerfield Beach stations. Existing light fixtures in stations
that do not comply with the specification in Book VII Construction Specifications
will be replaced
Ligllti"g LJesigtl Objectives
Station lighting will:
. Promote safety
. Properly illuminate task areas
. Illuminate graphic messages
. Be vandal resistant
. Be exterior grade low maintenance fixtures
. Use 'white light with CRI of 65 or greater
1111111lillatioll Levels
Illumination levels will be 10-foot candles at the platform, bridge lobby stair and
vending areas 2-foot candles will be used at sidewalks and parking areas
Illumination is will be designed to minimize glare and provide uniform distribution
Different shielding methods will be used to eliminate glare onto trains and
neighboring properties.
Signage
Signage location is will be standardized at each station as shown on Drawings
A2 01 and A2 02 Signage, supports, and anchorage are will be structurally
secure Wind force requirements will be considered in all designs as required by
local building officials. Book VI, Standard Drawings. identifies sign faces and
designs to be used on this project; no deviations are anticipated at this time
Clearance and Dimensional Requirements
Track Clearance
Horizontal and vertical clearances will comply with AREMA, FOOT and
CSXT standards. In the event of a conflict between cited standards the
more stringent will apply
Horizontal Track Clearance
The required distance from the centerline of the near track to the platform
edge will be 5-feet, 1-116 inch The minimum clearance from the edge of
the platform to the face of the elevator/stair tower structure will be 32-feet,
VOL 3
325
rri~l~dll Dout)le Track Corridor Improvement Progriun
Segment 5 De~ign/Bujld Project
Filldl Subrn/lIdl
Tri-County Rail Constructors
1-1/8 inch The minimum clearance from the centerline of the nearest
outside track to the canopy column or post will be 20-feet, 1-1/8 inch
Vertical Track Clearance
The clearance from top-of-rail to any overhead structure will be more than
24 feet, 3 inches Current bridge design exceeds requirements in Book V
Design Criteria Section 2.2.2 2 by providing over 26 feet of clearance from
the top-of-rail to the underside of the pedestrian overpass
Dimensional Requirements
Station elements are will be established based on the fire/life safety codes
the ADA, vehicle capacity and train consist size Fire /life safety and
egress requirements will comply with NFPA 130 Chapter 2, paragraph 5
Platform Leltgth
The platform length will be 400 feet. Tri-Rail/Amtrak stations will
be 1 OOO-foot-Iong platforms,
Platformlleight
The platform edge height will be 8 inches above the top of the
nearest rail
Platform Width
The width of the 400-foot-long Tri-Rail platform will be 25 feet, 0
inches The platform width of the Amtrak Platform Extension will
be 25 feet, 0 inches,
Platform Pedestrialt l'ravel Laltes!Exit Laltes
Each platform will conform to ttle ADA and to NFPA 130 Chapter
2 Paragraph 5
Clearaltce Above Platform
Canopy structure will be a minimum of 10 feet, 4 inches above the
platform.
Platform Grade
Platform surface will slope between 1 and 2 percent to conform to
ADA guidelines. American Concrete Institute construction
tolerances will be followed to eliminate ponding on the finished
platform surface Platform grade corresponds to the track grade
and will be sloped to drain away from tracks
Caltopy
Edge of canopy including gutter will be set back 5 feet from edge
of trackside platform Canopy width will be 20-feet-wide for the full
400-foot length
Crossover Pedestriall Bridge Width
Clearance inside the crossover pedestrian bridge will be 12 feet, 0
inches
VOL 3
32-6
"1$~R,lIJ Doul)lt Tr Irk Corridor Improvement Progrdm
Segmenl 5 Design/Build ProJer t
r 111.11 Su/mlll r I'
Tri-County Rail Constructors
ADA Compliance
All pedestrian passageways and ways of travel will comply 't'ith ADA requirements
The facilities will comply with the Federal ADA Guidelines the Florida Accessibility
Code and the specific mobility requirements of Tri-Rail These specific mobility
requirements of Tri-Rail include
. Ramp s slope not greater than 1 16
. Tactile warning strips at all platform edges without guardrails (includes
Amtrak platforms and mini-high platforms)
. Mini-high platform is 13 inches above platform and 21 inches above top of
rail
. Pedestrian passageways leading to emergency grade crossings are walks
not ramps with a maximum grade slope of 1.20
. Signage and public address system that meet Tri-Rail's standards
Systemwide Station Elements
Standardized station elements are summarized as follows
Platform
Platforms are will be cast-in-place concrete with perimeter concrete
foundations. Platform surface will be a medium broom finish scored and
jointed to control cracking. Platforms will be sloped to floor drains or to
previous site drainage areas Floor drains on the platform will have cast
iron gratings No storm water will be drained to the track rail bed or
allowed to pond on the platform surface New platforms added to existing
stations will match existing platform with regard to floor finishes railing
and guardrail details and other visual elements
Tactile Waming Strip
Platform edge at track will have a 24-inch wide continuous tactile warning
strip according to Book VII Construction Specifications Section 09301
l~ailillgs
Railings with 1 ~ inch outside diameter will be provided at ramps and
stairs Station platforms will have guardrails at three edges not adjacent to
the track. Railings will match existing conditions at stations where a
platform is to remain Railings at stations with new platforms Will be
stainless steel
Electrical Power
Electrical power will be provided by 11 OV 20-amp single-phase
convenience outlets in lockable receptacles and will be are located at 80-
foot spacing.
Windscreells
Transparent windscreens are will be provided as necessary on the stairs
elevator and crossover pedestrian bridge to protect passengers from
wind-blown rain
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I"J~)r?<l11 Double Trdlk Corridor Improvement Progr<llll
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F'n,~' Slltmlltt II
Tri-County Rail Constructors
IItl1ltiicapped Ramp (Milli-High Platform)
One concrete handicap ramp is will be provided at the north end of each
new platform as noted in Section 3.2 1 The landing' level will be raised 13
inches above the platform (21 inches above the top of rail) for the
physically challenged passenger to access enter and exit the train, The
ramp and landing will have a medium broom finish Guardrails and
handrails are will be provided as noted in this section A 6-inch-high by 8-
inch-wide concrete curb will be furnished at perimeters having guardrails
or handrails
Crossover Pedestrian Bridge with Elevator/Stair Towers
The crossover pedestrian bridge will be a steel truss system which will be
constructed in three sections, and erected in the field The floor of the
bridge will have a Y2-inch steel deck on tubular steel joists and 4 inches of
concrete fill Floor will receive a medium broom finish The crossover
pedestrian bridge will be fully roofed with a positive drainage system to
divert stormwater away from passengers and the track rail bed Perimeter
walls of the crossover bridge will have wire mesh which prevents passage
of an object greater than 1 Y2 inches No mechanical ventilation is planned
at this time
The elevator/stair towers are will be of concrete and masonry construction
These units will be standardized for all new or completely renovated
stations Custom designs will be developed for West Palm Beach Delray
Beach Deerfield Beach Fort Lauderdale and Hollywood stations
Refer to Drawings A3 01 A302 A304 and A3 05 for materials and
design of the bridge and tower assembly
t II'Vll tors
Elevators will have glass on three sides and will accommodate a rolling
emergency stretcher This unit will be used at all stations but is a custom
cab fabrication The architect does not anticipate a cost problem with this
requirement. Elevators will conform to Book VII Construction
Specifications Section 14201
Stairs
Stairs are will be open to view with a full roof to provide protection from
inclement weather Stairs are will be secured with lockable gates to
protect against non-authorized entry during non-operational hours
Openings in stairs will be protected by 1 Y2-inch wire mesh
Ticket Vellding Machine Enclosure
The TVM enclosure will be lockable with masonry or concrete walls and a
roof The open side will be secured with a lockable solid panel-coiling
door The lock uses Tri-Rail's standard key for TVM enclosures. The
TVM enclosure accommodates two TVMs and two Stand-Alone Validators
(SAV), TVM size may vary by manufacturer but the footprint will be
approximately 3 feet, 6 inches by 2 feet, 6 inches Pavement under the
TVM will be designed for approximately 1,200 pounds. Clearance of 6
inches to the rear and 24 inches lateral will be provided Separate power
communication conduit, and cabling will be provided to each TVM SA Vs
will be located on top of a pedestal or steel pole provided by the SA V
supplier Separate power and communication conduit and cabling will be
VOl. :3
3.28
Irl~f~,1I1 Douhle Trdck Comdur Improvement Progrdlll
Segment 5 Des'(jn/Build I'roJ('( t
fill'" ')1I11l11l11.tI
Tri-County Rail Constructors
provided to each SAY A minimum of 6 feet of slack in the power line will
be provided Individual circuit breakers for each TVM and SA V will be
provided
Vewli"g Machi"e Area
This space accommodates two vending machines per platform with
electrical power receptacles for the equipment. The space has will have
three walls and a roof covering
Emergellcy Grade Crossillgs with Gales
One emergency grade crossing with a lockable gate and an access
walkway is will be provided OIl the north end of the platform at every non-
Amtrak Station Two emergency grade crossings with lockable gates and
access walkways are will be provided at Amtrak Stations one at each end
of the 1000-foot-long extended platform.
Crossings comply with the requirements of ADA, CSXT and FOOT and are
8 feet by 0 inches wide which conforms to Book VII Construction
Specifications. Sections 02730 and 07650
The Emergency Grade Crossing will be concrete pavement.
Ca"opy
Canopies will be 400-feet-long by 20-feet-wide and will cover the platform
The canopies will be independent from the stair/elevator tower to allow
movement between the structural systems.
Canopy supports are will be steel columns with a double-cantilevered
framed centered 10 feet from the back edge of the 25-foot-wide platform
The canopy is will be a uniform design that allows expansion All canopy
components are will be standard steel shapes, which are durable and
economical to repair or replace
Canopy design assumes that the rain is will fall falling at a 30-degree
angle from the vertical Drip lines will not be over travel pathways Gutters
and downspouts are will be designed to be vandal resistant, using steel
piping and welded supports Cleanouts are will be provided in downspouts
and convey water away from track.
The underside of the canopy roof will not have exposed fasteners
'nter-trark Fence
The fence will be 3/S feet higher than the top of the highest rail The fence
is will be vinyl coated steel chain link and posts with steel top and bollom
rails, Posts will be set in concrete Inter-track fence will extend 200 feet
beyond the platform (including Amtrak platform extension) on each end
Where track centers will be less than 7 feet, 6 inches or track is on a
curve Tri-Rail will review and approve all inter-track fence installation
plans
The inter-track fence will have a 20-foot-wide sliding gate at each
emergency grade crossing A minimum 7 foot clearance is required
between centerline of track and face of gate All gate locks will be master
keyed ten key sets will be provided
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lfl~ll,111 Double rr Ilk Corridor Improvement Program
Segment 5 Design/BUIld I'roJL'\ {
Flndl <;ul JIIlI{l "
Tri-County Rail Constructors
Amtrak Platform Extellsioll
The Amtrak platform extension will be 25 feet by 600 feet long for Amtrak
trains The platform will be asphalt pavement with nb canopy Edges will
be concrete with a 24-inch-wide continuous tactile warning strip Lighting
will be provided on the Amtrak extension platforms at a minimulIl level of
1 a-foot candles, but light will be shielded to prevent glare into the
engineer's eyes
Approach Walks
The approach walk provides a focal point to access and exit from the
platform
Approach walks will be sloped 1.20 or greater for passengers to access
the platforms from parking passenger pick-up/drop-off areas and bus
stops Walks will be a medium broom finish concrete construction with
concrete pavers or impressed concrete accents
Blls Shelter
Bus shelters will be located within 150 feet of the station entrance walk
and within 25 feet of the bus drop-off lane
Parkillg Spaces
Parking spaces will be asphalt pavement, with stripping drainage and site
illumination to comply with governmental rules This proposal conforms to
the number of additional parking spaces requested in Book V Design
Criteria Section 3 4
Passenger P;ck-lIp/Drop-off/Blls Approach talle
Passenger Pick-up/Orop-off/Bus approach lanes will be asphalt-paved
drives with of a thickness that conform to FOOT standards for automobiles
and buses. Signage will indicate the dedicated use of these areas Each
site will be custom designed to accommodate the scope of work.
Platform Felice
The platform fence will be 4-foot-high vinyl-coated steel chain link on 1~-
inch posts with top and bottom rail at grade around the platform (including
Amtrak platform extension) Posts will be set in concrete The platform
fence has will have lockable 4-foot-wide gates at the paved walkway
leading to the emergency grade crossing,
Platform fences and gates will be added at the ends of existing platforms
to prevent unauthorized access to the paved walkway leading to the
emergency grade crossing Historic stations will require an ornamental
fence
All locks on the platform fence will be master-keyed with ten key sets
provided to Tri-Rail
tamisCl1pillg
Landscaping and irrigation will be installed in accordance with
governmental rules, Xeriscape landscaping schemes will be used
,.--
VOl. 3
32.10
Iri~'?,'" Douhle Trd(k COrridor Improvement Program
Seqmenl 5 De~;gn/Bu;ld ProJe( t
Fill'" Sulmllll II
Tri-County Rail Constructors
Trees planned for this work include
. Royal Palms
. Cabbage Palms
. Laurel Oaks
. Live Oaks
Shrubs planned for this work include
. Pittosporum
. Texas Sage
. Oleander
Ground covers planned for this work include
. Lantana
. Beach Sunflower
. Aztec Grass
S is" age
Signage includes electronic variable message signs directories and
directional/informational signs at the station and within the station site. All
sign age and their locations conform to the Tri-Raillnternal Signage
Graphics Manual provided in Book VI Standard Drawings. All Stations will
have new standard sign age on both platforms. both canopies the
pedestrian crossover bridge and throughout the station Existing station
sign age not conforming to the Internal Signage Graphics Manual will be
removed and delivered to a site as directed by Tri-Rail
Sign age will comply with ADA standards
Two 'Warning-Close Clearance signs as required by CSXT FOOT and
train operations will be supplied at each station
Signage will be designed and located to guide persons through the system
in the most efficient and safe manner
Site FlImishillgs
Site furnishings will meet the requirements of Book VII Construction
Specifications. Section 02870 Site furnishings in existing stations under
this contract that do not comply with Book VII Construction Specifications
Section 02870 will be removed and replaced with new site furnishings
When existing site furnishings conform to the requirements new site
furnishings will match the existing site furnishings
Site furnishings will be permanently mounted to walls or pavement with
anchor bolts
The following site furnishings will be provided
. 12 Benches on each platform
. 6 Waste receptacles on each platform
. Waste receptacle at eiJch vending area
VOL. 3 3 2 11
II ~r~dll Double Trd( k (olfldor IInprovenwlll PlOgrdm
Segment 5 DesIgn/Build Project
Findl SulJrnllL II
Tri-County Rail Constructors
. Waste receptacle at each approach walk
. Bicycle rack at each approach walk
. 3 Telephone booths at each platform
. Lighted bollards at walkways
. Bulletin board at each platform
. Pamphlet rack at each platform
A11l1Jassador's Office
The Ambassador s Office is will be 100 square feet with an adjoining
private toilet room, The office space will have air conditioning, lighting
acoustical tile ceiling vinyl tile floor painted gypsum board walls with
electrical receptacles and telephone connection
The toilet room will have one water closet and one lavatory with toilet
accessories including mirror soap dispenser trash receptacle and paper
towel/tissue dispenser The toilet room will have air conditioning and will
be finished similar to the office except for a ceramic tile floor and 4-foot
high ceramic tile wainscot on all walls The ambassador s office and toilet
room will be ADA compliant.
11\:11';",\
Lighting will support station safety and security Lighting systems will be
durable energy efficient, and easily maintained Fixtures will be
waterproof and vandal-resistant. Protective lenses or guards will be used
where special protection is required against breakage and vandalism,
Lighting will be provided in parking lots and at access points to the station
entrances using a combination of pole mounted fixtures and light bollards.
Lighting will not interfere with train operators or create a nuisance to
neighboring properties Platform fixtures will be surface-mounted at
canopies and post-mounted at open platforms Fixtures will maintain
uniform illumination throughout the platform area Backlit exit signs will be
installed at exits, A battery back-up emergency lighting system will be
provided
Site ligl1ting will be controlled by electric photocells to limit hours of
operation but a failure-of-control mechanism will be used to prevent
inadequate lighting conditions Off-hour operational lighting will be
furnished to provide reduced levels of illumination when station is not in
use
Consecutive fixtures in a row will be wired to alternating circuits to ensure
partial lighting in the event of a circuit breaker trip
'White ligl1t will be used with illumination levels conforming to industry
standards and governmental rules
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3212
Irl~rldll UuulJle Irdcl<. (orrldor Improvement Progrdl11
Segment 5 DesIgn/Build Project
Fllldl SLJIJIll/tldl
Tri-County Rail Constructors
3.2.2 PASSENGE({ MOVEMENTS IN AND AROUND STATIONS
Drawing 3.2.2.01 shows the details of passenger movemen'ts in and around
stations
Circulation from the site to the station is along a 20-foot-wide station entrance
walk At the entrance to the station a visitor will encounter stairs to the crossover
bridge on the left, station directional graphics on each side of the walk, and the
ambassador s office to the right. The station name will be fixed on the canopy
above the entrance Directional signs at the entrance inform passengers which
direction to proceed for station services
The platform will have a clear width of 25 feet for the full 440-foot length due to the
straight-run stair This provides ample circulation to ticket machines elevator
seating and trackside waiting area The canopy will be supported by a double-
cantilevered frame placed 20 feet apart, This provides a 10-foot-wide circulation
aisle along the backside of the platform and a 15-foot-wide circulation zone along
trackside Both circulation aisles run the full length of the platform Seating will be
placed on the column centerlines to provide maximum protection from the weather
Graphics
Graphics indicating train direction elevators ticketing station
identification and handicap services will be integral parts of the circulation
route through the station
Landscaping
Landscaping around the platform provides an enclosure to define the
extent of the platform
Crossover Bridge
The crossover bridge will be 12 foot, 0 inches clear on the inside and have
a level concrete floor
Stairs
Stairs will be visible from the platform and entrance walk. Each stair
entrance will be marked with a 'North Bound Train and 'South Bound
Train sign Stairs will be 6-foot-wide which will allow two people to pass
comfortably in each direction The straight-run avoids the need to switch
back against egress flow
Elevator
The elevator will be visible from the platform and entrance walk. A sign
under the canopy will identify the entrance to an 8 feet by 14 feet elevator
lobby on each level.
3.2.3 RENDF({INC,S
Please refer to the attached renderings of a new station and one existing station to
be expanded
VOL 3
3213
Iri~h III (}IJl:l>IL 1'.Irk Corridor hnprovelllt'I11 Plogr,lIll
Segmenl 'j f)e~ign/BlJild Project
f,n,,' SuI" 'lIlt,,/
Tri-County Rail Constructors
3.2.4 nmEE-D1MENSIONAL COMPUTER GENERATED RENDERING
Please refer to the three-dimensional rendering that dcrnons'trates architectural
design character and fully complies with the requirements of Book I Instructions
to Bidders
3.2.5 ORAWING LIST
3.2 2 01
32 1 01 B
3.2 1 01C
A201
A202
A203
A301
A302
A304
A305
3 2 3 02
3 2 3 02
VOL. 3
l'I,~I?,lll DoulJh' Tr H k l orridor IlIlprovemertll'JOfJrdl11
Circulation Plan Typical Station
Site Plan Boca Raton Congress Station
Mangonia Park Station Site Plan
Platform Plan-Typical New Station
Stair/Elevator Tower Plan-Typical New Station
Stair/Elevator Tower Plan-Typical New Station
Exterior Elevations-Typical New Station
Exterior Elevations-Typical New Station
Tower Section-Typical New Station
Tower and Overhead Walk Section-Typical New Station
Computer Rendering-Boca Raton Congress Station
Computer Rendering-Mangonia Park Station
3.2 14
Segment 5 Design/Uuild Projl.(t
Findl Sl,l)l J1\\t;ll
PLANS I OVERSIZED
DOCUMENTS