1 | Page

Florida East Coast Railway 

Development of Passenger Rail Service from Downtown West Palm Beach to 

Downtown Miami 

Railroad Crossings Analysis 

1. Introduction 

Florida East Coast Railway (FEC) is proposing to develop passenger rail service from downtown West 

Palm Beach to downtown Miami. The service will include stations at West Palm Beach, Fort Lauderdale, 

and Miami. This memorandum documents traffic operations analysis for selected railroad crossings at 

major arterials in the study area. This analysis was done to evaluate the impact of the proposed passenger 

rail service on adjacent roadway network.

2. Study Crossings 

Following major arterials with at-grade crossing with FEC railroad in each of the three counties were 

selected to be analyzed: 

Palm Beach County: 

Forest Hill Boulevard Crossing 

Linton Boulevard Crossing 

Broward County: 

Hillsboro Boulevard Crossing 

Broward Boulevard Crossing 

Miami-Dade County: 

US 1/Biscayne Boulevard Crossing 

NW 20th Street Crossing 

These crossings along with any adjacent intersections were analyzed for Opening Year 2015 and Build 

out Year 2035. 

3. Methodology 

The traffic analysis was performed using Synchro/SimTraffic analysis software based on procedures 

found in the Highway Capacity Manual (HCM). The analysis was on following procedure and 

assumptions: 

 Length of the train, speed, and clearance time requirements for closing and opening of the gates at 

the crossings are based on information from FEC, and in accordance with FRA and FDOT 

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guidelines. Details of train characteristics, frequency and clearance time are attached to this 

memorandum.

 Two railroad crossing events are assumed to take place during the PM peak hour, one in each 

direction, resulting in two crossings per hour. This constitutes a worst case condition, since the 

traffic conditions on adjacent roadways are represents highest delay/congestion during pm peak 

period. 

 Based on the speed, length and clearance time, the proposed passenger train is anticipated to take 

approximately fifty two (52) seconds to clear the crossing. The freight trains take much longer 

(anywhere from 237 seconds to 308 depending on the County) to clear the crossing. 

 The peak hour operations at the crossing were divided in to three cycles. The first cycle 

represents no train crossing event, second cycle represents freight train crossing event, and the 

third cycle represents passenger train crossing event. Delay was calculated for each of these 

cycles and the average delay was calculated as the weighted hourly average delay of the signal 

cycles with no train crossing, with freight train crossing, and with passenger train crossing. 

 Levels of service (LOS) for the roadways and intersections in the influence area of the crossing 

was calculated using the weighted average of the LOS for all signal cycles during the peak hour 

with and without the train crossing events. For illustration purposes, the LOS is also presented for 

the affected cycles when the railroad crossings take place. 

 All traffic signals are assumed to have pre-emption capabilities, allowing traffic to clear out 

and/or hold vehicles until the train clears. 

3. Traffic Data 

Traffic data used in this analysis was obtained from Palm Beach County, Broward County, Dade 

County and FDOT sources. Some counts used in the analysis were conducted by URS in 2010. 

Opening Year 2015, and Build out Year 2035 traffic volumes were developed by using a 1% per 

year growth rate from existing counts. It should be noted that most of the study corridor is built 

out and has experienced either no growth or negative growth in the past 5 years. Therefore this 

1% growth assumption represents a worst-case scenario. 

4. Traffic Operational Analysis: 

Capacity analyses for all the crossings and intersections in the study area were conducted in accordance 

with the methodology presented in the Highway Capacity Manual utilizing the Synchro/Simtraffic 

software, version 7. Level of Service qualitatively relates capacity to operational conditions. LOS ranges 

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from “A” to “F”, with “A” being the best operating condition and “F” being the worst. Generally, LOS 

“D” or better is considered acceptable. LOS for signalized intersections is measured by control or signal 

delay per vehicle. Table 1 provides the delay ranges for LOS “A” through “F”. 

TABLE 1 

LEVEL OF SERVICE CRITERIA 

Level of Service Delay 

(seconds/vehicle)

A <10 

B 10.1 to 20.0 

C 20.1 to 35.0 

D 35.1 to 55.0 

E 55.1 to 80.0 

F > 80.0 

 Source: Highway Capacity Manual (HCM) 2000 

For this project intersections and railroad crossings were analyzed for the p.m. peak hour conditions to 

represent the maximum traffic volumes during the day. The p.m. peak hour generally takes place between 

4:00 p.m. and 6:00 p.m. Each location was analyzed without train, with freight train and with passenger 

train events. The operation includes a clearance phase prior to the arrival of the train to clear any queues 

present on the railway and adjacent approaches. Then the gates will be closed and train crossing event 

will run. During this phase, the traffic movements not effected by the crossings will continue to operate 

normally at the adjacent intersections. 

After the train event the intersections should revert back to normal phase operations for the rest of the 

peak hour. Since the train crossing only occurs two times during the peak hour period, the delay with the 

rail service was calculated using the weighted average of the delay with one freight train cycle, with one 

passenger train cycle and delay with no train event for remaining cycles in the hour. Delays and levels of 

service were also calculated and reported for the affected cycle when railroad crossings are anticipated to 

take place. Queue lengths were obtained from 95th percentile queue lengths reported by the Synchro 

Software. The 95th percentile queue represents the queue length that is not expected to be reached 95% of 

the time. A similar procedure was applied for estimating queue lengths on the approaches to the rail 

crossing when the train is present. Results for delay, LOS, and queue are summarized for each crossing 

and adjacent intersection in tabular format. 

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Summary: 

Based on the analysis of the opening year 2015 and build out year 2035 with and without the train service 

traffic operations at study area crossings and intersections, the following conclusions were reached: 

 The passenger train is expected to clear the crossing in 52 seconds and have one such crossing 

event in the peak hour. The analysis indicates that the additional delay at the crossing caused by 

the introduction of passenger rail service on the adjacent roadway network is minimal. 

 Since the analysis was conducted for the peak hour, any event taking place during non-peak hours 

would have less impact on traffic operations. 

 The traffic operations and LOS at adjacent intersections are anticipated to continue to operate at 

similar LOS with the introduction of the passenger rail service compared to LOS with already 

existing freight service. Therefore the additional impact from the passenger rail service is 

minimal. During a train crossing event, traffic movements not affected by the train will be 

operated normally to minimize the impact on delay and queues. 

 Even though not specifically estimated at this time the train service is expected to benefit some 

north-south roadways between West Palm Beach and Miami as a result of commuters taking the 

passenger rail service in place of auto trips. 

 It should be noted that some of the crossings have intersections within close proximity of the 

crossing and queues will back up to and over the FEC railway at these intersection. These queues 

must be cleared before the rail crossing event under the pre-emption signal cycle operation. 

Proper signage and traffic controls to alert drivers about the railroad crossings will be in place in 

accordance to local City, County and State standards. 

DRAFT
Service 

Type

Time to activate 

and close the gate 

(Sec)

Length 

(Feet)

Speed 

(mph)

Time to 

Clear 

(Sec)

Time to bring the 

gate back up 

(Sec)

Total time to 

activate and 

clear (Sec)

Crossings 

per Day

Delay 

per Day 

(Min)

Maximum 

crossings 

per hour

Max delay 

per Hour 

(Min)

Freight 30 6750 28.5 161 15 206 27 92.7 2 6.9

Freight 30 6750 22.6 204 15 249 27 112.1 2 8.3

Freight 30 6750 29.5 156 15 201 27 90.5 2 6.7

Service 

Type

Time to activate 

and close the gate 

(Sec)

Length 

(Feet)

Speed 

(mph)

Time to 

Clear 

(Sec)

Time to bring the 

gate back up 

(Sec)

Total time to 

activate and 

clear (Sec)

Crossings 

per Day

Delay 

per Day 

(Min)

Maximum 

crossings 

per hour

Max delay 

per Hour 

(Min)

Freight 30 8837 30.5 198 15 243 14 56.7 1 4.1

Passenger 30 600 60.1 7 15 52 12 10.4 1 0.9

Total 67.1 5.0

Freight 30 8837 30.5 198 15 243 14 56.7 1 4.1

Passenger 30 600 60.1 7 15 52 12 10.4 1 0.9

Total 67.1 5.0

Freight 30 8837 31.3 192 15 237 14 55.3 1 4.0

Passenger 30 600 60.1 7 15 52 12 10.4 1 0.9

Total 65.7 4.9

Service 

Type

Time to activate 

and close the gate 

(Sec)

Length 

(Feet)

Speed 

(mph)

Time to 

Clear 

(Sec)

Time to bring the 

gate back up 

(Sec)

Total time to 

activate and 

clear (Sec)

Crossings 

per Day

Delay 

per Day 

(Min)

Maximum 

crossings 

per hour

Max delay 

per Hour 

(Min)

Freight 30 8150 39.5 141 15 186 22 68.2 1 3.1

Passenger 30 600 60.1 7 15 52 16 13.9 1 0.9

Total 82.1 4.0

Freight 30 8150 38.5 144 15 189 22 69.3 1 3.2

Passenger 30 600 60.1 7 15 52 16 13.9 1 0.9

Total 83.2 4.1

Freight 30 8150 33.2 167 15 212 22 77.7 1 3.5

Passenger 30 600 60.1 7 15 52 16 13.9 1 0.9

Total 91.6 4.4

Service 

Type

Time to activate 

and close the gate 

(Sec)

Length 

(Feet)

Speed 

(mph)

Time to 

Clear 

(Sec)

Time to bring the 

gate back up 

(Sec)

Total time to 

activate and 

clear (Sec)

Crossings 

per Day

Delay 

per Day 

(Min)

Maximum 

crossings 

per hour

Max delay 

per Hour 

(Min)

Freight 30 12795 39.5 221 15 266 22 97.5 1 4.4

Passenger 30 600 60.1 7 15 52 16 13.9 1 0.9

Total 111.4 5.3

Freight 30 12795 38.5 227 15 272 22 99.7 1 4.5

Passenger 30 600 60.1 7 15 52 16 13.9 1 0.9

Total 113.6 5.4

Freight 30 12795 33.2 263 15 308 22 112.9 1 5.1

Passenger 30 600 60.1 7 15 52 16 13.9 1 0.9

Total 126.8 6

Notes:

1 FRA regulations require 20 seconds to activate and close the gate prior to the train entering the railroad crossing and 10 seconds to bring the gate back up.

FDOT uses 30 seconds to activate and close the gate prior to the train entering the railroad crossing and 15 seconds to bring the gate back up.

To accoutn for the worst-case scenario, FDOT timings were used in this analysis.

2 Time taken for the train to clear the railroad crossing is calculated using the length of the train and speed of the train.

3 A maximum of two trains would cross per hour (Northbound and Southbound combined)

4 To account for freight growth from 2016 to 2035, a 3% per year growth was assumed. The length of the train was increased 3% per year to account for this

The number of trains was kept constant.

FEC RAILROAD CROSSING DELAY ESTIMATES-2006 BASE CONDITION

PALM BEACH

BROWARD

MIAMI-DADE

FEC RAILROAD CROSSING DELAY ESTIMATES-2016 YEAR CONDITION

BROWARD

MIAMI-DADE

FEC RAILROAD CROSSING DELAY ESTIMATES-2015 OPENING YEAR CONDITION

PALM BEACH

BROWARD

MIAMI-DADE

FEC RAILROAD CROSSING DELAY ESTIMATES-2035 YEAR CONDITION

PALM BEACH

PALM BEACH

BROWARD

MIAMI-DADE

DRAFT
Forest Hill Blvd Crossing_Opening Year 2015 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

Forest Hill Blvd @ Georgia Ave

Overall Intersection 11.8 B 54 187.9 F 1 36.6 D 1 15.4 B

EB Approach 8.8 B 150 54 240.4 F 1225 1 33.6 C 275 1 13.4 175 B

WB Approach 10.4 B 175 54 157.6 F 1 35.4 D 1 13.5 B

Forest Hill Blvd @ FEC RR Crossing

EB Approach 0.0 A 0 54 106.7 F 1 10.0 B 1 2.1 A

WB Approach 0.0 A 0 54 238.5 F 1200 1 32.8 C 275 1 4.8 25 A

Forest Hill Blvd Crossing_Build Out Year 2035 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

Forest Hill Blvd @ Georgia Ave

Overall Intersection 13.0 B 53 224.3 F 1 45.8 D 1 17.4 B

EB Approach 10.4 B 225 53 379.4 F 1700 1 47.7 D 375 1 17.8 250 B

WB Approach 11.7 B 225 53 89.4 F 1 39.0 D 1 13.6 B

Forest Hill Blvd @ FEC RR Crossing

EB Approach 0.0 A 0 53 224.6 F 1 11.9 B 1 4.3 A

WB Approach 0.0 A 0 53 380.2 F 1700 1 46.4 D 375 1 7.8 50 A

Linton Blvd Crossing_Opening Year 2015 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

Linton Blvd @ Dixie Hwy/FEC RR

Overall Intersection 37.4 D 33 365.0 F 1 103.1 F 1 48.6 D

EB Approach 28.0 C 275 33 323.0 F 1000 1 81.3 F 400 1 38.0 300 D

WB Approach 41.6 D 350 33 486.9 F 1700 1 80.1 F 475 1 55.4 400 E

Linton Blvd Crossing_Build Out Year 2035 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

Linton Blvd @ Dixie Hwy/FEC RR

Overall Intersection 52.4 D 33 475.5 F 1 153.8 F 1 67.4 E

EB Approach 39.6 D 400 33 349.3 F 1300 1 120.8 F 500 1 50.8 425 D

WB Approach 56.9 E 525 33 557.6 F 2175 1 119.3 F 600 1 73.0 575 E

Notes:

1.Delay measured in sec/veh;

2.LOS-Level of Service

3.Queue lengths shown are in feet rounded to nearest 25 feet.

4. To obtain 2015 and 2035 volumes, existing volumes were grown at 1% per year growth rate

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Mainline Railroad Crossing Delay Analysis

Palm Beach County

PM Peak hour Delay and LOS

Weighted Average

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle

Weighted Average

DRAFT
Hillsboro Blvd Crossing_Opening Year 2015 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

Hillsboro Blvd @ FEC RR

Overall Intersection 0.0 A 53 299.2 F 1 28.4 C 1 6.0 A

EB Approach 0.0 A 0 53 233.7 F 1600 1 25.4 C 350 1 4.7 25 A

WB Approach 0.0 A 0 53 353.2 F 2150 1 30.9 C 475 1 7.0 50 A

Hillsboro Blvd Crossing_Build Out Year 2035 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

Hillsboro Blvd @ FEC RR

Overall Intersection 0.0 A 53 489.1 F 1 44.8 D 1 9.7 A

EB Approach 0.0 A 0 53 403.3 F 2325 1 29.8 C 450 1 7.9 50 A

WB Approach 0.0 A 0 53 559.8 F 3026 1 57.1 E 675 1 11.2 75 B

Broward Blvd Crossing_Opening Year 2015 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

Broward Blvd @ FEC RR

Overall Intersection 0.0 A 52 571.3 F 1 41.3 D 1 11.3 B

EB Approach 0.0 A 0 52 651.0 F 3475 1 52.7 D 925 1 13.0 75 B

WB Approach 0.0 A 0 52 474.4 F 2700 1 27.5 C 600 1 9.3 50 B

Broward Blvd Crossing_Build Out Year 2035 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

Broward Blvd @ FEC RR

Overall Intersection 0.0 A 52 841.0 F 1 93.2 F 1 17.3 B

EB Approach 0.0 A 0 52 943.7 F 4750 1 132.0 C 1225 1 19.9 100 B

WB Approach 0.0 A 0 52 716.0 F 3725 1 45.8 D 900 1 14.1 75 B

Notes:

1.Delay measured in sec/veh;

2.LOS-Level of Service

3.Queue lengths shown are in feet rounded to nearest 25 feet.

4. To obtain 2015 and 2035 volumes, existing volumes were grown at 1% per year growth rate

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Mainline Railroad Crossing Delay Analysis

PM Peak hour Delay and LOS

Broward County

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

DRAFT
US 1/Biscayne Blvd Crossing_Opening Year 2015 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

US 1 Biscayne Blvd @ NE 6th St

Overall Intersection 14.9 B 38 98.0 F 1 28.4 C 1 17.3 B

NB Approach 11.6 B 200 38 139.0 F 1125 1 21.3 C 275 1 15.0 225 B

SB Approach 18.2 B 125 38 84.1 F 1 25.7 C 1 20.0 B

US 1 Biscayne Blvd @ FEC RR Crossing

NB Approach 0.0 A 0 38 257.8 F 1 37.2 D 1 7.4 A

SB Approach 0.0 A 0 38 102.2 F 475 1 15.6 B 125 1 2.9 25 A

US 1/Biscayne Blvd Crossing_Build Out Year 2035 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

US 1 Biscayne Blvd @ NE 6th St

Overall Intersection 18.0 B 35 370.6 F 1 36.6 D 1 28.0 C

NB Approach 14.4 B 250 35 562.8 F 1850 1 22.9 C 350 1 29.5 300 C

SB Approach 20.3 C 175 35 355.4 F 1 52.8 D 1 30.2 C

US 1 Biscayne Blvd @ FEC RR Crossing

NB Approach 0.0 A 0 35 808.0 F 1 40.6 D 1 22.9 C

SB Approach 0.0 A 0 35 176.4 F 650 1 16.1 B 150 1 5.2 25 A

NW 20th St Crossing_Opening Year 2015 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

NW 20th St @ Miami Ave

Overall Intersection 9.0 A 35 46.3 D 1 20.6 C 1 10.3 B

EB Approach 9.6 A 125 35 132.6 F 775 1 16.3 B 200 1 13.1 150 B

WB Approach 8.6 A 75 35 11.9 B 1 1.6 A 1 8.5 A

NW 20th St @ FEC RR Crossing

EB Approach 0.0 A 0 35 76.6 E 1 17.2 B 1 2.5 A

WB Approach 0.0 A 0 35 106.7 F 300 1 14.7 B 75 1 3.3 25 A

NW 20th St Crossing_Buildout Year 2035 Conditions

Approach/Movement

Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay LOS Queue Cycles/Hour Delay Queue LOS

NW 20th St @ Miami Ave

Overall Intersection 10.6 B 35 199.3 F 1 22.4 C 1 16.0 B

EB Approach 11.8 B 200 35 445.7 F 1500 1 17.1 B 250 1 23.7 225 C

WB Approach 10.1 B 100 35 402.0 F 1 1.7 A 1 20.5 C

NW 20th St @ FEC RR Crossing

EB Approach 0.0 A 0 35 264.5 F 1 17.2 B 1 7.6 A

WB Approach 0.0 A 0 35 155.8 F 450 1 15.0 B 100 1 4.6 25 A

Notes:

1.Delay measured in sec/veh;

2.LOS-Level of Service

3.Queue lengths shown are in feet rounded to nearest 25 feet.

4. To obtain 2015 and 2035 volumes, existing volumes were grown at 1% per year growth rate

Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Mainline Railroad Crossing Delay Analysis

PM Peak hour Delay and LOS

Miami-Dade County

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Normal Signal Cycle Freight Train Crossing Cycle Passenger Train Crossing Cycle Weighted Average

Normal Signal Cycle

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Florida East Coast Railway 

Development of Passenger Rail Service from Downtown West Palm Beach to Downtown 

Miami 

Traffic Study for Proposed Stations 

1. Introduction 

Florida East Coast Railway (FEC) is proposing to develop passenger rail service from downtown West 

Palm Beach to downtown Miami. The service will include stations at West Palm Beach, Fort Lauderdale, 

and Miami. This memorandum documents traffic analysis for each of the three stations to evaluate their 

impact on adjacent roadway system. 

2. Proposed Land Uses 

Following land uses are being proposed at the stations: 

West Palm Beach Station: 

 10,000 square foot retail within the station

Fort Lauderdale Station: 

 10,000 square foot retail within the station

Miami Station: 

 30,000 square foot retail within the station, 

 75,000 square foot retail 

 300,000 square foot office 

 200-room hotel 

 400-resdential units 

3. Station Access 

Station access points for each of the stations as follows: 

West Palm Beach North-Access to Quadrille St and 6th St 

West Palm Beach Central-Access to Evernia St 

Fort Lauderdale North-Access to Brickell Ave 

Fort Lauderdale South-Access to SE 2nd St 

Miami Central Elevated-Access to NW 1st Ave 

Miami South At-grade-Access to NW 1st Ave/NE 1st St 

Exhibits showing the access and conceptual plans for the stations are attached with this memorandum. 

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3. Daily Boarding and Ridership 

Daily boarding forecast for the year 2030 for the proposed stations are based on All Aboard Florida 

(AAF) Ridership and Revenue Forecasts. Year 2030 daily boarding volumes by station access mode are 

presented in Table 1.

TABLE 1 

2030 DAILY BOARDINGS AT AAF STATIONS 

STATION ACCESS MODE SPLT AND VOLUMES 

AAF Station 

Daily 

Boardings 

Private 

Auto 

Park and 

Ride 

Private 

Auto 

DropOff 

Total 

Private 

Auto Taxi

Transit/ 

Shuttle Walk Bike Total 

 

West Palm Beach 22% 13% 35% 2% 24% 37% 2% 100%

Fort Lauderdale 18% 9% 27% 2% 37% 32% 2% 100%

Miami 16% 6% 22% 4% 38% 34% 2% 100%

 

West Palm Beach 1,699 374 221 595 34 408 629 34 1,700 

Fort Lauderdale 953 172 86 257 19 353 305 19 953 

Miami 2,477 396 149 545 99 941 842 50 2,477 

Total 5,129 942 456 1,397 152 1,702 1,776 103 5,130 

1. Source: Daily Boardings from AAF Ridership and Revenue Forecast 

2. Station Access Modal Split adapted from Transit Cooperative Research Report 153 - Guidelines for 

Providing Access to Public Transportation Stations, 2012. 

4. Trip Generation 

Trip generation estimates at each station consists of trips generated by the proposed land uses at each 

station and the trips associated with the forecasted boarding and ridership data. Trips for retail, office, and 

hotel land uses were estimated using the Institute of Transportation Engineers (ITE) Trip Generation, 8th

Edition. Summary of the trip generation for each of the stations is presented in Table 2. A detailed Trip 

Generation Memorandum was also prepared. 

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3 | Page

TABLE 2 

TRIP GENERATION SUMMARY FOR PROPOSED STATIONS (NET NEW TRIPS) 

Description Daily AM Peak Hour PM Peak Hour 

In Out Total In Out Total In Out Total 

WEST PALM BEACH STATION 

Retail Trips 182 182 364 24 16 40 16 17 33 

Ridership/Boarding Trips 656 656 1,312 197 197 394 197 197 394 

TOTAL 838 838 1,676 221 213 434 213 214 427 

FORT LAUDERDALE STATION 

Retail Trips 182 182 364 24 16 40 16 17 33 

Ridership/Boarding Trips 300 300 600 90 90 180 90 90 180 

TOTAL 482 482 964 114 106 220 106 107 213 

MIAMI STATION 

Office/Retail/Hotel/ 

Residential Trips 4,591 4,591 9,182 612 263 875 364 557 921 

Ridership/Boarding Trips 707 707 1,414 212 212 424 212 212 424 

TOTAL 5,298 5,298 10,596 824 475 1,299 576 769 1,345 

1. See the attached trip generation sheets for detailed trip generation, internal capture, and pass-by 

calculations. 

2. Daily Boardings information is obtained from AAF Ridership and Revenue Forecast 

3. Station Access Modal Split adapted from Transit Cooperative Research Report 153 - Guidelines for 

Providing Access to Public Transportation Stations, 2012. 

4. Peak hour boardings are assumed to be 30% of the daily boardings based on the information from 

TRB's Commuter & Light Rail Transit Corridors, March 1996. 

5. Trip Distribution 

Traffic from the proposed train stations was manually distributed to surrounding roadways based on 

surrounding land uses, roadway network and existing traffic characteristics. All roadways within halfmile radius from proposed stations were studied. At the proposed railroad stations where streets are 

proposed to be closed, the vehicular traffic is re-routed to the adjacent streets. For example, in the 

proposed Miami At-grade Station, NW 3rd Street, between NW 2nd Avenue and NW 1st Avenue is 

proposed to be closed. The traffic from NW 3rd Street that is proposed to be closed is rerouted to NW 2nd

Avenue south to NE/NW 1st Street and north to NE 5th Street continuing eastward to NW 1st Avenue 

where it connects with 3rd Street. 

6. Traffic Analysis 

Roadway segments were analyzed for opening year 2015 and build out year 2035. Future background 

traffic volumes were obtained from the 2035 Southeast Florida Regional Planning Model (SERPM). Year 

2015 background volumes were developed by interpolating existing and 2035 volumes. Once the 

background traffic was developed, the project trips based on distribution were added to background trips 

DRAFT
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to obtain total future volume on each link. Reasonableness checks were completed to make sure the future 

volumes were higher than existing volumes for all roadway segments. In cased where model has predicted 

negative growth rate, the future volumes were adjusted to grow at 1% per year growth rate. Total daily 

volumes were compared to roadway capacities based on number lanes and Florida Department of 

Transportation Generalized Service Volumes applicable for urbanized areas. Level of service for each of 

the segment was determined by comparing the total daily volume on the segment to daily capacity from 

FDOT generalized tables. Worksheets showing the analysis results for each of the stations are attached to 

this memorandum. 

To evaluate the impact of the station on each of the study area roadway segments, the percentage of the 

total capacity consumed by the project traffic was calculated. The segments along which project traffic 

consumes 5% or more of the capacity were identified as being impacted. 

7. Summary 

Based on the analysis, it appears that the project traffic generated by the proposed stations is minor 

compared to existing traffic and roadway capacities in the study area. Therefore proposed stations would 

not have any significant impact on adjacent roadways except for one segment near the Miami station. 

Summary of the results is provided below: 

 West Palm Beach Stations-No significant impact 

 Ft Lauderdale Stations-No significant impact 

 Miami Stations-No significant impacts except for NW 1st St/Arena Blvd between NE 6th St and 

NE 10th St which is expected operate at LOS F. Since this segment provides direct access to the 

proposed station, this impact would be further evaluated as part of access management during 

design phase. 

DRAFT
BANYAN BLVD

3RD ST

4TH ST

6TH ST

7TH ST

EUCALYPTUS ST

8TH ST

9TH ST

10TH ST

11TH ST

PALM BEACH LAKES BLVD

QUADRILLE ST

N. FLAGLER DR.

DATURA ST

CLEMATIS ST

QUADRILLE ST

SAPODILLA AVE

ROSEMARY AVE

HENRIETTA AVE

SPRUCE AVE

DIVISION AVE

RAILROAD DR

PROPOSED

ACCESS

COUNTY

COURTHOUSE

CITY HALL

MAINTAIN EXISTING

AT-GRADE CROSSING

MAINTAIN EXISTING

AT-GRADE CROSSING

3RD

15TH

JUDICIAL CIRCUIT

COUNTY

ADMINISTRATION

BUILDING

PALM HARBOR

MARINA

0’ 100’ 500’ 1000’

WEST PALM BEACH - NORTH

SITE LOCATION PLAN

July 24, 2012

IMPACT AREA 

VE

FEC CORRIDOR RIGHT OF WAY

DRAFT
BANYAN BLVD

3RD ST

4TH ST

DATURA ST

EVERNIA ST

FERN ST

GARDENIA ST

S FLAGLER DR.

HIBISCUS ST

IRIS ST

CLEMATIS ST

QUADRILLE ST

DIXIE HWY/STATE HWY 805

OLIVE HWY/FEDERAL HWY

SAPODILLA AVE

ROSEMARY AVE

SAPODILLA AVE

ROSEMARY AVE

DIVISION AVE

DOUGLASS AVE

OKEECHOBEE BLVD

OKEECHOBEE BLVD

DATURA ST

CLOSE AT-GRADE 

CROSSINGS

X

X

MAINTAIN EXISTING

AT-GRADE CROSSINGS

PROPOSED ACCESS

MAINTAIN EXISTING

AT-GRADE CROSSINGS

COUNTY

COURTHOUSE

MEYER

AMPHITHEATER

15TH

JUDICIAL CIRCUIT

COUNTY

ADMINISTRATION

BUILDING

/FEDERA

TO CBD

CITY HALL

PALM HARBOR

MARINA

0’ 100’ 500’ 1000’

WEST PALM BEACH - CENTRAL

SITE LOCATION PLAN

July 24, 2012

OL

IMPACT AREA 

DRAFT
BROWARD BLVD.

S. FEDERAL HWY. N. FEDERAL HWY.

NE. 1ST ST.

SE. 2ND ST.

LAS OLAS BLVD.

NE. 2ND ST.

NE. 3RD ST.

NE. 4TH ST.

NE. 5TH ST.

NE. 6TH ST.

NE. 7TH ST.

SW. 2ND ST.

NW. 2ND ST.

NW. 4TH ST.

NW. 6TH ST.

NW. 7TH ST.

S. ANDREWS AVE. N. ANDREWS AVE.

SE. 1ST AVE.

NE. 1ST AVE.

SE. 2ND AVE.

NE. 2ND AVE.

SE. 3RD AVE. NE. 3RD AVE.

SW. 1ST AVE. NW. 1ST AVE.

BRICKELL AVE.

N. FLAGLER DR.

W. 4TH ST.

CLOSE NW 2ND ST

AT-GRADE CROSSING

PROPOSED ACCESS

X

ROBERT HAYES GORE

STATE OFFICE BUILDING

SCIENCE

MUSEUM

E.

BROWARD

GOVERNMENT

CENTER

MUSEUM OF ART

CITY HALL

IMPACT AREA 

0’ 100’ 500’ 1000’

FT. LAUDERDALE - NORTH

SITE LOCATION PLAN

July 24, 2012

MAINTAIN EXISTING

AT-GRADE CROSSINGS

MAINTAIN EXISTING

AT-GRADE CROSSINGS

DRAFT
BROWARD BLVD.

S. FEDERAL HWY. N. FEDERAL HWY.

NE. 1ST ST.

SE. 2ND ST.

LAS OLAS BLVD.

NE. 2ND ST.

NE. 3RD ST.

NE. 4TH ST.

NE. 5TH ST.

NE. 6TH ST.

NE. 7TH ST.

SW. 2ND ST.

NW. 2ND ST.

NW. 4TH ST.

NW. 6TH ST.

NW. 7TH ST.

S. ANDREWS AVE. N. ANDREWS AVE.

SE. 1ST AVE.

NE. 1ST AVE.

SE. 2ND AVE.

NE. 2ND AVE.

SE. 3RD AVE. NE. 3RD AVE.

SW. 1ST AVE. NW. 1ST AVE.

BRICKELL AVE.

N. FLAGLER DR.

CLOSE SW 2ND ST

AT-GRADE CROSSING

S

PROPOSED ACCESS

X

ROBERT HAYES GORE

STATE OFFICE BUILDING

SCIENCE

MUSEUM

E.

BROWARD

GOVERNMENT

CENTER

MUSEUM OF ART

CITY HALL

IMPACT AREA 

0’ 100’ 500’ 1000’

FT. LAUDERDALE - SOUTH

SITE LOCATION PLAN

July 24, 2012

DRAFT
NE. 3RD ST.

NE. 5TH ST.

NE. 6TH ST.

NE. 7TH ST.

PORT BLVD.

NE. 8TH ST.

NE. 9TH ST.

NE. 10TH ST.

NE. 11TH ST.

NW. 3RD ST.

NW. 5TH ST.

NW. 6TH ST.

NW. 7TH ST.

NW. 8TH ST.

NW. 9TH ST.

NW. 10TH ST.

NW. 13TH ST.

I-395

I-95

MACARTHUR CAUSEWAY

NW. 12TH ST.

NW. 11TH ST. TERRACE

NW. 11TH ST.

NW. 2ND ST.

NW. 1ST ST.

FLAGLER ST.

SE. 1ST ST.

SE. 2ND ST.

NW. 2ND ST.

NW. 1ST ST.

NW. MIAMI AVE.NE. 1ST AVE.NE. 2ND AVE.

BISCAYNE BLVD.

NW. 1ST AVE.

NW. 2ND AVE.

CLOSE AT-GRADE 

STREET CROSSINGS

XX

XX

NE 8. 

NE. 9

MAINTAIN EXISTING

AT-GRADE

STREET CROSSING

NW.NE. 

PROPOSED ACCESS

NE

METROMOVER STATION

NW. 6TH ST.

MAINTAIN EXISTING

THROUGH STREETS

NW. 7TH ST.

OVERTON

METRORAIL STATION

NW. 3RD ST.

GOV’T CENTER

METRORAIL STATION

DADE COUNTY

COURTHOUSE

AVE.

11TH JUDICIAL

CIRCUIT

BICENTENNIAL PARK

BAYFRONT

PARK

AVE.

MIAMI FEDERAL

COURTHOUSE

STEPHEN P. CLARK

GOVERNMENT

CENTER

IMPACT AREA 

0’ 100’ 500’ 1000’

MIAMI - CENTRAL ELEVATED

SITE LOCATION PLAN

July 24, 2012

DRAFT
0’ 100’ 500’ 1000’

IMPACT AREA 

MIAMI - SOUTH AT GRADE

SITE LOCATION PLAN

July 24, 2012

NE. 3RD ST.

NE. 5TH ST.

NE. 6TH ST.

NE. 7TH ST.

PORT BLVD.

NE. 8TH ST.

NE. 9TH ST.

NE. 10TH ST.

NE. 11TH ST.

NW. 3RD ST.

NW. 5TH ST.

NW. 6TH ST.

NW. 7TH ST.

NW. 8TH ST.

NW. 9TH ST.

NW. 10TH ST.

NW. 13TH ST.

I-395

I-95

MACARTHUR CAUSEWAY

NW. 12TH ST.

NW. 11TH ST. TERRACE

NW. 11TH ST.

NW. 2ND ST.

NW. 1ST ST.

FLAGLER ST.

SE. 1ST ST.

SE. 2ND ST.

NW. 2ND ST.

NW. 1ST ST.

NW. MIAMI AVE.NE. 1ST AVE.NE. 2ND AVE.

BISCAYNE BLVD.

NW. 1ST AVE.

NW. 2ND AVE.

MAINTAIN AT-GRADE

STREET CROSSINGS

PROPOSED ACCESS

MAINTAIN AT-GRADE

STREET CROSSINGS

DADE COUNTY

COURTHOUSE

11TH JUDICIAL

CIRCUIT

BICENTENNIAL PARK

BAYFRONT

PARK

MI AVE. MI AV E 

ST AVE.

MIAMI FEDERAL

COURTHOUSE

STEPHEN P. CLARK

GOVERNMENT

CENTER

IMPACT AREA ACT AREA 

NW 3RD ST

AVE.

CLOSE AT-GRADE 

STREET CROSSING

X

N

METROMOVER STATION NW. NE. 

NW. 7TH ST.

OVERTON

METRORAIL STATION

NW. 3RD ST.

GOV’T CENTER

METRORAIL STATION

DRAFT
Roadway From To

Lanes Capacity ADT LOS Background Project Total LOS Background Lanes Capacity

LOS without 

Project Projec

Quadrille Blvd Okeechobee Blvd Fern St 4 36700 12300 B 14100 235 14335 B 26300 4 36700 B 235 

Fern St Banyan Blvd 4 36700 9600 B 11100 419 11519 B 21000 4 36700 B 419 Banyan Blvd FEC Station 4 36700 10900 B 11800 670 12470 B 18100 4 36700 B 670 FEC Station Dixie Hwy 4 36700 10900 B 11000 922 11922 B 11700 4 36700 B 922 Dixie Hwy Olive Ave 4 36700 14200 B 14200 419 14619 B 14400 4 36700 B 419 Olive Ave Flagler Memorial Bridge 4 36700 14200 B 14400 335 14735 B 15800 4 36700 B 335 

Banyan Blvd/1st St Tamarind Ave Quadrille Blvd 4 36700 11600 B 13500 251 13751 B 26300 4 36700 B 251 

Quadrille Blvd Flagler Dr 4 36700 9300 B 10100 67 10167 B 15500 4 36700 B 67 

Okeechobee Blvd Tamarind Ave Dixie Hwy 8 73800 40000 B 46600 251 46851 B 90500 8 73800 F 251 

Dixie Hwy Flagler Dr 6 55300 19600 B 20600 84 20684 B 27500 6 55300 B 84 

Palm Beach Lakes Blvd Tamarind Ave Dixie Hwy 4 36700 22900 B 23200 285 23485 B 25400 4 36700 B 285 

Dixie Hwy Flagler Dr 4 36700 6700 B 7000 50 7050 B 9200 4 36700 B 50 

Tamarind Ave Okeechobee Blvd Banyan Blvd / 1st St 4 36700 14800 B 16400 117 16517 B 27300 4 36700 B 117 

Banyan Blvd / 1st St Palm Beach Lakes Blvd 2 16500 6100 B 6300 101 6401 B 7700 2 16500 B 101 

Dixie Hwy Okeechobee Blvd Banyan Blvd / 1st St 2 22020 7500 B 9200 84 9284 B 20500 2 22020 D 84 

Banyan Blvd / 1st St Quadrille Blvd 4 36700 8900 B 10200 50 10250 B 18700 4 36700 B 50 Quadrille Blvd Palm Beach Lakes Blvd 4 36700 21000 B 21800 84 21884 B 27000 4 36700 B 84 

Olive Ave Okeechobee Blvd Banyan Blvd / 1st St 2 22020 13700 C 14500 117 14617 C 20100 2 22020 D 117 

Banyan Blvd / 1st St Quadrille Blvd 2 22020 4200 B 5900 67 5967 B 16900 2 22020 D 67 Quadrille Blvd Palm Beach Lakes Blvd 2 16500 2600 B 4100 101 4201 B 13900 2 16500 C 101 

Flagler Dr Okeechobee Blvd Banyan Blvd / 1st St 4 36700 15000 B 15500 84 15584 B 18500 4 36700 B 84 

Banyan Blvd / 1st St Quadrille Blvd 4 36700 21500 B 22100 84 22184 B 26400 4 36700 B 84 Quadrille Blvd Palm Beach Lakes Blvd 4 36700 21500 B 22100 101 22201 B 26400 4 36700 B 101 

Notes:1. Existing ADTs are obtained from FDOT and Palm Beach County sources. Some counts are from 2010 and 2011.2. Future background ADT is obtained from 2035 Southeast Florida Regional Planning Model (SERPM).3.Project traffic was manually distributed to surrounding roadways considering future background traffic, land uses, and roadway connectivity. 4.Where the future background volume was lower than the existing count, the future background volume was manually adjusted with a growth rate of 1% per year5. Opening year background volume was obtained by interpolating existing and future volumes.6. Project traffic for opening year was assumed to be same as build out year as most of the land uses are expected to built by opening year.7. Capacity is based on FDOT's Generalized Annual Average Daily Volumes for urbanized areas.8. Project impact is the percentage of roadway capacity consumed by project trips9. Impact was assumed to be significant if it is more than 5%.10. Capacities and LOS are based on daily volumes 11. For 2015, number of lanes are assumed same as existing. For 2035 number of lanes are based on the cost-feasible SERPM model

WPB North Station

Existing, Future Background, and Total LOS and Project Impact

Existing 2015 Opening 2035 Buildou

DRAFT
Roadway From To

Lanes Capacity ADT LOS Background Project Total LOS Background Lanes Capacity

LOS without 

Project Project Total

LOS with 

Project

Quadrille Blvd Okeechobee Blvd Fern St 4 36700 12300 B 14100 168 14268 B 26300 4 36700 B 168 26468 B 

Fern St Banyan Blvd 4 36700 9600 B 11100 335 11435 B 21000 4 36700 B 335 21335 B Banyan Blvd Flagler Memorial Bridge 4 36700 10900 B 11800 168 11968 B 18100 4 36700 B 168 18268 B 

Banyan Blvd/1st St Tamarind Ave Quadrille Blvd 4 36700 11600 B 13500 168 13668 B 26300 4 36700 B 168 26468 B 

Quadrille Blvd Flagler Dr 4 36700 9300 B 10100 117 10217 B 15500 4 36700 B 117 15617 B 

Clemantis St Tamarind Ave Quadrille Blvd 2 16500 2800 B 2900 168 3068 B 3500 2 16500 B 168 3668 B 

Quadrille Blvd Flagler Dr 2 16500 3400 B 3500 251 3751 B 4100 2 16500 B 251 4351 B 

Fern St Tamarind Ave Quadrille Blvd 2 16500 2000 B 2500 335 2835 B 6000 2 16500 B 335 6335 B 

Quadrille Blvd Flagler Dr 2 16500 1500 B 1700 168 1868 B 3200 2 16500 B 168 3368 B 

Okeechobee Blvd Tamarind Ave Dixie Hwy 8 73800 40000 B 46600 168 46768 B 90500 8 73800 F 168 90668 F 

Dixie Hwy Flagler Dr 6 55300 19600 B 20600 84 20684 B 27500 6 55300 B 84 27584 B 

Palm Beach Lakes Blvd Tamarind Ave Dixie Hwy 4 36700 22900 B 23200 168 23368 B 25400 4 36700 B 168 25568 B 

Dixie Hwy Flagler Dr 4 36700 6700 B 7000 50 7050 B 9200 4 36700 B 50 9250 B 

Tamarind Ave Okeechobee Blvd Evernia St 4 36700 14800 B 16400 117 16517 B 27300 4 36700 B 117 27417 B 

Evernia St Palm Beach Lakes Blvd 2 16500 6100 B 6300 168 6468 B 7700 2 16500 B 168 7868 B 

Dixie Hwy Okeechobee Blvd Banyan Blvd / 1st St 2 22020 7500 B 9200 101 9301 B 20500 2 22020 D 101 20601 D 

Banyan Blvd / 1st St Quadrille Blvd 4 36700 8900 B 10200 50 10250 B 18700 4 36700 B 50 18750 B Quadrille Blvd Palm Beach Lakes Blvd 4 36700 21000 B 21800 101 21901 B 27000 4 36700 B 101 27101 B 

Olive Ave Okeechobee Blvd Banyan Blvd / 1st St 2 22020 13700 C 14500 117 14617 C 20100 2 22020 D 117 20217 D 

Banyan Blvd / 1st St Quadrille Blvd 2 22020 4200 B 5900 67 5967 B 16900 2 22020 D 67 16967 D Quadrille Blvd Palm Beach Lakes Blvd 2 16500 2600 B 4100 101 4201 B 13900 2 16500 C 101 14001 C 

Flagler Dr Okeechobee Blvd Banyan Blvd / 1st St 4 36700 15000 B 15500 84 15584 B 18500 4 36700 B 84 18584 B 

Banyan Blvd / 1st St Quadrille Blvd 4 36700 21500 B 22100 84 22184 B 26400 4 36700 B 84 26484 B Quadrille Blvd Palm Beach Lakes Blvd 4 36700 21500 B 22100 101 22201 B 26400 4 36700 B 101 26501 B 

Notes:1. Existing ADTs are obtained from FDOT and Palm Beach County sources. Some counts are from 2010 and 2011.2. Future background ADT is obtained from 2035 Southeast Florida Regional Planning Model (SERPM).3.Project traffic was manually distributed to surrounding roadways considering future background traffic, land uses, and roadway connectivity. 4.Where the future background volume was lower than the existing count, the future background volume was manually adjusted with a growth rate of 1% per year5. Opening year background volume was obtained by interpolating existing and future volumes.6. Project traffic for opening year was assumed to be same as build out year as most of the land uses are expected to built by opening year.7. Capacity is based on FDOT's Generalized Annual Average Daily Volumes for urbanized areas.8. Project impact is the percentage of roadway capacity consumed by project trips9. Impact was assumed to be significant if it is more than 5%.10. Capacities and LOS are based on daily volumes 11. For 2015, number of lanes are assumed same as existing. For 2035 number of lanes are based on the cost-feasible SERPM model

WPB Central Station

Existing, Future Background, and Total LOS and Project Impact

Existing 2015 Opening 2035 Buildout

DRAFT
Roadway From To

Lanes Capacity ADT LOS Background Project Total LOS Background Lanes Capacity

LOS without 

Project Project Tota

Broward Blvd NW 9th Ave Avenue of the Arts 6 55300 57000 F 58700 96 58796 F 70100 6 55300 F 96 7019

Avenue of the ArtsS Andrews Ave 6 55300 50500 C 52000 289 52289 C 62100 6 55300 F 289 62389 

S Andrews Ave NE 3rd Ave 6 55300 33500 B 34500 337 34837 B 41200 6 55300 B 337 41537 NE 3rd Ave S Federal Hwy 6 55300 37000 B 38100 193 38293 B 45500 6 55300 B 193 4569

NW 6th St NW 9th Ave Avenue of the Arts 4 36700 16200 B 17900 48 17948 B 29300 4 36700 C 48 2934

Avenue of the ArtsS Andrews Ave 4 36700 12400 B 15200 77 15277 B 33900 4 36700 C 77 33977 S Andrews Ave NE 3rd Ave 2 16500 4700 B 6400 48 6448 B 17800 2 16500 F 48 1784NE 3rd Ave S Federal Hwy 2 16500 4700 B 5700 48 5748 B 12200 2 16500 C 48 1224

SW 2nd St S Andrews Ave S Federal Hwy 2 16500 7100 B 7600 67 7667 B 11100 2 16500 C 67 11167 E Las Olas Blvd S Andrews Ave NE 3rd Ave 4 36700 9700 B 9800 145 9945 B 10600 4 36700 B 145 10745 

NE 3rd Ave S Federal Hwy 4 36700 14600 B 15600 48 15648 B 22000 4 36700 B 48 2204

SE 7th St S Andrews Ave NE 3rd Ave 2 16500 3600 B 4500 77 4577 B 10600 2 16500 C 77 10677 

NE 3rd Ave S Federal Hwy 2 16500 3600 B 4600 48 4648 B 10900 2 16500 C 48 1094

S Andrews Ave SE 7th St Broward Blvd 4 36700 20400 B 21500 337 21837 B 28800 4 36700 B 337 29137 

Broward Blvd NW 6th St 4 36700 20400 B 21000 193 21193 B 24800 4 36700 B 193 2499

NE 3rd Ave SE 7th St Broward Blvd 4 36700 23000 B 25000 48 25048 B 38600 4 36700 F 48 3864

Broward Blvd NW 6th St 4 36700 23000 B 23400 145 23545 B 26000 4 36700 B 145 26145 

Avenue of the Arts SE 7th St Broward Blvd 4 36700 14800 B 18300 96 18396 B 41600 4 36700 F 96 4169

Broward Blvd NW 6th St 4 36700 16800 B 19600 96 19696 B 38400 4 36700 F 96 3849

NW 9th Ave Broward Blvd NW 6th St 2 36700 3400 B 4700 48 4748 B 13200 2 36700 B 48 1324S Federal Hwy E Las Olas Blvd Broward Blvd 6 55300 42500 B 43900 67 43967 B 53600 6 55300 C 67 53667 

Broward Blvd NW 6th St 6 55300 41500 B 42800 96 42896 B 51100 6 55300 C 96 5119

Notes:1. Existing ADTs are obtained from FDOT and Broward County sources. Some counts are from 2010 and 2011.2. Future background ADT is obtained from 2035 Southeast Florida Regional Planning Model (SERPM).3.Project traffic was manually distributed to surrounding roadways considering future background traffic, land uses, and roadway connectivity. 4.Where the future background volume was lower than the existing count, the future background volume was manually adjusted with a growth rate of 1% per year5. Opening year background volume was obtained by interpolating existing and future volumes.6. Project traffic for opening year was assumed to be same as build out year as most of the land uses are expected to built by opening year.7. Capacity is based on FDOT's Generalized Annual Average Daily Volumes for urbanized areas.8. Project impact is the percentage of roadway capacity consumed by project trips9. Impact was assumed to be significant if it is more than 5%.10. Capacities and LOS are based on daily volumes 11. For 2015, number of lanes are assumed same as existing. For 2035 number of lanes are based on the cost-feasible SERPM model

Existing 2015 Opening 2035 Buildout

Fort Lauderdale-FEC Stations

Existing, Future Background, and Total LOS and Project Impact

DRAFT
Miami South At Grade FEC Station

Existing, Opening, Future, and Total ADT Volumes and Level of Service 

Direction Segment Daily Background Traffic (AADT) Daily Traffic (AADT) With Project Level of Service (LOS) 

2015 

Rail Station of Travel Road From To 2011 (3) 2015 (2) 2035 (4) Project % (5) Project 2015 Total 2035 Total Lanes Capacity (8) 2011 Background Total 

Miami E/W Flagler St. NW 2nd Ave. NW 1st Ave. 15,400 16,200 20,200 10% 1,060 17,260 21,260 4 25,500 D D D 

South At Grade NW 1st Ave. Miami Ave. 15,600 16,400 20,500 20% 2,119 18,519 22,619 4 25,500 D D D Station Miami Ave. SE/NE 1st Ave/17th St. 14,000 14,700 18,400 20% 2,119 16,819 20,519 4 25,500 D D D 

SE/NE 1st Ave/17th St. 2nd Ave. 12,000 12,600 15,800 15% 1,589 14,189 17,389 4 25,500 D D D 

2nd Ave. US 1 8,700 9,100 11,400 10% 1,060 10,160 12,460 4 25,500 D D D 

E/W NW 1st St. NW 2nd Ave. NW 1st Ave. 4,600 7,000 19,200 5% 530 7,530 19,730 4 (one-way) WB 36,900 B B B 

NW 1st Ave. Miami Ave. 7,100 7,500 9,400 10% 1,060 8,560 10,460 4 (one-way) WB 36,900 B B B 

Miami Ave. SE/NE 1st Ave/17th St. 6,700 7,000 8,800 20% 2,119 9,119 10,919 2 (one-way) WB 22,000 B B B 

SE/NE 1st Ave/17th St. 2nd Ave. 6,800 7,200 9,000 15% 1,589 8,789 10,589 2 (one-way) WB 22,000 B B B 

2nd Ave. US 1 3,200 3,400 4,200 10% 1,060 4,460 5,260 2 (one-way) WB 22,000 B B B 

E/W NE 3rd St NW 3rd Ave NW 2nd Ave. 9,200 9,700 12,100 0% 0 9,700 12,100 2 16,500 C C C 

NW 2nd Ave. (1) NW 1st Ave. (1) 6,800 7,100 8,900 0% 0 7,100 8,900 2 16,500 B B B 

NW 1st Ave. Miami Ave. 9,100 9,600 12,000 0% 0 9,600 12,000 2 (one-way) WB 22,000 B B B 

Miami Ave. SE/NE 1st Ave/17th St. 10,400 11,000 13,700 0% 0 11,000 13,700 2 (one-way) WB 22,000 B B B SE/NE 1st Ave/17th St. 2nd Ave. 8,200 8,600 10,800 0% 0 8,600 10,800 2 (one-way) WB 22,000 B B B 2nd Ave. US 1 2,000 2,100 2,600 0% 0 2,100 2,600 2 (one-way) WB 22,000 B B B 

E/W NE 5th St. NW 3rd Ave. NW 2nd Ave. 14,400 15,100 18,900 0% 0 15,100 18,900 3 (one-way) EB 27,500 B B B 

NW 2nd Ave. (1) NW 1st Ave. (1) 15,900 16,700 20,900 10% 1,060 17,760 25,860 3 (one-way) EB 27,500 B B B NW 1st Ave. Miami Ave. 19,400 20,400 25,500 10% 1,060 21,460 26,560 3 (one-way) EB 27,500 B C C 

Miami Ave. SE/NE 1st Ave/17th St. 10,500 11,000 13,800 10% 1,060 12,060 14,860 3 (one-way) EB 27,500 B B B 

SE/NE 1st Ave/17th St. 2nd Ave. 9,100 9,800 12,000 10% 1,060 10,860 13,060 3 (one-way) EB 27,500 B B B 2nd Ave. US 1 9,900 11,000 16,300 10% 1,060 12,060 17,360 3 (one-way) EB 27,500 B B B 

E/W NE 6th St. NW 2nd Ave. NW 1st Ave. 3,900 5,000 16,900 10% 1,060 6,060 17,960 2 (one-way) WB 22,000 B B B 

NW 1st Ave. Miami Ave. 17,600 18,600 23,200 10% 1,060 19,660 24,260 2 (one-way) WB 22,000 C C C 

Miami Ave. SE/NE 1st Ave/17th St. 17,300 18,200 22,700 10% 1,060 19,260 23,760 2 (one-way) WB 22,000 B C C 

SE/NE 1st Ave/17th St. 2nd Ave. 13,500 14,600 19,800 10% 1,060 15,660 20,860 2 (one-way) WB 22,000 B B B 

2nd Ave. US 1 23,700 25,000 31,200 5% 530 25,530 31,730 3 (one-way) WB 27,500 C C C 

E/W NE 10th St. NW 3rd Ave. NW 2nd Ave. 4,900 5,900 10,700 0% 0 5,900 10,700 2 (one-way) EB 22,000 B B B 

NW 2nd Ave. NW 1st Ave. 2,000 4,500 12,000 0% 0 4,500 12,000 2 (one-way) EB 22,000 B B B 

NW 1st Ave. Miami Ave. 10,900 11,400 14,300 10% 1,060 12,460 15,360 2 (one-way) EB 22,000 B B B 

Miami Ave. SE/NE 1st Ave/17th St. 7,500 7,900 9,900 10% 1,060 8,960 10,960 2 (one-way) EB 22,000 B B B 

SE/NE 1st Ave/17th St. 2nd Ave. 7,400 7,800 9,700 10% 1,060 8,860 10,760 2 (one-way) EB 22,000 B B B 2nd Ave. US 1 12,200 12,900 16,100 5% 530 13,430 16,630 2 (one-way) EB 22,000 B B B 

E/W NE 11th St. NW 2nd Ave. NW 1st Ave. 1,900 3,400 10,800 10% 1,060 4,460 11,860 2 (one-way) WB 22,000 B B B 

NW 1st Ave. Miami Ave. 9,500 10,000 12,500 5% 530 10,530 13,030 2 (one-way) WB 22,000 B B B 

Miami Ave. SE/NE 1st Ave/17th St. 9,800 10,300 12,900 5% 530 10,830 13,430 2 (one-way) WB 22,000 B B B 

SE/NE 1st Ave/17th St. 2nd Ave. 10,500 11,000 13,800 5% 530 11,530 14,330 2 (one-way) WB 22,000 B B B 

2nd Ave. US 1 9,100 9,600 12,000 5% 530 10,130 12,530 2 (one-way) WB 22,000 B B B 

N/S US 1 SE 1st St Flagler St. 36,800 39,100 50,400 5% 530 39,630 50,930 8 64,700 D D D 

Flagler St. NW 1st St. 38,500 40,500 50,600 5% 530 41,030 51,130 8 64,700 D D D NW 1st St. NW 3rd St. 39,700 41,800 52,200 5% 530 42,330 52,730 8 64,700 D D D NW 3rd St. NE 5th St. 38,900 41,000 51,200 5% 530 41,530 51,730 8 64,700 D D D NE 5th St. NE 6th St. 43,500 45,800 57,200 5% 530 46,330 57,730 8 64,700 D D D NE 6th St. NE 10th St. 44,000 46,600 59,400 10% 1,060 47,660 60,460 8 64,700 D D D 

NE 10th St. NE 11th St. 41,200 43,400 54,200 5% 530 43,930 54,730 8 64,700 D D D 

N/S SE 2nd Ave. NW 1st St. NW 3rd St. 18,500 19,500 24,400 5% 530 20,030 24,930 3 (one-way) SB 27,500 D D D 

NW 3rd St. NE 5th St. 22,800 24,000 30,000 10% 1,060 25,060 31,060 3 (one-way) SB 27,500 D D D 

NE 5th St. NE 6th St. 26,300 27,700 34,600 0% 0 27,700 34,600 3 (one-way) SB 27,500 D D D 

NE 6th St. NE 10th St. 19,000 20,100 25,700 0% 0 20,100 25,700 3 (one-way) SB 27,500 D D D 

NE 10th St. NE 11th St. 24,500 25,800 32,200 0% 0 25,800 32,200 3 (one-way) SB 27,500 D D D 

N/S SE/NE 1st Ave/17St. SE 2nd St SE 1st St 12,400 13,000 16,300 5% 530 13,530 16,830 3 (one-way) NB 27,500 D D D 

DRAFT
Direction Segment Daily Background Traffic (AADT) Daily Traffic (AADT) With Project Level of Service (LOS) 

2015 

SE 1st St Flagler St. 14,300 15,000 18,800 10% 1,060 16,060 19,860 3 (one-way) NB 27,500 D D D 

Flagler St. NW 1st St. 13,100 13,800 17,200 20% 2,119 15,919 19,319 3 (one-way) NB 27,500 D D D 

NW 1st St. NW 3rd St. 13,200 13,900 17,400 0% 0 13,900 17,400 3 (one-way) NB 27,500 D D D 

NW 3rd St. NE 5th St. 11,900 13,700 22,600 0% 0 13,700 22,600 3 (one-way) NB 27,500 D D D 

NE 5th St. NE 6th St. 17,800 18,700 23,400 0% 0 18,700 23,400 3 (one-way) NB 27,500 D D D 

NE 6th St. NE 10th St. 16,000 17,300 24,000 0% 0 17,300 24,000 3 (one-way) NB 27,500 D D D 

NE 10th St. NE 11th St. 18,400 19,400 24,200 0% 0 19,400 24,200 3 (one-way) NB 27,500 D D D 

N/S Miami Ave. SE 2nd St SE 1st St 12,800 13,400 16,800 5% 530 13,930 17,330 3 (one-way) SB 27,500 D D D 

SE 1st St Flagler St. 10,400 11,000 13,700 10% 1,060 12,060 14,760 3 (one-way) SB 27,500 D D D Flagler St. NW 1st St. 6,500 6,900 8,600 10% 1,060 7,960 9,660 3 (one-way) SB 27,500 C C C 

NW 1st St. NW 3rd St. 12,800 13,400 16,800 0% 0 13,400 16,800 3 (one-way) SB 27,500 D D D 

NW 3rd St. NE 5th St. 16,700 17,600 22,000 10% 1,060 18,660 23,060 3 (one-way) SB 27,500 D D D 

NE 5th St. NE 6th St. 4,400 5,400 10,300 10% 1,060 6,460 11,360 3 (one-way) SB 27,500 C C C 

NE 6th St. NE 10th St. 11,000 11,600 14,500 10% 1,060 12,660 15,560 3 (one-way) SB 27,500 C C C 

NE 10th St. NE 11th St. 7,700 8,100 10,100 0% 0 8,100 10,100 3 (one-way) SB 27,500 C C C 

N/S NW 1st Ave./Arena Blvd. SE 2nd St SE 1st St 800 800 1,000 0% 0 800 1,000 4 31,900 C C C 

SE 1st St Flagler St. 900 1,000 1,200 50% 5,298 6,298 6,498 4 31,900 C C C 

Flagler St. NW 1st St. 1,800 1,900 2,400 50% 5,298 7,198 7,698 4 31,900 C C C NW 1st St. at Miami Station NW 3rd St. 6,200 6,300 6,600 50% 5,298 11,598 11,898 4 31,900 C C C NW 3rd St. (1) NE 5th St. (1) 5,100 5,400 6,700 50% 5,298 10,698 16,798 4 31,900 C C C NE 5th St. (1) NE 6th St. (1) 9,000 9,400 11,800 30% 3,179 12,579 14,779 4 31,900 C C C NE 6th St. NE 10th St. 14,900 16,900 26,700 20% 2,119 19,019 28,819 4 31,900 C C C NE 10th St. NE 11th St. 9,600 10,100 12,600 10% 1,060 11,160 13,660 2 16,500 B C C 

Notes:

(1) With closing of 3rd St., the background traffic is rerouted from 3rd St. located west of NW 1st Ave. to 2nd Ave. north to NW 5th St. and south to NW 1st St.(2) Where traffic counts are not available, the 2011 and 2015 background traffic is derived by applying a 1% annual reduction of the 2035 AADT road segment volume(3) Traffic Counts obtained from FDOT's 2011 Florida Transportation Information database and counts taken in 2011 for the FEC railroad traffic operational study.(4) Future 2035 background ADT is obtained from the 2035 Cost Affordble Southeast Florida Regional Planning Model, SERPM Version 6.5.2e(5) Project traffic was manually distributed based upon roadways considering future background traffic, land use , and road connectivity(6) Significant impact is where the project consumes 5% of more of the road capacity (7) Adverse impact is where the project consumes 5% or more of the road capacity and the road is anticipated to operate at LOS E or LOS F(8) Capacity is based on FDOT's Generalized Annual Average Daily Service Volumes for urbanized areas where the number of lanes for 2015 is based upon the 2035 Cost Feasible Plan lanes obtained from the SERPM, Version 6.5.2.e model

DRAFT
Miami Central Elevated FEC Station

Existing, Opening, Future, and Total ADT Volumes and Level of Service 

Direction Segment Daily Background Traffic (ADT) Daily Traffic (ADT) With Project Level of Service (LOS) 

2015 

Rail Station of Travel Road From To 2011 (3) 2015 (2) 2035 (4) Project % (5) Project 2015 Total 2035 Total Lanes Capacity (8) 2011 Background Total Back

Miami E/W Flagler St. NW 2nd Ave. NW 1st Ave. 15,400 16,200 20,200 10% 1,060 17,260 21,260 4 25,500 D D D Central Elevated NW 1st Ave. Miami Ave. 15,600 16,400 20,500 20% 2,119 18,519 22,619 4 25,500 D D D Station Miami Ave. SE/NE 1st Ave/17th St. 14,000 14,700 18,400 20% 2,119 16,819 20,519 4 25,500 D D D 

SE/NE 1st Ave/17th St. 2nd Ave. 12,000 12,600 15,800 15% 1,589 14,189 17,389 4 25,500 D D D 2nd Ave. US 1 8,700 9,100 11,400 10% 1,060 10,160 12,460 4 25,500 D D D 

E/W NW 1st St. NW 2nd Ave. NW 1st Ave. 4,600 7,000 19,200 5% 530 7,530 19,730 4 (one-way) WB 36,900 B B B 

 NW 1st Ave. Miami Ave. 7,100 7,500 9,400 10% 1,060 8,560 10,460 4 (one-way) WB 36,900 B B B 

Miami Ave. SE/NE 1st Ave/17th St. 6,700 7,000 8,800 10% 1,060 8,060 9,860 2 (one-way) WB 22,000 B B B 

SE/NE 1st Ave/17th St. 2nd Ave. 6,800 7,200 9,000 10% 1,060 8,260 10,060 2 (one-way) WB 22,000 B B B 

2nd Ave. US 1 3,200 3,400 4,200 10% 1,060 4,460 5,260 2 (one-way) WB 22,000 B B B 

E/W NE 3rd St NW 3rd Ave NW 2nd Ave. 9,200 9,700 12,100 5% 530 10,230 12,630 2 16,500 C C C 

NW 2nd Ave. (1) NW 1st Ave. (1) 6,800 7,100 8,900 10% 1,060 8,160 9,960 2 16,500 B B B NW 1st Ave. Miami Ave. 9,100 9,600 12,000 10% 1,060 10,660 13,060 2 (one-way) WB 22,000 B B B 

Miami Ave. SE/NE 1st Ave/17th St. 10,400 11,000 13,700 10% 1,060 12,060 14,760 2 (one-way) WB 22,000 B B B 

SE/NE 1st Ave/17th St. 2nd Ave. 8,200 8,600 10,800 10% 1,060 9,660 11,860 2 (one-way) WB 22,000 B B B 

2nd Ave. US 1 2,000 2,100 2,600 10% 1,060 3,160 3,660 2 (one-way) WB 22,000 B B B 

E/W NE 5th St. NW 3rd Ave. NW 2nd Ave. 14,400 15,100 18,900 0% 0 15,100 18,900 3 (one-way) EB 27,500 B B B 

NW 2nd Ave. NW 1st Ave. 15,900 16,700 20,900 10% 1,060 17,760 21,960 3 (one-way) EB 27,500 B B B NW 1st Ave. Miami Ave. 19,400 20,400 25,500 10% 1,060 21,460 26,560 3 (one-way) EB 27,500 B C C Miami Ave. SE/NE 1st Ave/17th St. 10,500 11,000 13,800 10% 1,060 12,060 14,860 3 (one-way) EB 27,500 B B B SE/NE 1st Ave/17th St. 2nd Ave. 9,100 9,600 12,000 10% 1,060 10,660 13,060 3 (one-way) EB 27,500 B B B 2nd Ave. US 1 9,900 11,000 16,300 10% 1,060 12,060 17,360 3 (one-way) EB 27,500 B B B 

E/W NE 6th St. NW 2nd Ave. NW 1st Ave. 3,900 6,100 16,900 10% 1,060 7,160 17,960 2 (one-way) WB 22,000 B B B 

NW 1st Ave. Miami Ave. 17,600 18,600 23,200 10% 1,060 19,660 24,260 2 (one-way) WB 22,000 C C C Miami Ave. SE/NE 1st Ave/17th St. 17,300 18,200 22,700 10% 1,060 19,260 23,760 2 (one-way) WB 22,000 B C C SE/NE 1st Ave/17th St. 2nd Ave. 13,500 14,600 19,800 10% 1,060 15,660 20,860 2 (one-way) WB 22,000 B B B 2nd Ave. US 1 23,700 25,000 31,200 5% 530 25,530 31,730 3 (one-way) WB 27,500 C C C 

E/W NE 10th St. NW 3rd Ave. NW 2nd Ave. 4,900 5,900 10,700 0% 0 5,900 10,700 2 (one-way) EB 22,000 B B B 

NW 2nd Ave. NW 1st Ave. 2,000 3,700 12,000 0% 0 3,700 12,000 2 (one-way) EB 22,000 B B B NW 1st Ave. Miami Ave. 10,900 11,400 14,300 10% 1,060 12,460 15,360 2 (one-way) EB 22,000 B B B Miami Ave. SE/NE 1st Ave/17th St. 7,500 7,900 9,900 10% 1,060 8,960 10,960 2 (one-way) EB 22,000 B B B SE/NE 1st Ave/17th St. 2nd Ave. 7,400 7,800 9,700 10% 1,060 8,860 10,760 2 (one-way) EB 22,000 B B B 2nd Ave. US 1 12,200 12,900 16,100 5% 530 13,430 16,630 2 (one-way) EB 22,000 B B B 

E/W NE 11th St. NW 2nd Ave. NW 1st Ave. 1,900 3,400 10,800 10% 1,060 4,460 11,860 2 (one-way) WB 22,000 B B B 

NW 1st Ave. Miami Ave. 9,500 10,000 12,500 5% 530 10,530 13,030 2 (one-way) WB 22,000 B B B Miami Ave. SE/NE 1st Ave/17th St. 9,800 10,300 12,900 5% 530 10,830 13,430 2 (one-way) WB 22,000 B B B SE/NE 1st Ave/17th St. 2nd Ave. 10,500 11,000 13,800 5% 530 11,530 14,330 2 (one-way) WB 22,000 B B B 2nd Ave. US 1 9,100 9,600 12,000 5% 530 10,130 12,530 2 (one-way) WB 22,000 B B B 

N/S US 1 SE 1st St Flagler St. 36,800 39,100 50,400 5% 530 39,630 50,930 8 64,700 D D D 

Flagler St. NW 1st St. 38,500 40,500 50,600 5% 530 41,030 51,130 8 64,700 D D D NW 1st St. NW 3rd St. 39,700 41,800 52,200 5% 530 42,330 52,730 8 64,700 D D D NW 3rd St. NE 5th St. 38,900 41,000 51,200 5% 530 41,530 51,730 8 64,700 D D D NE 5th St. NE 6th St. 43,500 45,800 57,200 5% 530 46,330 57,730 8 64,700 D D D NE 6th St. NE 10th St. 44,000 46,600 59,400 10% 1,060 47,660 60,460 8 64,700 D D D NE 10th St. NE 11th St. 41,200 43,400 54,200 5% 530 43,930 54,730 8 64,700 D D D 

N/S SE 2nd Ave. NW 1st St. NW 3rd St. 18,500 19,500 24,400 5% 530 20,030 24,930 3 (one-way) SB 27,500 D D D 

NW 3rd St. NE 5th St. 22,800 24,000 30,000 10% 1,060 25,060 31,060 3 (one-way) SB 27,500 D D D NE 5th St. NE 6th St. 26,300 27,700 34,600 0% 0 27,700 34,600 3 (one-way) SB 27,500 D D D NE 6th St. NE 10th St. 19,000 20,100 25,700 0% 0 20,100 25,700 3 (one-way) SB 27,500 D D D NE 10th St. NE 11th St. 24,500 25,800 32,200 0% 0 25,800 32,200 3 (one-way) SB 27,500 D D D 

N/S SE/NE 1st Ave/17St. SE 2nd St SE 1st St 12,400 13,000 16,300 5% 530 13,530 16,830 3 (one-way) NB 27,500 D D D 

SE 1st St Flagler St. 14,300 15,000 18,800 10% 1,060 16,060 19,860 3 (one-way) NB 27,500 D D D Flagler St. NW 1st St. 13,100 13,800 17,200 20% 2,119 15,919 19,319 3 (one-way) NB 27,500 D D D NW 1st St. NW 3rd St. 13,200 13,900 17,400 0% 0 13,900 17,400 3 (one-way) NB 27,500 D D D NW 3rd St. NE 5th St. 11,900 13,700 22,600 0% 0 13,700 22,600 3 (one-way) NB 27,500 D D D NE 5th St. NE 6th St. 17,800 18,700 23,400 0% 0 18,700 23,400 3 (one-way) NB 27,500 D D D NE 6th St. NE 10th St. 16,000 17,300 24,000 0% 0 17,300 24,000 3 (one-way) NB 27,500 D D D 

DRAFT
NE 10th St. NE 11th St. 18,400 19,400 24,200 0% 0 19,400 24,200 3 (one-way) NB 27,500 D D D 

N/S Miami Ave. SE 2nd St SE 1st St 12,800 13,400 16,800 5% 530 13,930 17,330 3 (one-way) SB 27,500 D D D 

SE 1st St Flagler St. 10,400 11,000 13,700 10% 1,060 12,060 14,760 3 (one-way) SB 27,500 D D D 

Flagler St. NW 1st St. 6,500 6,900 8,600 10% 1,060 7,960 9,660 3 (one-way) SB 27,500 C C C NW 1st St. NW 3rd St. 12,800 13,400 16,800 10% 1,060 14,460 17,860 3 (one-way) SB 27,500 D D D NW 3rd St. NE 5th St. 16,700 17,600 22,000 10% 1,060 18,660 23,060 3 (one-way) SB 27,500 D D D 

NE 5th St. NE 6th St. 4,400 5,400 10,300 10% 1,060 6,460 11,360 3 (one-way) SB 27,500 C C C 

NE 6th St. NE 10th St. 11,000 11,600 14,500 10% 1,060 12,660 15,560 3 (one-way) SB 27,500 C C C NE 10th St. NE 11th St. 7,700 8,100 10,100 0% 0 8,100 10,100 3 (one-way) SB 27,500 C C C 

N/S NW 1st Ave./Arena Blvd. SE 2nd St SE 1st St 800 800 1,000 0% 0 800 1,000 4 31,900 C C C 

SE 1st St Flagler St. 900 1,000 1,200 50% 5,298 6,298 6,498 4 31,900 C C C Flagler St. NW 1st St. 1,800 1,900 2,400 50% 5,298 7,198 7,698 4 31,900 C C C NW 1st St. NW 3rd St. 6,200 6,300 6,600 40% 4,238 10,538 10,838 4 31,900 C C C NW 3rd St. at Miami Station NE 5th St. 5,100 5,400 6,700 30% 3,179 8,579 9,879 4 31,900 C C C NE 5th St. NE 6th St. 9,000 9,400 11,800 30% 3,179 12,579 14,979 4 31,900 C C C NE 6th St. NE 10th St. 14,900 16,900 26,700 20% 2,119 19,019 28,819 4 31,900 C C C NE 10th St. NE 11th St. 9,600 10,100 12,600 10% 1,060 11,160 13,660 2 16,500 B C C 

Notes:

(1) The road segments shown in BLUE reflect changes in the project distribution from the Miami South At Grade Station(2) Where traffic counts are not available, the 2011 and 2015 background traffic is derived by applying a 1% annual reduction of the 2035 AADT road segment volume(3) Traffic Counts obtained from FDOT's 2011 Florida Transportation Information database and counts taken in 2011 for the FEC railroad traffic operational study.(4) Future 2035 background ADT is obtained from the 2035 Cost Affordble Southeast Florida Regional Planning Model, SERPM Version 6.5.2e(5) Project traffic was manually distributed based upon roadways considering future background traffic, land use , and road connectivity(6) Significant impact is where the project consumes 5% of more of the road capacity (7) Adverse impact is where the project consumes 5% or more of the road capacity and the road is anticipated to operate at LOS E or LOS F(8) Capacity is based on FDOT's Generalized Annual Average Daily Service Volumes for urbanized areas where the number of lanes for 2015 is based upon the 2035 Cost Feasible Plan lanes obtained from the SERPM, Version 6.5.2.e model

DRAFT
1 | Page

Florida East Coast Railway 

Development of Commuter Rail Service from Downtown West Palm 

Beach to Downtown Miami 

Trip Generation for Proposed Stations 

1. Introduction 

Florida East Coast Railway (FEC) is proposing to develop commuter rail service from downtown West 

Palm Beach to downtown Miami. The service will include stations at West Palm Beach, Fort Lauderdale, 

and Miami. This report documents the trip generation estimates based on the proposed land uses and 

ridership estimates at each station.

2. Proposed Land Uses 

Following land uses are being proposed at the stations: 

West Palm Beach Station: 

 10,000 square foot retail within the station

Fort Lauderdale Station: 

 10,000 square foot retail within the station

Miami Station: 

 30,000 square foot retail within the station, 

 75,000 square foot retail 

 300,000 square foot office 

 200-room hotel 

 400-resdential units 

3. Daily Boarding and Ridership 

Daily boarding forecast for the year 2030 for the proposed stations are based on All Aboard Florida 

(AAF) Ridership and Revenue Forecasts. Year 2030 daily boarding volumes by station access mode are 

presented in Table 1. 

DRAFT
2 | Page

TABLE 1 

2030 DAILY BOARDINGS AT AAF STATIONS 

STATION ACCESS MODE SPLT AND VOLUMES 

AAF Station 

Daily 

Boardings 

Private 

Auto 

Park and 

Ride 

Private 

Auto 

DropOff 

Total 

Private 

Auto Taxi

Transit/ 

Shuttle Walk Bike Total 

 

West Palm Beach 22% 13% 35% 2% 24% 37% 2% 100%

Fort Lauderdale 18% 9% 27% 2% 37% 32% 2% 100%

Miami 16% 6% 22% 4% 38% 34% 2% 100%

 

West Palm Beach 1,699 374 221 595 34 408 629 34 1,700 

Fort Lauderdale 953 172 86 257 19 353 305 19 953 

Miami 2,477 396 149 545 99 941 842 50 2,477 

Total 5,129 942 456 1,397 152 1,702 1,776 103 5,130 

1. Source: Daily Boardings from AAF Ridership and Revenue Forecast 

2. Station Access Modal Split adapted from Transit Cooperative Research Report 153 - Guidelines for Providing 

Access to Public Transportation Stations, 2012. 

4. Trip Generation 

Trip generation estimates at each station consists of trips generated by the proposed land uses at each 

station and the trips associated with the forecasted boarding and ridership data. Trips for retail, office, and 

hotel land uses were estimated using the Institute of Transportation Engineers (ITE) Trip Generation, 8th

Edition. Trip reductions associated with internal trip capture (for mixed use development at Miami 

Station) and pass-by trip reduction for retail uses were applied according to ITE guidelines. The internal 

capture rate was limited to a maximum of 20 % of gross trips. 

Trips associated with boardnigs were estimated assuming one trip per boarding for private auto, and taxi 

modes, and transit/shuttle boardings were converted to trips assuming approximately 1 trip per 15 

boardings. Also, daily boardings were doubled to account for return trips. For the peak hour, it was 

assumed that 30% of the daily boardings would occur during the peak hour. This information was based 

Transportation Research Board’s (TRB) Commuter & Light Rail Transit Corridors, March 1996. 

Total daily and peak hour trip estimates for each station were estimated by combining the trips generated 

from the land use development and the trips associated with boardings. The trip generation summary is 

presented in Table 2. The trip generation worksheets and relevant information is provided in the 

Appendix. 

DRAFT
3 | Page

TABLE 2 

TRIP GENERATION SUMMARY FOR PROPOSED STATIONS (NET NEW TRIPS)

Description Daily AM Peak Hour PM Peak Hour 

In Out Total In Out Total In Out Total 

WEST PALM BEACH STATION 

Retail Trips 182 182 364 24 16 40 16 17 33 

Ridership/Boarding Trips 656 656 1,312 197 197 394 197 197 394 

TOTAL 838 838 1,676 221 213 434 213 214 427 

FORT LAUDERDALE STATION 

Retail Trips 182 182 364 24 16 40 16 17 33 

Ridership/Boarding Trips 300 300 600 90 90 180 90 90 180 

TOTAL 482 482 964 114 106 220 106 107 213 

MIAMI STATION 

Office/Retail/Hotel/ 

Residential Trips 4,591 4,591 9,182 612 263 875 364 557 921 

Ridership/Boarding Trips 707 707 1,414 212 212 424 212 212 424 

TOTAL 5,298 5,298 10,596 824 475 1,299 576 769 1,345 

1. See the attached trip generation sheets for detailed trip generation, internal capture, and pass-by calculations. 

2. Daily Boardings information is obtained from AAF Ridership and Revenue Forecast 

3. Station Access Modal Split adapted from Transit Cooperative Research Report 153 - Guidelines for Providing Access to 

Public Transportation Stations, 2012. 

4. Peak hour boardings are assumed to be 30% of the daily boardings based on the information from TRB's Commuter & Light 

Rail Transit Corridors, March 1996. 

DRAFT
APPENDIX 

TRIP GENERATION 

DRAFT
ITE-LUC In % Out % In Out Total % In Out Total % 

Daily Retail 820 10000 SFT Ln(T)=0.65Ln(X)+5.83 50% 50% 760 760 1520 0.0% 0 0 0 76.0% 5AM Peak Retail 820 10000 SFT Ln(T)=0.59Ln(X)+2.32 61% 39% 24 16 40 0.0% 0 0 0 0.0% PM Peak Retail 820 10000 SFT Ln(T)=0.67Ln(X)+3.37 49% 51% 67 69 136 0.0% 0 0 0 76.0% 

Daily Retail 820 10000 SFT Ln(T)=0.65Ln(X)+5.83 50% 50% 760 760 1520 0.0% 0 0 0 76.0% 5AM Peak Retail 820 10000 SFT Ln(T)=0.59Ln(X)+2.32 61% 39% 24 16 40 0.0% 0 0 0 0.0% PM Peak Retail 820 10000 SFT Ln(T)=0.67Ln(X)+3.37 49% 51% 67 69 136 0.0% 0 0 0 76.0% Daily Retail 820 75000 SFT Ln(T)=0.65Ln(X)+5.83 50% 50% 2817 2817 5633 20.0% 563 563 1126 39.0% AM Peak Retail 820 75000 SFT Ln(T)=0.59Ln(X)+2.32 61% 39% 79 51 130 0.0% 0 0 0 0.0% PM Peak Retail 820 75000 SFT Ln(T)=0.67Ln(X)+3.37 49% 51% 257 268 525 20.0% 51 54 105 39.0% Daily Retail 820 30000 SFT Ln(T)=0.65Ln(X)+5.83 50% 50% 1553 1553 3105 20.0% 311 311 622 55.0% 6AM Peak Retail 820 30000 SFT Ln(T)=0.59Ln(X)+2.32 61% 39% 46 30 76 0.0% 0 0 0 0.0% PM Peak Retail 820 30000 SFT Ln(T)=0.67Ln(X)+3.37 49% 51% 139 145 284 20.0% 28 29 57 55.0% Daily Retail 710 300000 SFT Ln(T)=0.77Ln(X)+3.65 50% 50% 1555 1555 3109 20.0% 311 311 622 0.0% AM Peak Retail 710 300000 SFT Ln(T)=0.80Ln(X)+1.55 88% 12% 398 54 452 0.0% 0 0 0 0.0% PM Peak Retail 710 300000 SFT T=1.12(X)+78.81 17% 83% 71 344 415 20.0% 14 69 83 0.0% Daily Retail 310 200 Rooms T=8.95(X)-373.16 50% 50% 709 709 1417 0.0% 0 0 0 0.0% AM Peak Retail 310 200 Rooms Ln(T)=1.24Ln(X)-2.00 61% 39% 59 38 97 0.0% 0 0 0 0.0% 

PM Peak Retail 310 200 Rooms 0.59 53% 47% 63 55 118 0.0% 0 0 0 0.0% Daily Residential 222 400 Dwelling Units Ln(T)=0.83Ln(X)+2.50 50% 50% 880 880 1760 20.0% 176 176 352 0.0% AM Peak Residential 222 400 Dwelling Units Ln(T)=0.99Ln(X)-1.14 25% 75% 30 90 120 0.0% 0 0 0 0.0% 

PM Peak Residential 222 400 Dwelling Units T=0.32(X)+12.30 61% 39% 85 55 140 20.0% 17 11 28 0.0% 

Daily 7514 7514 15028 1361 1361 2722 1AM Peak 612 263 875 0 0 0 

PM Peak 615 867 1482 110 163 273 

Notes: ITE-Institute of Transportation Engineers

LUC-Land use codeSFT-Square FeetInternal capture rate was limited to a maximum 20% of gross trips

Miami Station_200 Room Hotel

Miami Station_400 Residential Units

Unit ITE Equation/Rate

Miami Station Total

Miami Station_30,000 SFT Retail

Miami Station_300,000 SFT Office

Florida East Coast Railway

Trip Generation Estimates for Proposed Stations

Internal Capture Pa

Development of Passenger Rail Service from Downtown West Plam Beach to Downtown Miami

Gross Trips 

West Palm Beach Station_10,000 SFT Retail

Fort Lauderdale Station_10,000 SFT Retail

Miami Station_75,000 SFT Retail

Time Period Land Use Intensity

DRAFT
Intensity Unit Equation Pass-by %

10000 SFT Ln(T)=-0.29Ln(X)+5.00 76

Intensity Unit Equation Pass-by %

10000 SFT Ln(T)=-0.29Ln(X)+5.00 76

Intensity Unit Equation Pass-by %

100000 SFT Ln(T)=-0.29Ln(X)+5.00 39

Intensity Unit Equation Pass-by %

30000 SFT Ln(T)=-0.29Ln(X)+5.00 55

Miami Station

Pass-by Capture for Retail Uses

West Palm Beach Station

Fort Lauderdale Station

Miami Station

DRAFT
Date: 7/24/2012

Exit to External 

1976 Total Internal External 9% 254 254 38% 334 Total Internal 

Enter 2817 802 2015 Enter 880 461 Exit 2817 841 1976 11% 310 290 33% 290 Exit 880 394 

2015 Total 5634 1643 3991 Total 1760 855 

Enter from External % 100% 29% 71% 28% 789 3% 26 % 100% 49% 

3% 85 4% 113 38% 334 

30% 466 0% 0

15% 233 22% 342 2% 18 30% 845 9% 140 

0% 0 28% 435

ITE LU Code : 710 ITE LU Code : 820

Exit to External Size : 300000 SFT Size :30000 SFT 

1380 Total Internal External 15% 233 47 3% 47 Total Internal 

Enter 1555 132 1423 Enter 1553 668 Exit 1555 175 1380 22% 342 62 4% 62 Exit 1553 653 

1423 Total 3110 307 2803 Total 3106 1321 

Enter from External % 100% 10% 90% % 100% 43% 

LAND USE 

A

LAND USE 

B

LAND USE 

C

LAND USE 

D TOTAL

Enter 2015 1423 885 419 4742Exit 1976 1380 900 486 4742Total 3991 2803 1785 905 9484

Internal Capture

Single -Use Trip Estimation 5634 3110 3106 1760 13610

LAND USE B: Office LAND USE C: Retail

Net External Trips for Multi-Use Development

30.32%

ITE LU Code 820Intensity 75000 SFT

ITE LU Code 222

85 113 140 

0 435

LAND USE D: Residentia

466 0

Intensity 400 Units

 LAND USE A: Retail

MULTI-USE DEVELOPMENT

TRIP GENERATION AND INTERNAL CAPTURE SUMMARY

Florida East Coast Railway

Analyst:URS Time period: Daily

DRAFT
Date: 7/24/2012

Exit to External 

206 Total Internal External 9% 23 23 53% 29 Total Interna

Enter 257 57 200 Enter 85 Exit 268 62 206 12% 32 26 31% 26 Exit 55 

200 Total 525 119 406 Total 140 

Enter from External % 100.00% 22.67% 77.33% % 100.0% 5

20% 54 0% 0

3% 8 2% 5 20% 28 0% 0 53% 29 

31% 22 23% 79 9% 13 

2% 2 20% 510% 0 20% 29

ITE LU Code 

Exit to External Intensity 30000 

336 Total Internal External Total Interna

Enter 71 12 59 31% 22 4 3% 4 Enter 139 Exit 344 8 336 Exit 145 

59 Total 415 20 395 Total 284 

Enter from External % 100% 5% 95% 23% 79 3 2% 3 % 100% 

LAND 

USE A

LAND USE 

B

LAND USE 

C

LAND USE 

D TOTAL

Enter 200 59 95 42 396Exit 206 336 95 19 656Total 406 395 190 61 1052

Internal Capture

Single -Use Trip Estimation 525 415 284 140 1364

300000 SFT Intensity

Net External Trips for Multi-Use Development

22.87%

0 29

 LAND USE B Office LAND USE C Re

710 ITE LU Code 820

ITE LU Code 820 ITE LU Code 222

Intensity 75000 SFT Intensity 400 Un

28 0

8 5 13

 LAND USE A Retail LAND USE D Resid

MULTI-USE DEVELOPMENT

TRIP GENERATION AND INTERNAL CAPTURE SUMMARY

Florida East Coast Railway

Analyst:URS Time period: PM P

DRAFT