HomeMy WebLinkAboutExhibitHEALTHY LITTLE HAVANA�
PEDESTRIAN PRIORITY ZONES:
CHILDREN FIRSTX
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NEEDS ASSESSMENT & RECOMMENDATIONS
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This report was created by MHCP COLAB and Healthy Little Havana
Community Liaisons for the City of Miami in partnership with Healthy Little
Havana and funded by Health Foundation of South Florida. The work was
developed in collaboration with the following agencies and departments:
Healthy Little Havana Board of Directors
Healthy Little Havana Public Spaces Committee
City of Miami Commissioner Joe Carollo
Assistant City Manager's Office
City of Miami Department of Planning
City of Miami Department of Resilience and Public Works
City of Miami Office of Capital Improvements
Miami Dade County Commissioner Eileen Higgins
Miami Dade County Department of Transportation and Public Works
Florida Department of Transportation Complete Streets
Florida Department of Transportation Safe Routes to Schools
Urban Health Partnerships
• H LALTH
FOUNDATION
of south f lorida
CITY PLANNING,TRANSPORTATION,
OUTREACH & PUBLIC RELATIONS
live
healthy
little havana
PAGE 3
TABLE OF CONTENTS
I. Executive Summary
II. Purpose and Scope
III. Crash Data, Current and Historic
IV. Community Input
V. Community Observations and Analysis
VI. Reference
VII. Policy and Regulatory Requirements
VIII. Previous Studies
IX. Solutions and Recommendations
X. Appendix
1. EXECUTIVE SUMMARY
The following report provides a needs assessment of the Little Havana
Pedestrian Priority Zone (PPZ). A Pedestrian Priority Zone (PPZ) is a
designated area that prioritizes pedestrian safety over vehicle movements and
encourages safe pedestrian movement. PPZs are particularly appropriate for
areas with high instances of pedestrian crashes and fatalities.
The initial need to develop a Pedestrian Priority Zone ordinance for Little
Havana was first identified in the City of Miami's 2016 Bicycle and Pedestrian
Plan for Little Havana. The purpose of this report is to document specific
needs and provide recommendations for PPZ boundaries and standards to
enhance pedestrian safety in Little Havana. It includes data collected from
multiple site visits and windshield surveys, findings from previous studies,
local and national case studies, policy requirements from State and Federal
transportation agencies, pedestrian crash data and a mapping analysis.
The standards shall be incorporated into the City's workflow for all new
roadway construction and private developments in Little Havana and the PPZ
boundaries shall be officially adopted by the City.
PROBLEM
Little Havana has the highest number of pedestrian crashes in the County.
"...while traffic deaths impact every community in the
United States, states and metropolitan areas across the
southern continental United States, older adults, people
of color, and people walking in low-income communities
bear a higher share of this harm.".
--Dangerous by Design
BY THE NUMBERS
From 2008 to 201 T
Pedestrian Vehicle miles
deaths traveled
increased by increased by
t 35.4% t 8.1 %
M
Walking as a
share of all trips
increased by
less 1 %
than
Traffic deaths
among motor
vehicle occupants
decreased by
16.1 %
DANGEROUS BY DESIGN MOST DANGEROUS PLACES FOR WALKING:
Florida #1, Miami/Fort Lauderdale/ WPB metro area #14
E.Gti Sewell Park
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H rneNJ l6th Avl� . �rSpririg Gartlen`H6Vr4
• � �Igyysan SL
Carus Geove Elementary O - ge Ho 1 P1ayground
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iCounlJAudilorium Glen Rn I Perk , �rCha'neryHigh School of the Americas
Plans tle la Cubanitlatl� rl Mater Academy East High School
� ~ , • � ' — ��. - J nestn Lr Park
.w » veung*men": Preparatory A�derey
�Vy Aiver tle�Elemanfary Riveraitle Park
Miami Senior High s33 aha Charter of Excel3ence (AC AtlaMerriH K 8 Center �' s'
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PEDESTRIAN CRASHES: 2012-2016 (5-YEAR TREND)
293 crashes and 12 fatalities
WHY ARE THERE SO MANY
CRASHES?
• Little Havana has a high concentration of pedestrians: Little
Havana is a dense neighborhood with a rich culture with an active and high
number ofpcdcstrians about all day.
• Aggressive drivers persist here: Drivers are overly aggressive towards
pedestrians and pedestrians are wary of drivers who don't yield.
• The neighborhood is designed to be walkable: Small blocks arc
good for walking and encourage more pedestrians making them more vulnerable
to crashes.
RIVERSIDE PARK: SW 8th Avenue has no crosswalk at SW 3rd Street and is
dangerous to cross to access the park.
PAGE 5
RIVERSIDE ELEMENTARY: SW 2nd Street
Crosswalk is faded and both the crosswalk and curb ramp are too
close to SW 12th Ave traffic.
ZONE 3:
:IVERSIDE PARK/
JOSE MARTI
Aarti
Jose
Marti
Ada Park
Merritt Mater
4th
me Avenue
Major Collectors
Neighborhood Greenways
Reduce pedestrian crashes around schools and senior centers with 4 Pedestrian Priority Zones.
FRAMEWORK
A Pedestrian Priority Zone is a
designated area that prioritizes
pedestrian safety over vehicle
movements and encourages safe
pedestrian movement. PPZs are
particularly appropriate for areas with
high instances of pedestrian crashes and
fatalities like Little Havana.
The policy statement establishes the
PPZ intent, zone boundaries and street
hierarchy for evaluating projects.
PAGE 7
POLICY STATEMENT
+ Focus pedestrian safety improvement measures around schools and senior centers as children
and seniors are disproportionately represented in pedestrian collisions.
The City of Miami has the responsibility to improve conditions and opportunities for walking in
Little Havana and to go beyond minimum standards to provide safe and convenient facilities for
pedestrians. Walking has numerous individual and community benefits including health, safety,
enviromnental, transportation, and quality of life.
• ESTABLISH FOUR ZONES in Little Havana as follows:
o Zone 1: Citrus Grove Middle/Elementary
NW 23rd Avenue to NW 18th Avenue from NW 6th Street to NW 1 st Terrace
o Zone 2: Riverside Elementary:
Elagler Street to SW 5th Street from SW 14th Avenue to SW 9th Avenue
o Zone 3: Riverside Park to Jose Marti Park
SW 1 st Street to SW 6th Street and SW 8th Avenue to SW 4th Avenue
o Zone 4: Miami Senior High School
SW 27th Avenue to SW 22nd Avenue and SW 3rd Street to Elagler Street
STREET HIERARCHY: NEIGHBORHOOD GREENWAYS
ZONE 1:
CITRUS GROVE
ZONE 4: MIAMI
SENIOR HIGH SCHOOL
Miami Senior
High School
NW 6th
St t;
Citrus Grove•`
NW 3rd
19th
Avenue
Street
� AUN
SW 3rd
Street
Henderson
f Park ;
ZONE 2: -
RIVERSIDE ZONE 3:
RIVERSIDE PARK/
JOSE MARTI
Lincoln Jose
E[ y & Marti Marti;
Tvvr Ada Merritt Park
Krversine Mater
Park p
13th IOth 7th 4th "'
Avenue Avenue Avenue Avenue ;
1 - •may, 'i- �
o
Vna u.
Establishing a street hierarchy in
Little Havana's Pedestrian Priority
Zones, helps identify which
streets are most important for
people walking and need safety
improvements.
• NEIGHBORHOOD GREENWAYS
A neighborhood greenway connects
pedestrians to important destinations
in Little Havana including schools
and parks. They are safe place
for people to walk and have high
quality sidewalks and crossings.
Neighborhood greenways are
defined in the City of Miami Little
Havana Bicycle Pedestrian Mobility
Plan.
Neighborhood greenways have (1)
safer crossings, (2) higher visibility
and (3) more shade.
PAGE 9
• DESIGNATE THE FOLLOWING STREETS AS NEIGHBORHOOD GREENWAYS
WITHIN THE BOUNDARIES OF THE PPZ:
Zone 1 (Riverside Elementary)
• SW 13th Avenue
• SW 1 Oth Avenue
• SW 3rd Street
• SW 1 st Street
Zone 2 (Riverside Park to Jose Marti Park)
• SW 9th Avenue
• SW 4th Avenue (including Jose Marti Park)
• SW 2nd Street
• SW 5th Street
Zone 3 (Citrus Grove)
• NW 19th Avenue
• NW 3rd Street
• NW 6th Street
Zone 4 (MSHS)
• SW 25thAvenue
• SW 22nd Avenue
• NW 2nd Street
• SW 3rd Street
STREET HIERARCHY: MAJOR COLLECTORS
SLAM rn
ZONE 1: E,
CITRUS GROVE
Citrus Grove
Henderson `
Park
ZONE 2:
ZONE 4: MIAMI + Flagler RIVERSIDE ZONE
SENIOR HIGH SCHOOL ,°�y _ _ - RIVERSIDE PARK/
�" SW 1 st Street
Lincoln JOSE MARTI Jose
_+ �} Tr Riverside
*' w i•�,. '? Marti
Miami Senior F -' Elementary & Marti
Park
High Sc ool �- � ��-'� YWP Ada Merritt
�Mater
Riverside
.fiaa �r Park
- µ t ,�-
SW7th Street_
.- 1
,^ SW8th Street
17th 12th - - 8th
Avenue Avenue' S Avenue
MAJOR COLLECTORS
Major collectors are the
main thoroughfares that
move traffic between local
and arterial streets.
In Little Havana, all of the
state roads are classified
as C4 Urban General
which support a mix of
uses within well-connected
and small blocks with
residential neighborhoods
along or behind the uses
fronting the corridor.
The following streets are considered major collectors within the boundaries of the PPZ:
• SW 1 st Street
• West Flagler Street
• SW 7th Street
• SW 8th Street
• SW 8th Avenue
• SW 12th Avenue
• SW 22nd Avenue
Key Intersections
• Pedestrian crossings are prioritized where major collectors and neighborhood
greenways intersect within the pedestrian priority zones.
PAGE 11
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1. MAKE GREENWAYS THE
FOCAL POINT
Reconstruct all greenways to include:
FAOIto] ONI O10ONEmIasi ffli� xV.0N12W
High emphasis crosswalks with
perpendicular curb ramps and detectable
warning strips at all four crossings.
Beverly Hills, CA
PAGE 13
Miami, FL
B. TREE PLANTINGS
Tree plantings at least 30' on center,
Neighborhood greenways should be prioritized to have
additional shade trees to the greatest extent possible.
London, England
CWt"ML _j:I�Y"MNWN"M&'4
Install and maintain pedestrian amenities including street furniture on
established routes to schools.
IIII HMIl1161MDIN III] N► IMMINO011Qfl11HI
EXTENSIONS
Use paint to change turning radii to 20 or
15'or build curb extensions.
Curb extensions are planters which extend
into the street at intersections, to reduce
crossing distances and add shade.
Safe Routes to Schools
Los Angeles, CA from LA
Streetsblog
PAGE 15
E. PAVEMENT MARKINGS FOR ONE-
WAY STREETS
Stripe parking lane for all neighborhood
greenways which are one-way streets to change
speeding behavior.
Little Havana, Miami
PAGE 17
2. INTERSECTION
IMPROVEMENTS FOR
COLLECTORS
Intersection improvements for collectors
should include:
Nwato] ONI O10ONEmWei"WAND
High emphasis crosswalks at all four
crossings if none exist.
Santa Monica, CA
111<fl111#1��\►�I
Perpendicular curb ramps with detectable
warning strips.
InHM111161MDIN 1111HOII MIWO0111
Use paint to change turning radii to
20' or 15'or build curb extensions for
intersections with greenways only.
London, England
3. EXISTING SIGNALS
All existing signalized intersections shall have:
A. PEDESTRIAN SIGNALS
B. LEADING PEDESTRIAN INTERVALS OR ADJUSTED
SIGNAL TIMING FOR CHILDREN
C. PEDESTRIAN COUNTDOWNS ON ALL SIGNAL
HEADS
Little Havana, Miami
PAG E 19
4. NO RIGHT ON RED
Initiate no right turn on red for turning
movement towards schools at signalized
intersections during school hours. This
applies to SW I st Street in Zone 2: Riverside
and Zone 4: Miami Senior High.
Little Havana, Miami
5. MIDBLOCK CROSSINGS
Study opportunities for midblock crossings on
established routes to schools:
A. BASED ON DISTANCE FROM SIGNAL
For roadway segments that are more than 300
feet from the nearest traffic signals.
B. PEDESTRIAN REFUGE ISLANDS
Midblock crossings should include pedestrian
refuge islands to enhance safety and physically
separate pedestrians from moving traffic.
Bordeaux, France
PAGE 21
C. CONVERT PAINTED
ISLANDS TO MIDBLOCK
ISLANDS
Painted islands should be converted
to pedestrian refuge islands
when they are not in conflict with
driveways.
NW 22nd Avenue
@ Citrus Grove
1 �-
Little Havana, Miami
6. MAINTENANCE
Maintain existing infrastructure. Much of the existing infrastructure has
been poorly maintained.
A. REPAIR CROSSWALKS
Re -stripe crosswalks that are faded
B. RE -STRIPE FADED STOP LINES
C. REPLACE MISSING OR FADED SCHOOL ZONE SIGNS
Little Havana, Miami
D. PLANT EXISTING PLANTERS
Replant empty curb extension planters
• SW 4th Street
• SW 3rd Street
• SW 2nd Street
• NW 6th Street
• NW 19th Avenue
7. REDUCED SPEEDS
Implement 25mph on all local roads.
PAGE 23
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PAGE 25
REVIEW PROCESS + ENFORCEMENT
The City will need to establish guidelines for
prioritizing and managing improvements. It
is recommended that the following policies be
incorporated into the City's workflow and adopted
by each department. In addition, we recommend the
following approval process.
APPROVALS + IMMEDIATE ACTIONS:
1. Determine criteria checklist and approval
process.
2. Draft PPZ boundaries for adoption in Miami 21
(the City's zoning code).
3. Develop work plan matrix of projects
4. City Commission approval of boundaries and
report.
5. Create matrix of PPZ project improvements and
break down by initiative.
6. Make Pedestrian Priority Zone a capital project
7. Perform site reconnaissance for each initiative
to confirm need
8. Develop work plan matrix for each project and
timeline
9. Coordinate approval process with DTPW
Coordinate with EDOT State Safety Office for
improvements on State Roads.
ESTABLISH A LITTLE HAVANA PPZ OVERSIGHT COMMITTEE:
The PPZ oversight coin mittee will review potential new roadway improvement projects. The committee
can be fulfilled by internal staff or through external representation. If external, the committee should
include representatives from the Transportation Planning Organization, Healthy Little Havana Board,
School Board, Miami Senior High School, Citrus Grove Elementary or Middle Schools, Riverside
Elementary and may also include representatives from local Charter Schools and Magnet schools and
residents within the PPZ boundaries.
ESTABLISH REVIEW P R I O R I TI ES. All projects should exhibit the following characteristics:
o Prioritize Walking as a Mode: Give the same priority to walking as is given to other transportation
modes. Walking is an efficient transportation mode for most short trips and can be easily linked
with transit to significantly increase trip distance.
o Accessibility: Pedestrian facilities in Little Havana should meet accessibility requirements and
provide safe, convenient, and interconnected transportation networks. People who cannot or
prefer not to drive should have safe and efficient transportation choices to school and parks.
o Going Beyond Minimum Design Standards: Design walking facilities beyond the minimum
standards and anticipate likely future demand for walking facilities to accommodate future
pedestrian improvements.
IMPROVEMENTS DURING MAINTENANCE PROJECTS:
Make facility improvements for pedestrians during resurfacing and other maintenance projects. All of the
policy recommendations below should be implemented immediately. All of the design and construction
recommendations should be triggered by planned maintenance and resurfacing by City of Miami, Miami
Dade County or Florida Department of Transportation.
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PURPOSE & SCOPE
PURPOSE
A Pedestrian Priority Zone (PPZ) is a designated area that prioritizes
pedestrian safety over vehicle movements and encourages safe pedestrian
movement. PPZs are particularly appropriate for areas with high instances
of pedestrian crashes and fatalities.
The initial need to develop a Pedestrian Priority Zone ordinance for
Little Havana was first identified in the City of Miami's 2016 Bicycle
and Pedestrian Plan for Little Havana. The purpose of this report is
to document specific needs and provide recommendations for PPZ
boundaries and standards to enhance pedestrian safety in Little Havana.
The standards shall be incorporated into the City's workflow for all new
roadway construction and private developments in Little Havana and the
PPZ boundaries shall be officially adopted by the City.
NEED
The entire Little Havana Community will benefit from the outcomes
of the Pedestrian Priority Zone as it will enhance the neighborhood's
overall walkability. The neighborhood is within City of Miami and has
the highest concentration of Hispanics (92%) (City of Miami NET office
website) and many immigrants from Central and South America and the
Caribbean. The majority (55%) speak little to no English. There is a total
population of 76,000 and nearly 49,000 family households with over
a fifth of households having children (11,421) . The median income in
Little Havana is $15,213, well below the City average of $31,051 and
with a poverty level of 34%. Little Havana also has one of the highest
concentrations of older adults and households without a car, which rely
PAGE 27
on active or assisted transportation modes.
The 2019 report "Dangerous by Design", published by Smart Growth
For America, stated that there is a higher rate of pedestrian crashes in
low income and minority communities, like Little Havana. "...while
traffic deaths impact every community in the United States, states and
metropolitan areas across the southern continental United States, older
adults, people of color, and people walking in low-income communities
bear a higher share of this harm." This statement is validated by FDOT
pedestrian crash data, which demonstrates 12 pedestrian fatalities and
293 total crashes from 2012-2016. In fact, Little Havana has the greatest
incidents of pedestrian crashes in the County and is a priority for FDOT.
The PPZ would help to reduce these pedestrian injuries and fatalities
by creating new standards for street design that enhance walkability
with better crossings, sidewalks and mid -block crossings. New roadway
projects in Little Havana, would be required to meet these new standards.
In addition, the PPZ would provide the rationale and policy language
to retrofit existing streets and seek funding from FDOT through their
Transportation Alternative Program.
The PPZ aligns with Healthy Little Havana's (HLH's) Community
Action Plan Strategy PR 4, which calls for "Safe and accessible routes for
pedestrians and cyclists to parks and schools. In addition, the PPZ was also
identified in the City's 2016 Little Havana Bicycle Pedestrian Mobility
Plan and stated the need to prioritize pedestrians and access to transit over
other modes during project prioritization and decision -making in Little
Havana because non -motorized transportation is vital to the economic,
social, health, and mobility well-being of the community. Furthermore,
"Dangerous by Design" ranked Florida # 1, Miami/Fort Lauderdale/
WPB metro area # 14 as the most dangerous places for walking.
PROCESS
The foundation of the project has been outreach and collaboration which
has directed and shifted the project approach in terms of the approval
process, regulatory requirements and the type of recommendations.
Through this multi -agency partnership, our team has had access to new
partners at FDOT, the County and the City of Miami.
In addition to the outreach and coordination, our team researched existing
regulatory standards from the Manual of Uniform Traffic Control Devices
(MUTCD), AASHTO and the Florida Design Manual and case studies
for PPZs locally and across the country. We also conducted a needs
assessment through GIS mapping of current Little Havana infrastructure
and through multiple windshield surveys and site visits to determine PPZ
elements that would be beneficial to the neighborhood.
In drafting the needs assessment and policy recommendations, MHCP
COLAB is working with the Healthy Little Havana board of directors to
determine the measurements for the health impacts of this project.
The Media Plan has been designed to educate the community on the
importance of the PPZ and to engage the community to support the policy
recommendations and provide additional input.
Through this report's adoption and approval by the City Commission, the
City can begin to incorporate the recommendations into their workflow
for capital improvements and for private development through Planning and
Zoning and Public Works. They can also solidify agreements with the County
in terms of traffic review and approvals and adopt the PPZ boundaries and
recommendations in their code of ordinances and Miami 21 (the City's zoning
code). Finally, with the report's approval, the City can pursue State and Federal
funds to develop an Action Plan and project lists.
The decision to focus the PPZs around schools, also creates opportunities for
further collaboration with FDOT through their Safe Routes to Schools program
and to trigger special allowances for infrastructure in school zones in the Manual
of Uniform Traffic Control Devices, which is the Federal regulatory manual
which the City and County follow.
PARTNERSHIPS
As the intended outcome is a policy change which will impact all residents of
the Little Havana neighborhood, all 76,000 residents will be served by this
project. Direct participation in crafting the project has come from the two
(2) Community Liaisons who are part of the project team and disseminate the
information about the PPZ to community. The Community Liaisons are active
Little Havana residents who have conducted site visits, prepared site visit surveys
to summarize observations, helped to develop PPZ boundaries and identify
needs, reviewed recommendations and confirmed solutions, attended meetings
with City, County and State agencies and represented the project at committee
meetings.
The greatest risk to this project's success is resistance from the Commission
or the City to this ordinance. Strategies to overcome the risks include starting
the process with the City manager and the City Commissioner so that they can
PAGE 29
direct their staff to work with us and presenting the PPZ concept elements.
Therefore, additional input and participation have come from numerous
discussions with FDOT, County Department of Transportation and Public
Works, the City of Miami Commissioner, the County Commissioner, Deputy
and Assistant City Managers, City Public Works, City Planning and Capital
Improvements. This participation has helped to shape the recommendations
and identify the best process for approving recommendations through
multiple agencies. It has also provided an opportunity to use the Little Havana
PPZ as a test case for future pedestrian improvements within the City.
Our team also used input from previous community outreach efforts to inform
our recommendations. These included the desire for more active zones
around Citrus Grove Elementary and Middle Schools to encourage more play
and facilitate a safe walking environment and the need for better sidewalks and
crosswalks around Henderson Park. Residents surveyed were in agreement
that the sidewalks, in particular, were, and are in poor condition with little
shade.
PERFORMANCE MEASURES
Data points to measure the overall impacts of the PPZ would be crash data
which is collected from FDOT annually. Additionally, we can measure the
number of PPZ projects built annually and set a 5 and 10-year goal. The
impacts will be both short-term long-term and will result in fewer pedestrian
crashes, injuries and fatalities as new projects are constructed, number of
crosswalks built, percentage of compliant curb ramps and tree canopy.
PEDESTRIAN CRASHES 2012-2017 (5-YEAR TREND)
293 crashes and 12 fatalities
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Data Source: FDOT
Created by: MHCP Colab
Funded by: Health Foundation
HEALTH
FOUNDATIO
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PAGE 31
III. CRASH DATA CURRENT & HISTORIC
Little Havana has the highest WHAT THE CRASH DATA SHOWS
incidents of pedestrian crashes in The Department of Highway Safety Motor Vehicle (DHSMV) collects crash data for any collision that involves
Miami -Dade county. a vehicle on State and non -State roads. This includes crashes that involve pedestrians. The data also includes
information about the people involved in the collision, the condition of the road, the circumstances of the crash,
Between 2012-2017 (5-year trend) location and movement. The Florida Department of Transportation (FDOT) confirms all crash data on State
there were 293 pedestrian crashes roads only (SSO), but provides both on and off State road (non-SSO) data to the public. The data for the entire
and 12 fatalities state of Florida and the raw data can be sorted by County and City.
For the Little Havana analysis, crash data was assembled from raw data files provided by FDOT for the most
current five years of SSO and non-SSO DHSMV data. Crash data for Miami Dade County and City of Miami was
extracted from each of the databases and then further sorted for crashes involving pedestrians only. The data
was then mapped using ArcGIS to give avisual summary of crash locations and intensity. According to FDOT
annual crash data for both State and non -State roadways for the years 2012, 2013 and 2014, there were 174
pedestrian crashes in Little Havana and three fatalities. Based on SSO crash data provided by FDOT, there were
63 crashes in 2015 and two fatalities. And there were 56 crashes in 2016 with seven fatalities. This is atotal of
293 crashes and twelve fatalities over a five-year period from 2012 to 2017.
FLAGLER STREET CRASH DATA SINCE RECONSTRUCTION
FDOT has also been collecting crash data following Flagler Street's reconstruction from January 1, 2019 to
November 30, 2019. Improvements to crosswalks and sidewalks have not had the effect anticipated and safety
has not increased as anticipated. It is not yet clear why. Since the roadway redesign and construction, there have
been seven pedestrian crashes in eleven months.
Flagler Street from NW 27th Avenue to NW South River Drive
Pedestrian Crash Data (January 1, 2019 to November 30, 2019)
Legend
Pedestrian Crashes
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PAGE 33
2016 LITTLE HAVANA BICYCLE PEDESTRIAN
MOBILITY PLAN
When compared to previous crash data presented in the 2016
Little Havana Bicycle Pedestrian Mobility Plan prepared
for the City of Miami, between 2008 and 2013, there were
approximately 500 reported crashes involving pedestrians. Of
these, approximately 135 involved an elderly pedestrian. The
geographic area of these crashes included Shenandoah and, thus
encompassed agreater area.
The crashes are concentrated in the northern half of the study
area, between SW 8th Street and NW 7th Street. This coincides
with the higher density residential areas. Crashes involving
elderly pedestrians tend to occur more on major roadways,
particularly those with high Metrobus ridership. This maybe
because elderly residents in Little Havana are regular transit
users, and must cross major roadways to reach their final
destination.
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WHY ARE THERE SO MANY
CRASHES?
• Little Havana has a high concentration of
pedestrians: Little Havana is a dense neighborhood with a rich
culture with an active and high number of pedestrians about all
day.
• Aggressive drivers persist here: Drivers are overly
aggressive towards pedestrians and pedestrians are wary of drivers
who don't yield.
• The neighborhood is designed to be walkable:
Small blocks are good for walking and encourage more pedestrians
making them more vulnerable to crashes.
PAGE 35
"...while traffic deaths impact every community in the
United States, states and metropolitan areas across the
southern continental United States, older adults, people
of color, and people walking in low-income communities
bear a higher share of this harm.".
--Dangerous by Design
BY THE NUMBERS
From 2008 to 2017:
Pedestrian Vehicle miles Walking as a Traffic deaths
deaths traveled share of all trips among motor
increased by increased by increased by vehicle occupants
decreased by
less
t 35.4% t 8.1 % than 1 %* 6.1
DANGEROUS BY DESIGN MOST DANGEROUS PLACES FOR WALKING:
Florida #1, Miami/Fort Lauderdale/ WPB metro area #14
Overview of Community Survey
UI
ZIA%
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Reported Excellent to laoc Dealt
+-68% Compared to data aNadable IhruJgh Irle HDIAB WCY1a°al RI I a . JI Wel a C9
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Participants who...
Would access more
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businessesby Think Little with improved
Currently
walking .and bicycling Havena is easy to walking and
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PAGE 37
V. COMMUNITY INPUT
As the intended outcome is a
policy change which will impact
all residents of the Little Havana
neighborhood, all 76,000 residents
will be served by this project.
Direct participation in crafting the
project has come from the two (2)
Community Liaisons who are part
of the project team and disseminate
the information about the PPZ to
community.
The Community Liaisons are active
Little Havana residents who have
conducted site visits, prepared
site visit surveys to summarize
observations, helped to develop
PPZ boundaries and identify needs,
reviewed recommendations and
confirmed solutions, attended
meetings with City, County and
State agencies and represented the
project at committee meetings. Their
participation has been integral to this
SITE VISIT
During site visits, our team was able to talk with teachers, principals and crossing guards during morning
drop-ofl'and afternoon dismissals who all expressed concern about child safety and especially when crossing the
main Avenues including NW 22nd Avenue and NW 12th Avenue, as well as SW 1 st Street and West Flagler
Street. We have also communicated with the School Board Member for District 6 and opportunities to support
FDOT's Safe Routes to Schools program.
AGENCY MEETINGS
Additional input and participation have come from numerous discussions with FDOT, County Department of
Transportation and Public Works, the City of Miami Commissioner, the County Commissioner, Deputy and
Assistant City Managers, City Public Works, City Planning and Capital Improvements. This participation has
helped to shape the recommendations and identify the best process for approving recommendations through
multiple agencies. It has also provided an opportunity to use the Little Havana PPZ as a test case for future
pedestrian improvements within the City.
PREVIOUS OUTREACH EFFORTS
Our team also used input from previous community outreach efforts to inform our recommendations. These
included the desire for more active zones around Citrus Grove Elementary and Middle Schools to encourage
more play and facilitate a sale walking environment and the need f6r better sidewalks and crosswalks around
Henderson Park. Residents surveyed were in agreement that the sidewalks, in particular, were, and are in poor
condition with little shade.
The Why Little Havana Matters Community Survey identified that half of those surveyed would access more
local businesses with improved walking facilities. These included safer and more secure streets and crosswalks
and improved sidewalks with more shade and in better repair. Similarly, nearly half of all participants felt the
wider crosswalks were an important element that was missing from the community, and 63% of participants
desired more pedestrian friendly streets. The streets with the greatest need for improvements included Flaglcr,
SW and NW 3rd Streets, SW and NW 4th Streets, SW 5th Street, SW 6th Street and SW 13th Avenue. SW
6th Street had the greatest need for safer crosswalks, better maintained sidewalks and general safety.
project's success.
WHERE IS THE GREATEST NEED?
FOCUS ON SCHOOLS AND PARKS
High number of schools and three main parks= a lot of child rcn walking.
22nd 17th 12th 8th
Avenue Avenue Avenue Avenue
PAGE 39
V. COMMUNITY OBSERVATIONS &ANALYSIS
Based on the input from the Public
Space Committee and Board
Members, our team chose to
observe local schools in terms of
pedestrian needs and safety.
Representatives from MHCP
COLAB, UHP, HLH Board and HLH
Community Liaisons, conducted
two site visits to observe pedestrian
traffic around the schools during
morning drop-off and afternoon
pick-up. We used a survey
instrument which was in English
and Spanish, to record our findings
in terms of pedestrian safety.
The survey included the following
questions:
PEDESTRIAN ACTIVITY/ ACTIVDAD DE PEATONS
1. What streets have most children walking to school?/ Las calles con la mayoria des ninios caminando a la
escuela?
2. Busiest intersections. What type of crosswalk is present? / Las intersecciones con mas peatones? Que tipo de
cruce peatones hay?
3. Where are pedestrians and children typically crossing the street?/ Donde crucen los peatons?
4. If crossing midblock then where?/ Si cruzan a media calle, adonde?
5. Dangerous intersections/ Las intersecciones mas peligrosas
6. Dangerous streets/ Las calles mas pelligrosas
VISIBILITY/ LA VISIBILIDAD
1. What streets/intersections are most difficult to cross?/ Cuales calles/intersecciones son las mas difficiles de
cruzar?
2. What streets are most difficult to cross due to low visibility?/ Cuales calles son mas dificiles de cruzar por Baja
visibilidad?
3. Where does on street parking obstruct visibility?/ Donde obstrue la visibilidad el parque en la calle?
SIDEWALK CONDITIONS/ LAS ACERAS
1. Identify sidewalks in need of improvement./ Cuales aceras necesitan ser mejoradas?
2. Identify the best sidewalks/ Identifica las mejores aceras.
3. Missing sidewalks/ Calles sin aceras?
4. Streets w/too many curb cuts/ Calles con muchos entradas de coches.
5. Which streets have good shade from trees?/ Cuales calles tienen bastante sombra de los arboles?
6. Which streets need more shade trees?/ Cuales calles neccesitan mas arboles que den sombra?
7. What bus stops/trolley stops can be improved?/ Cuales paradas de bus o trolley neccesitan ser mejoradas?
RIVERSIDE
ELEMENTARY SW 12TH
AVENUE
Midblock crossing
requires crossing
guard.
PAGE 41
WHAT ARE THE COMMON PROBLEMS? SITE VISITS
Our team conducted site observations during morning drop-off for Miami Senior High,
• Lack of landscaping in existing swale areas Citrus Grove Elementary and Citrus Grove Middle Schools between 7amand 9am. We
and curb extensions. conducted observations during afternoon pick-up for Riverside Elementary, Young Womens'
Preparatory, Ada Merritt and Mater between 2:30pm and 4pm.
• Poor visibility for crossing major collectors
(Avenues).
Faded crosswalks needing repainting.
Lack of crosswalks on local streets.
• Crosswalks that don't align with curb
ramps.
One-way streets encourage higher speeds.
• Painted and planted medians are being
improperly used as mid -block crossings.
Using the surveys and printed maps, our team walked the perimeter of each zone and noted
the different movements of school children and their parents on foot and how car drivers were
behaving during drop-off, pick-up and through traffic.
PEDESTRIAN BEHAVIOR
In terms of behaviors, we noted that cars did not observe the school zone speeds. Many cars
did not slow down for children. We also noted that children were being dropped off by cars
in the middle of the street and running across lanes of moving traffic, or children were being
dropped off on the side of the road by cars and blocking traffic. Lack of midblock crossings
and crosswalks creates further dangerous situations for both Riverside Elementary and Citrus
Grove Elementary and Middle Schools. Crosswalk to Young Women's Preparatory were
safer. Additional descriptions of observations are shared in the following section.
SW 2ND STREET
Crosswalk and curb ramp are too close to SW 12th
e traffic.
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PAGE 43
RIVERSIDE ELEMENTARY
Below is a summary of our SW 12th Avenue is dangerous to cross.
observations and overall • Visibility is poor when crossing from SW 3rd on the east side of SW12thAve
assessment of what solutions are • The crossing guard was essential for helping children cross.
needed to improve pedestrian • There are a lot ofkidswalking toschool. Lots ofpedestrians.
safety around the schools.
SW 1st Street
• Crossing at intersection is good but lacks landscaping.
• Few kids walk to Young Women's Preparatory or seem to use the bus. Most are driven in.
SW 2nd Street
• Crosswalk is too close to intersection of SW 12th Avenue.
• Crosswalk and stop line need to be repainted at SW 12th Avenue.
SW 3rd Street
• SW 8th Avenue (FDOT) is difficult to cross at Riverside Park. A crosswalk is needed at SW 3rd Street.
• Crosswalks need to be repainted at Riverside Park and SW 7th Avenue.
• Better landscaping needed by Riverside Elementary between SW 12th and 1 Ith Avenues.
• SW 5thAvenue is difficult to cross.
SW 4th Street
Need crosswalks at SW 4th Avenue to connect to Jose Marti Park.
Centro Maier is very active on SW 4th Avenue with pedestrians, cars and buses. Safety is an issue for
pedestrians here.
Henderson Park
• There are no north/south crosswalks on Flagler at NW 1 Oth Street, but there is a street light.
There is no north/south crosswalk on Flagler at NW 9th Street.
RIVERSIDE ELEMENTARY
@SW 12TH AVENUE
RIVERSIDE ELEMENTARY
@ SW 12TH AVENUE
Illegal parking for after school pick-up- Poorly painted crosswalk.
Safety issue.
RIVERSIDE ELEMENTARY
@ SW 3RD STREET AND
11 TH AVENUE
Faded stop bars.
PAGE 45
YOUNG WOMEN'S PREP
@ SW 1ST STREET
This is an active student crosswalk.
SW 1ST STREET
Need a better landscape buffer to separate
pedestrians from traffic.
SW 2ND STREET
AND 11THAVENUE
Crosswalk doesn't align with curb ramp.
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JOSE MARTI PARK
C SW 4TH STREET
SW 5th Avenue is difficult to cross without a
crosswalk or stop sign.
PAGE 49
JOSE MARTI PARK @SW
4TH STREET
After school program at Mater brings pedestrians
and multiple school buses to this active intersection
across from the park (SW 4th Street and 4th
Avenue.
22ND AVENUE
CROSSWALKS
• No crosswalk across NW 22nd Avenue
at NW 3rd Street only crossing NW 3rd
Street.
•, Stud4nts cross at this painted median.
CITRUS GROVE
Citrus Grove includes an
elementary school and a middle
school which are directly adjacent
to one another.
PAGE 51
School Entrances
• The entrance to the Citrus Grove Elementary School is on County Road NW 22nd Avenue and mid -block,
but there is no mid -block crossing.
• Parents are stopping in traffic to drop off children in the morning and blocking a single lane of traffic
because there is no crosswalk between NW 7th Street and the midblock crossing between NW 5th Street
and NW 4th Terrace- nearly 750 feet. There is no crosswalk and any of the nearest intersections to either
school. There is no crosswalk to cross NW 22nd Avenue at NW 3rd Avenue which is the main entrance to
the Middle School.
• Parents are dropping off kids in the middle of the street.
• Pedestrians are using painted medians as pedestrian refuges between NW 4th Terrace and NW 4th Street
because there is no crosswalk. This is not a safe place to wait and is not meant for pedestrians.
• The street is very wide and there is no parking lane.
NW 6th Street
• NW 6th Street has a secondary entrance to the school and could be safer for pedestrians.
• It is missing a complete crosswalk at NW 22nd Avenue. Double lines, but no ladder. Low visibility and no
traffic light.
• Need crosswalk at NW 21 st Avenue entrance.
• Sidewalk is deteriorated west of NW 20th Avenue.
• Curb extensions are not maintained.
NW 5th Street
• Need crosswalk at NW 20th Avenue.
• Curb extensions need to be planted.
NW 3rd Street
• Missing sidewalk opposite the school on south side of the street between NW 22nd Avenue and NW 21 st
Avenue.
• Need more plantings and grass on north side of street adjacent to the school.
• Crosswalks are faded.
CG ELEMENTARY @ NW
22ND AVE
CG ELEMENTARY @ NW
22ND AVE
Midblock crossings occurring and drop off in the middle of the There is no light or crosswalk to cross NW 22nd Ave at
street is dangerous. NW 6th Street, at NW 3rd Street or at the entrance to the
Elementary School.
CG ELEMENTARY@ NW
22ND AVE
Only one midblock crossing with a HAWK fixture which
doesn't directly connect to any entrance. 700' between
NW 7th Street and midblock crossing is too far.
PAGE 53
CG ELEMENTARY @ NW 6TH
STREET
Larking crosswalk on NW 22nd Ave and NW 6tF Street.
CG ELEMENTARY @NW 3RD
STREET
NW 6th Street secondary school entrance lacks a crosswalk.
CG MIDDLE @NW 3RD
STREET
NW 3rd Street missing sidewalk, lacks
landscaping and faded crosswalks.
PAGE 55
CG
MIDDLE @
NW 3RD
STREET
North sidewalk in front
of the Citrus Grove
Middle School is wide
and painted with
interactive games.
Students are
crossing to SW
24th Street before
reaching the
crosswalk. View
from Flagler Street
looking west.
MIAMI SENIOR HIGH SCHOOL
While many of the roads around
the perimeter of Miami Senior High
School were recently upgraded
when the school underwent its
renovation, the conditions on Flagler
and east of the school on SW 1 st
Avenue are dangerous.
Many students walk east along
SW 1 st Avenue where there no
crosswalks between SW 24th
Avenue and SW 17th Avenue.
We observed students crossing
midblock in several places along
SW 1 st Avenue. FDOT is currently
evaluating the intersection at SW
24th Avenue at our request and will
evaluate potential locations for other
crosswalks should we request them.
Crosswalks should occur where there
is a need and also a destination
which attracts more people like a
restaurant, retail, municipal building
or park.
PAGE 57
• Crossing West Flagler is dangerous. Crosswalk is not wide enough or visible enough at 24th Avenue west
side of intersection.
• Students are crossing at the median on the east side of 24th Avenue and waiting in the median to cross.
This isn't safe. We have asked FDOT to evaluate this crossing.
• Generally, all other entrances are easy to access with clear crosswalks and sidewalks and landscaping is in
excellent conditions since the school was renovated and expanded.
10 COMMON CRITERIA THAT DEFINE
PEDESTRIAN PRIORITY ZONES
Below are the ten criteria used
downtown and in Miami Beach:
1. Minimum six-foot unobstructed clear
pedestrian path
2. Crosswalks on all intersection
approaches
3. Curb ramps aligned with sidewalks
4. Posted speed of 25 MPH
5. Reduced lane width
6. Bulb -outs at intersections
7. Automated countdown timers
8. Shaded sidewalks
9. Mid -block lighting
10. No right turn on red
VI. REFERENCES
MIAMI BEACH PEDESTRIAN
PRIORITY ZONE
Locally, there are several examples
of Pedestrian Priority Zones (PPZs).
Additionally, Miami Dade County's
Vision Zero Plan, recommends
PPZs in areas with high incidents of
pedestrian crash rates.
PAGE 59
The City of Miami Beach produced 2016 Street Design Guidelines which include standards for Pedestrian
Priority Zones for all areas where the combined pedestrian and transit mode share is higher than 40% . The
Miami Beach Street Design Guide is meant to be a starting point for engineers, city staff, and citizens in their
ongoing work to provide safer streets for Miami Beach residents and visitors, and in the implementation of the
2016 Transportation Master Plan and Bicycle Pedestrian Plans. It is not part of the City's regulatory policy or
code of ordinances, however, the City is developing a pedestrian priority zone study which includes evaluating
the feasibility of applying the PPZ as defined in the City Design Guidelines and to develop conceptual designs
for short-term improvements and costs which implement PPZ concepts.
Areas which qualify as PPZs follow more stringent standards for street and intersection design for a safer
walking environment. These include:
1. Providing continuous, unobstructed sidewalks with a clear width of 6 feet minimum
2. Aligning curb ramps and sidewalks.
3. All intersections have visible crosswalks of 10 feet in width, longer crossing signals times in
consideration of elderly and handicap users and travel lanes with areduced width of 10 feet.
4. Curb extensions (bulb -outs) at intersections on all arterials, crossings at intervals not to exceed 350',
regularly spaced, pedestrian scale lighting, requiring shade trees on all sidewalks, providing shade structures on
sidewalk and in building frontage.
5. Limit speed limits to 25 mph max, preferably 20mph; ensure consistent design speed for streets,
prohibiting right turns on red, providing green signal turn, providing exclusive pedestrian phase at
intersections where the volume of pedestrian crossings is greater than X pedestrians per minute.
In addition, corner radii should be no greater than 25 degrees to encourage slow turning movements for
automobiles, and shorter crossing distances for pedestrians. Crosswalks should be provided at intervals no less
than 350', at locations controlled by traffic control signals, at intersections controlled by stop or yield signs and
where judgment dictates the need of a marked crosswalk because of high demand, or to indicate safest path.
MIAMI DDA PEDESTRIAN
PRIORITY ZONE
The Downtown Miami
Pedestrian Priority Zone
(DPPZ) was initiated to
safeguard downtown Miami's
unique relationship between
land use and multi -modal
transportation infrastructure,
and to promote safety, health,
amenity, economic vitality and
general welfare. The DPPZ
applies to all public right-of-
ways within the downtown
and has been adopted into the
City's Code of Ordinances.
The Downtown Development
Authority, which drafted the
legislation, is spearheading its
implementation as the PPZ is not
referenced in other parts of the
code or in Miami 21 to trigger
implementation measures.
Many of the PPZ policies within the ordinance are in process.
(1) Provide a minimum six-foot unobstructed pedestrian path at all sidewalks;
The DDA conducted an inventory of some streets in 2016 to determine ability to provide a minimum six-
foot unobstructed pedestrian path. DDA Urbanism Committee agreed to supportkeel) ing sidewalks
open during; construction. They need to determine hou to Coll) nunicatewith building/construction
community pcndingehange.
(2) Provide perpendicular curb ramps at all intersections;
Everyintersection should have curb ramps perpendicular to the path
of travel. This is already a Federal mandate.
(3) Provide marked crosswalks at all intersections at all four corners and
mid -block crosswalks at blocks greater than 400 feet;
DDA and the City applied for grants to try to increase crosswalks
in Metromover areas. City ofMiami has secured two LAP grants to
help realize more crosswalks. MOT is installing more crosswalks on
Biscayne.
(4) Provide pre -timed fixed signals at all traffic controlled intersections
with a minimum of one second of crossing time for every two and eight -
tenths feet of street width.
DDAwill workwith the County's Age FriendlyInitiative to see if they
can advocate for countdown signals in downtown. Nothing has been
done yet to implement this initiative.
(5) Provide driving lane widths of no more than ten feet, turning lanes of
no more than 12 feet, and sharrow lanes of no more than 12 feet;
DDA is working with DTPW on new software thatwill identify
opportunities for shrinkinglanes to ten feet.
(6) Provide sidewalk bulb -outs extending at least 20 feet from
crosswalks in either direction at all street intersections and curb radii not
exceeding 15 feet;
DDA has conducted an inventory of all downtown streets to determine
number ofnew sidewalk bulb -outs and will develop a phasing/priority
plan. New developments are already extending curbs and the County
is exploring curb extensions in certain areas.
(7) Provide broad spectrum (white) mid -block street lighting that
ensures a consistent and uniform distribution of illumination on all
PAGE 61
sidewalks;
DDA has conducted an inventory of all downtown streets
to determine the number of mid -block lights required for
implementation and has developed a phasing/priorityplan.
(8) Provide continuous shade tree canopy on all sidewalks with
widths ten feet or greater; where sidewalks are less than ten feet wide,
require adjacent buildings to have canopies, overhangs and/or other
architectural devices that provide shade onto the sidewalk area;
Inventory of downtown streets was conducted in 2016. DDA
applied with City for a grant for more street trees. Baywalk
Guidelines include shade trees. Next step would be Speakwith City
of Planning regardingMiami 21 changes to offer incentives.
(9) Be designed to and posted at a maximum speed limit of 25 miles
per hour. The City has approved 25mph speed limitwith the PPZ.
(10) Prohibit "right turn on red" at all intersections.
No turn on red will need legislation to be implemented.
Prioritization is based on available pedestrian counts. MOT is
implementing no turn on red in new offramps of I-395 Bridge and
the City of Miami is trying to implement a shorter signal cycle that
will help pedestrians and motorists.
MIAMI DADE COUNTY VISION
ZERO
Vision Zero is a program to
end pedestrian fatalities from
car collisions and setting new
standards in roadway design and
policy to achieve this. Miami Dade
County prepared a Vision Zero
Plan which proposes the total
elimination of all traffic -related
deaths and serious injuries by
the year 2030. The plan includes
specific counter measures to
protect pedestrians. Many of these
have been considered for the Little
Common countermeasures that have shown to immediately increase safety across all modes include:
• PEDESTRIAN PRIORITY ZONE (PPZ): Create PPZs in areas where there is a high concentration
of crashes. Elements of a PPZ might include many of the countermeasures described in this section.
• LEADING PEDESTRIAN INTERVALS (LPI) AND INCREASED CROSSING TIMES:
One low-cost method of addressing pedestrian safety at intersections, and a proven Vision Zero tool, is
the use of Leading Pedestrian Intervals at signalized intersections and increased crossing times. LPIs
give pedestrians a 3-5 second head -start to cross and should be adapted to the needs of the local context.
Locations around schools, hospitals, retirement communities, retail districts, etc. should be given greater
consideration for crossing times. The current assumption for walk speed of 3.5 feet per second should be
re-evaluated.
• LANE REDUCTIONS (ROAD DIETS) : This strategy includes narrowing the vehicular travel way
by eliminating lanes and/or reducing lane widths. The reclaimed space can be used for separated bike lanes,
wider sidewalks, landscaping, bus -only lanes, etc.
• LEFT -TURN TRAFFIC CALM I N G: Failure to yield right-of-way is a major cause of traffic collisions,
particularly at intersections. Left -turn movements comprise most of failure -to -yield crashes. Design
countermeasures for increasing safety for turns include: hardened center lines and protected left -turn
Havana PPZ. signals.
• NO -TURN -ON -RED POLICIES: Locations where there is a high volume of pedestrian and/or
bicycle activity should be prioritized for No -Turn -on -Red' policies. These are common in commercial
corridors, trail and bike lane crossings, and other areas of high bicycle/pedestrian activity.
• CURB EXTENSIONS (BULB -OUTS) : Curb extensions are areas at intersections that are converted
into expanded sidewalks. They arc typically created by reducing the curb radius of an intersection and
sometimes occupy pavement area created by on -street parking. Curb extensions reduce the crossing
distance for pedestrians and slow turning traffic. This can permit installing traffic control devices closer
to the travel lanes where they become more visible (notice the apparent blockage of the Stop sign by the
tree and on -street parking. Where feasible, this method is also one that can be quickly implemented in a
relatively short period of time at moderate cost.
RECTANGULAR RAPID FLASHING BEACONS
(RR F B S) : At un-signalized or mid -block crossings, RRFBs are
repeatedly flashing lights accompanied by large pedestrian crossing
signage).
PEDESTRIAN COUNTDOWN SIGNALS: Thison-street
display provides information to pedestrians regarding the amount
of time available to complete a street crossing. This is a standard
requirement on new installations on State roads which should also be
adopted by Miami -Dade County DTPW .
PEDESTRIAN SCRAMBLE: This technique allows pedestrians
to cross an intersection in any direction while vehicular traffic is
completely stopped by a traffic signals.
IMPROVED SIDEWALKS: In conjunction with Road Diets,
sidewalk widths can be increased, allowing area to accommodate
pedestrians, provide space for landscaping and street furniture, such as
benches, and encourage the development of sidewalk cafes, and retail
uses. Crosswalks can be marked to raise awareness to the pedestrian.
PARKING RESTRICTIONS/DAYLIGHTING:This
treatment, which can also fall under the category of a curb extension,
restricts on -street parking adjacent to crossings (both at intersections
and mid -block) to increase pedestrian visibility and shorten crossing
distances.
STREET LIGHTING: Crosswalks should have adequate overhead
lighting. The FDOT has introduced new standards that provide "front -
lighting" on pedestrians. Traditional intersection lighting has provided
the most intense lighting within the intersection itself, thereby reducing
pedestrians to "silhouettes". Providing additional lighting in advance of
PAGE 63
the crosswalks provides improved awareness of pedestrians.
SPECIAL EMPHASIS CROSSWALKS: Crosswalkscanbe
dramatically improved by including advance -warning signage, ADA
accessible ramps, speed tables, pedestrian refuge islands, and/or curb
extensions. Mid -block crosswalks are especially improved by these
measures.
MEDIAN REFUGE I SLAN DS: When crossing wide or
multi -lane streets, median refuge islands can provide places for
pedestrians and bicyclists to cross in two stages. These can be
implemented in locations where there may be median space that is
unused at intersections. Splitter islands at modern roundabouts are
a requirement that serve as refuge islands. At signalized locations, it
is important to install additional pedestrian detectors on the refuge
island to ensure the two -stage crossing can be accomplished.
Shared Streets: A shared street is a narrow street without pavement
markings that is intended for all road users share the entire street. It
is typically a slow speed, continuous yield condition and should be
used in areas with moderate to high volumes of pedestrian and bicycle
activity.
RAINIER DRIVE, SEATTLE
As part of their Vision Zero
initiative, Rainer Drive is an
example of one large scale project
that utilized solutions which are
applicable to the Little Havana
Pedestrian Priority Zone. The
main solution was narrowing the
crossing distances of this four -
lane road by adding a bus lane.
Below is a list of the elements they
employed.
One of the poster projects for reconfiguring
a collector road to enhance pedestrian safety
is Rainier Drive in Seattle, Washington.
Rainier Avenue South runs eight miles long
within the City of Seattle to the southeast of
the center city. As a principal arterials street,
Rainier also facilitates regional transportation
for cities southeast of Seattle. It is also the
highest collision corridor in the city. Between
2005 and 2014, there were nearly 3,600
total collisions along Rainier Ave S. During a
6-month study in 2015, on average, there was
1 crash per day that took 45 minutes to clear.
• Built a curb bulb and rebuilt the sidewalk at Rainier and
Holly near the Southeast Seattle Senior Center
• Re -striped sections of Rainier Ave S to add bus lanes
• Optimized the signal timing to better coordinate the signals
• Added leading pedestrian intervals which make for better
(and safer!) crossings for pedestrians
• Repainted the crosswalks and added reflectors to lane lines
and stop signs so they stand out more
• Extended the 25 mph speed limit north
from Rainier Beach to Rainier and Kenyon
• Adding a rainbow crosswalk and upgrading
the signal to add northbound and
southbound left turn arrows at Rainier and
Holly (planned for 2020)
• Re -striping to add bus lanes and a
center turn lane and reduce travel lanes
throughout project area (planned for 2020)
The first mile was designed and constructed in
2016 which reduced the roadway from 4 to 3
lanes and with the following positive results:
• Overall collisions decreased by 15%. Injury
collisions decreased by 30% and collisions
with people walking and biking were down
40%.
• The percent of drivers speeding decreased
by just over 1/2 in the northbound
direction and almost 1/3 in the southbound
direction.
• During the PM peak commute, southbound
buses were traveling the corridor about 1
minute faster. Transit travel times during
the morning peak hours increased slightly
(2 seconds).
LOWER SAN FRANCISCO
CLIMATE ACTION AND
PEDESTRIAN MASTER PLAN
The Lower San Francisco Climate
Action and Pedestrian Master
Plan recommends pedestrian
improvements throughout the
City including closing the key
pedestrian network gaps,
programmatic improvements, as
well as specific site improvements
Many of the recommendations
are applicable to the Pedestrian
Priority Zone for Little Havana.
These recommendations are
described below.
PAGE 65
SOLUTIONS FOR REDUCING SITE DISTANCE BARRIERS:
• Pedestrian Bulb -outs extend sidewalks into the street to create shorter crossing distances for
pedestrians and smaller vehicle turning radii at intersections.
• Curb extensions/pedestrian bulb -outs should not extend into the bicyclist line of travel to avoid
impeding bicyclists and motorists. This can be achieved by designing the bulb -out width to be the
same as the adjacent on -street parking (7-8' for parallel parking, or wider as necessary at locations
with angled parking). They may also require removal of on street parking.
• Landscaping within bulb -outs can further enhance the character and comfort of the pedestrian
realm. Bulb -outs may also create space for pedestrian amenities or bicycle parking. Bulb -outs
typically range in cost from between $10,000-50,000 per corner.
• Bulb -outs already exist in Little Havana, but they lack landscaping which has created unattractive
spaces which are barren and often filled with trash and bulky household items.
SOLUTIONS FOR SIDEWALK IMPROVEMENTS:
Two types of sidewalk improvements are recommended: those that fill in the gaps where sidewalks do
not currently exist, and those that improve existing sidewalks that do not meet ADA standards.
ADA sidewalk regulations specify that routes with less than 1.525 meters (60 inches, or 5 feet)
of clear width must provide passing spaces at least 1.525 meters (60 inches) wide at reasonable
intervals not exceeding 61 meters (200 feet), and a 5 feet by 5 feet turning space should be
provided where turning or maneuvering is necessary. At locations where obstacles are blocking
the sidewalk, the obstacles should either be removed, or the sidewalk should be widened to
provide sufficient width for ADA access.
• Future development should require sidewalks on both sides of the street to maximize connectivity
to existing and future pedestrian facilities.
INTERSECTION CROSSING TREATMENTS:
• Intersections should be designed to enable access for all users. Best practices include providing
uniform crosswalk markings, providing high visibility crossing treatments at high risk
High visibility crosswalk striping with refuge
islands in Bordeaux, France
un-signalized crossings, providing pedestrian countdowns at signalized intersections, and providing
pedestrian islands or median tips.
At stop controlled intersections, replace all crossings marked with a stop bar and the word "STOP"
with the uniform crosswalk treatment identified by the City. At signalized intersections, all crossings
are legal and should be marked. If the City chooses not to mark a crosswalk, the crossing should be
closed to pedestrians with a barrier and signage directing them to the closest legal crossing.
Crossings near schools should be marked in yellow to designate that they are located in a school zone.
Additional crossing treatments may be applied in school zones to ensure safe crossing of students or
at other un-signalized crossings designated as high risk areas. This may include advanced yield lines,
commonly referred to as "sharks teeth", advanced stop bars, pedestrian signage, or flashing beacons.
• Refuge islands provide a space in the middle of an intersection for pedestrian to comfortably wait until
traffic clears and they can finish crossing the intersection. The minimum recommended width for a
median island is 5-8 feet based on the average roadway speed.
CURB RAMPS:
Bi-directional curb ramps (i.e., two ramps per corner) are preferred whenever possible, to direct
pedestrians into a crosswalk instead of diagonally into the intersection. Curb ramps should be provided
at all intersections where they are currently missing in order to provide an accessible pedestrian network.
This is important not just for people with disabilities, but for people with strollers, children and seniors.
SPECIFIC POLICY MEASURES:
The following policy measures are applicable to Little Havana and have been incorporated into the PPZ
recommendations.
• Focus pedestrian safety improvements measures at hot spot collision locations, and around schools
and senior facilities, as children and seniors are disproportionately represented in pedestrian
collisions.
• Install pedestrian amenities including street furniture, street trees and wayfinding and destination
signage in commercial areas, transit hubs and other major destinations.
PAGE 67
• Construct pedestrian facilities in accordance with a prioritized list of facilities and transit hub locations.
• Maintain sidewalks, marked crossings, pedestrian traffic control devices and paths as a high priority.
High Visibility Crosswalk Stripping- FHWAApproved
In areas with high pedestrian volumes and where land uses may generate significant pedestrian activity (at
least 15 pedestrians/hour), high visibility striping is atool that brings attention to pedestrians crossing
typically at an uncontrolled or mid -block location and helps to direct pedestrian traffic to specific locations.
It should be used in combination with other design treatments, like refuge islands, bulb -outs, and other
active device enhancements for roadways with more than four lanes or speeds over 40 mph.
There are several treatments for high visibility markings, including the ladder, continental, and zebra
designs.
Curb ramps aligning with crosswalks in
Great Barrington, MA
VII. POLICY & + FUNCTIONAL CLASSIFICATION
REGULATORYFunctional classification is the grouping of highways by the character of service and connectivity they
provide. Functional classification categorizes streets according to their ability to 1) move traffic, and 2 )
REQUIREMENTSprovide access to adjacent properties. Federal, State and Local transportation agencies use functional
classification for roadway design.
Arterials carry heavy volumes of traffic for employment, as well as the movement of goods and services.
Arterial roadways provide for regional movement; travel to destinations outside the City; and for non -local
traffic through traffic. These are typically major highways like 836 and I-95.
FEDERAL STANDARDS
Collector facilities serve an intermediate function to distribute traffic between regional arterial facilities
and local roadways. These include most of the state roads in Little Havana — SW 8th and 7th Streets, West
There are several federal
Flagler and SW 1 st Street and the main north/south roadways including NW/SW 27th Avenue, NW/SW
standards which govern roadway
22nd Avenue and NW/SW 12th Avenue.
design and traffic control devices.
These are described below.
Local streets, in turn, serve as site -specific routes for each end of atrip. These are local streets which
connect to collectors.
+ UNITED STATES DEPARTMENT OF TRANSPORTATION
Additional policy has been developed to address pedestrian and bicycle infrastructure. The US Department
of Transportation's policy is to incorporate safe and convenient walking and bicycling facilities into
transportation projects. Every transportation agency, including DOT, has the responsibility to improve
conditions and opportunities for walking and bicycling and to integrate walking and bicycling into
their transportation systems. Because of the numerous individual and community benefits that walking
and bicycling provide — including health, safety, environmental, transportation, and quality of life —
transportation agencies are encouraged to go beyond minimum standards to provide safe and convenient
facilities for these modes.
MANUAL OF UNIFORM TRAFFIC
CONTROL DEVICES (MUTCD)
The MUTCD sets the national
standard for the design and
application of traffic control
devices including roadway
markings, traffic signs, and
signals. The Federal Highway
Administration oversees
application of the MUTCD. The
State of Florida chooses to adopt
the Federal MUTCD as its manual
for signs, pavement markings, and
traffic control devices.
PAGE 69
All municipalities must follow the procedures and policies set out in the Manual on Uniform Traffic
Control Devices (MUTCD). Traffic control devices include traffic signals, traffic signs, and street
markings. The manual covers the placement, construction, and maintenance of devices. Under the
guidelines, all devices must
• fulfill a need
• command attention
• convey a clear, simple meaning
• command the respect of all road users
• give adequate time 1br proper response
The MUTCD emphasizes uniformity of traffic control devices to protect the clarity of their message. A
uniform device conforms to regulations for dimensions, color, wording, and graphics. Uniformity also
means treating similar situations in the same way.
MUTCD STANDARDS FOR SECTION 7C.02 CROSSWALK MARKINGS
CROSSWALK MARKINGS AT
SCHOOLS + GUIDANCE
01 Crosswalks should be marked at all intersections on established routes to a school where there is substantial
There are also special regulations
conflict between motorists, bicyclists, and student movements; where students are encouraged to cross between
intersections; where students would not otherwise recognize the proper place to cross; or where motorists or
for crosswalk markings as schools bicyclists might not expect students to cross.
in the 2009 MUTCD.
The school route plan, developed in a systematic manner by the school, law enforcement, and traffic officials
responsible for school pedestrian safety, should consist of a map showing streets, the school, existing traffic
controls, established school walk routes, and established school crossings.
The type(s) of school area traffic control devices used, either warning or regulatory, should be related to the volume
and speed of vehicular traffic, street width, and the number and age of the students using the crossing.
09 School area traffic control devices should be included in a school traffic control plan.
02 Crosswalk lines should not be used indiscriminately. An engineering study considering the factors described in
Section 3B.18 should be performed before a marked crosswalk is installed at alocation away from atraffic control
signal or an approach controlled by a STOP or YIELD sign.
03 Because non -intersection school crossings are generally unexpected by the road user, warning signs (see
Sections 7B. I I and 7B.12) should be installed for all marked school crosswalks at non -intersection locations.
Adequate visibility of students by approaching motorists and of approaching motorists by students should be
provided by parking prohibitions or other appropriate measures.
Guidance:
02 School walk routes should be planned to take advantage of existing traffic controls.
03 The following factors should be considered when determining the feasibility of requiring children to walk a
longer distance to a crossing with existing traffic control:
A. The availability of adequate sidewalks or other pedestrian walkways to and from the location with existing
control,
B. The number of students using the crossing,
C. The age levels of the students using the crossing, and
D. The total extra walking distance.
PAGE 71
STATE REQUIREMENTS + FDOT DESIGN MANUAL (FDM)
This Florida Department of Transportation (FDOT) Design Manual (FDM), sets forth geometric and other
Roadways is Little Havana are C4 Urban design criteria, as well as procedures, for FDOT projects. The information contained herein applies to the
General. C4 is described as a mix of uses set preparation of contract plans for roadways and structures.
within small blocks with a well-connected
roadway network. May extend long distances. + COMPLETE STREETS
The roadway network usually connects to FDOT has created a policy and guidance document to support Complete Streets for state roadways according to
residential neighborhoods immediately along context classification system. Complete Streets are context -sensitive and require transportation system design
the corridor or behind the uses fronting the that considers local land development patterns and built form. Projects are uniquely planned and designed to be
roadway. in harmony with the surrounding land use characteristics and the intended uses of the roadway according on of
eight context classifications. This Complete Streets Policy is integrated into the Department's internal manuals,
guidelines and related documents governing the planning, design, construction and operation of transportation
facilities.
The criteria in this manual represent requirements for the State Highway System which must be met for the
design of FDOT projects unless approved Design Exceptions or Design Variations are obtained in accordance
with procedures outlined in this manual. Roadway and structures design is primarily a matter of sound
application of acceptable.
+ SAFE ROUTES TO SCHOOLS
Florida Safe Routes to School (SRTS) is a statewide program, funded by the Florida Department of Transportation,
whose goal is to make it safer for children to walk and bicycle to school. Projects may include planning, design,
and construction of infrastructure -related projects that will substantially improve the ability of students to walk and
bicycle to school.
The following types of projects are eligible for Safe Routes to School funds under Florida Guidelines:
Pedestrian Facilities: Includes new sidewalks and other pathways, sidewalk widening and sidewalk gap
closures, all on the public right of way. All of these facilities must include Americans with Disabilities Act (ADA)
ramps and meet other ADA requirements. Short pedestrian bridges may be able to be funded. Improvements to
routes leading to bus stops.
Traffic Control Devices: Includes new or upgraded marked crosswalks, pavement markings, traffic signs
and signals, flashing beacons, bicycle -sensitive signal actuation devices, pedestrian countdown signals, pedestrian
activated signal upgrades, and all other pedestrian and bicycle related traffic control devices. Generally these are
included as part of a larger bicycle or pedestrian facility project instead of as stand-alone projects.
+ COUNTY REQUIREMENTS
The County has exclusive jurisdiction over all traffic engineering within of Miami -Dade County except for state and
federal highways. This includes planning, installation, operation and maintenance for all traffic control devices --
signals, signs, markings and street name signs on all public streets and is described in Sec. 2-95.1. - Traffic and
Transportation Department created; duties, powers. The County is also responsible for installing, maintaining and
replacing all signs, signals and markings, as well as designating street use and traffic regulations.
The County determines and designates arterial streets, residential streets, parkways, play streets, bus streets, scenic
routes, bus routes, truck routes, one-way streets, alleys, service roads, speed zones, stop signs, crosswalks, safety
zones, truck loading zones, passenger loading zones, taxi zones, bus loading zones, no -parking zones, restricted
parking zones, time limit parking zones, school crossing zones, automatic signal devices, pedestrian signals,
channelization, pavemcnt markings, warning signs, yield right-of-way signs, advisory speed signs, turn restrictions,
regulation and routing of overweight vehicles.
Warrants
The federal MUI'CD establishes warrants for the use of some traffic control devices. The EDOT Traffic Engineering
Manual provides statewide guidance on a range of traffic engineering applications, including intersection traffic
control devices.
SUMMARY OF INDUSTRY
STANDARDS
PAGE 73
The National Association of City Transportation Officials (NACTO)
is an association of 81 major North American cities and transit agencies formed to
exchange transportation ideas, insights, and practices and cooperatively approach
national transportation issues. Its mission is to build cities as places for people, with
safe, sustainable, accessible, and equitable transportation choices that support a strong
economy and vibrant quality of life. They are a resource for the best roadway design
solutions and their policies are recognized at the Federal and State levels. Below are some
of the design solutions which may be applicable to Little Havana.
+ OTHER TRAFFIC CONTROL DEVICES
In -Pavement flashers
This enhanced treatment helps to improve the visibility of pedestrians at uncontrolled
crosswalks. In -pavement markers are lined on both sides of a crosswalk, often containing
an amber LED strobe light. They can either be actuated by a push-button or using remote
pedestrian detection.
Flashing Beacons
This treatment enhances driver visibility of pedestrians by installing flashing amber lights
either overhead or on apost-mounted sign before avehicle approaches the crosswalk or
at the crossing.
Pinchpoints or Curb Extensions
Curb extensions maybe applied at midblockto slow traffic speeds and add public space.
When utilized as a traffic calming treatment, mid -block curb extensions are referred to as
"pinchpoints" or "chokers".
Curb extensions visually and physically narrow the roadway, creating safer and shorter
crossings for pedestrians while increasing the available space for street furniture,
benches, plantings, and street trees. They may be implemented on downtown,
neighborhood, and residential streets, large
and small.
Curb extensions have multiple applications
and may be segmented into various sub-
categories, ranging from traffic calming to bus
bulbs and midblock crossings.
Two-way Street or Yield Street
2-way streets, especially those with narrower
profiles, encourage motorists to be more
cautious and wary of oncoming traffic. 2-way
yield streets are appropriate in residential
environments where drivers are expected to
travel at low speeds. Many yield streets have
significant off-street parking provisions and
on -street parking utilization of 40-60% or
less.
Midblock Crosswalk
Midblock crosswalks facilitate crossings
to places that people want to go but that
are not well served by the existing traffic
network. These pedestrian crossings, which
commonly occur at schools, parks, museums,
waterfronts, and other destinations, have
historically been overlooked or difficult to
access, creating unsafe or unpredictable
situations for both pedestrians and vehicles.
Designers should study both existing and
projected pedestrian volumes in assessing
warrants for midblock crossings to account for
latent demand.
Narrowing the corner turning radius at intersections slows the speed of
cars and makes it safer for people to cross.
Corner Radii
Corner radii directly impact vehicle turning speeds and pedestrian crossing distances. Minimizing
the size of a corner radius is critical to creating compact intersections with safe turning speeds.
While standard curb radii are 10-15 feet, many cities use corner radii as small as 2 feet. In urban
settings, smaller corner radii are preferred and actual corner radii exceeding 15 feet should be the
exception.
PAGE 75
VIII. PREVIOUS + LITTLE HAVANA BICYCLE/PEDESTRIAN MOBILITY PLAN
STUDIES According to the study, pedestrians generally have a good walking environment. The high level of service can
partially be attributed to generally wide sidewalks that are separated from traffic by either on -street parking or other
types of buffers, and shade -providing trees. The following criteria are used for measuring pedestrian level of service
(PLOS):
• Existence of a sidewalk
• Lateral separation of pedestrians from motorized vehicles
• Motorized vehicle volumes
• Motorized vehicle speeds
The majority of main roadways within Little Havana have a PLOS of C. Less than one percent of major roadway
segments within the study area that have a PLOS of A or F.
The study also recommends twenty-one specific projects to enhance pedestrian and bicycle mobility in Little
Havana. Several of these projects are relevant to the Pedestrian Priority Zone (PPZ) and have been incorporated
in the overall PPZ policy and project recommendations. Below is a description of these relevant project
recommendations.
Project #2: Proposed Neighborhood Greenways
Neighborhood greenways incorporate avariety of elements including shared lane markings, traffic calming, and
bike route and wayfinding signage to provide a comfortable and low -stress environment that encourages the use of
non -motorized modes of transportation. The following segments are within the Little Havana neighborhood and are
candidates for neighborhood greenways:
SE Quadrant:
o SW 3rd Street SW 14th Avenue to SW 4th Avenue
o NW/SW l Oth Avenue NW 7th Street to SW 13th Street
o SW 7th Avenue South River Drive to SW 1 Ith Street
0 SW 5th Avenue SW 12th Avenue to West Hagler Street
M
^w i
IIJ
<
Q
F
Z
Existing
Proposed
Traffic Circles
0
Roundabout
Paved Pat
SW 8 St Crosswalk
Bike Lanes
*
Crosswalk
Miami -Cade Greenways
Traffic Calming Intersection
,mdl Shared Lane Markings
Neighborhood Gre+enway Crossing
Funded
Neighborhood Greenway
J' Bike Lanes
Express Bus Corridor
= Paved Paths
I I
Right -Sizing
FDOT Co�npiete Street
Shared Bur -Bike Lane
Bic le Lane
Pedestrian Priority Zane
=�W IFLAGLER ST
'■ " 1 1 ST -ST ...
.;RD Si
4TH ST e
• L
AL
■
1, ■ s .1■ 0 `s SW 7TH S_J .' Diagram !> 8TH i — _ proposed
f
;.-w i .: improvements from
,.,• .;.i i 2016 Bicycle and
. Pedestrian Mobility
.. '. Plan including
:. .� rn Neighborhood
r ti v,. Greenways.
NE Quadrant:
o NW 3rd Street NW 27th Avenue to South River Drive
o NW 4th Street NW 14th Avenue to NW 8th Avenue
o NW/SW 1 Oth Avenue NW 7th Street to SW 13th Street
o SW 7th Avenue South River Drive to SW 1 Ith Street
NW Quadrant:
o NW 1 lth Street/NW 14th Court NW 27th Avenue to NW 7th
Street
SW Quadrant:
o NW 25th Avenue NW 7th Street to SW 6th Street
o SW 16th Avenue West Flagler Street to SW 8th Street
o SW 19th Avenue NW 3rd Street to South Dixie Highway
o SW 15th Avenue West Flagler Street to SW 8th Street
o SW 14th Avenue NW 7th Street to SW 8th Street
o SW 13th Avenue West Flagler Street to SW 8th Street
Project # 3: Safe crossings
Provide crosswalks and signage at intersections where a neighborhood greenway
meets with a major roadway. These neighborhood greenway intersections
include crosswalks, aesthetic treatments, and safety features such as rectangular
rapid flashing beacons (RRFBs) and lighting.
o At un-signalized intersections < 12,000 AADT:
o Marked crosswalks and warning signs
o At un-signalized intersections > 12,000 AADT:
o Marked crosswalks and warning signs
o State law crosswalk signage
o Rectangular Rapid Flashing Beacons (RRFB)
0 Median refuges where feasible
PAGE 77
Project # 6: Pedestrian Priority Zone
Adopt a Little Havana Pedestrian Priority Zone designation within the area
bounded by SW 8th Street in the south, the Miami River in the north, SW 22nd
Avenue in the west, and SW 2nd Avenue in the east.
Adopt the Pedestrian Priority Zone through local government ordinance.
Coordinate with the City of Miami, Miami -Dade County, and FDOT to support
implementation of the Pedestrian Priority Zone principles through project
design.
• Prioritize pedestrians and access to transit over other modes during project
prioritization and decision -making to recognize that the Little Havana
area is a unique setting where non -motorized transportation is vital to the
economic, social, health, and mobility well-being of the community and a
particularly viable transportation solution
• Roadway studies and projects must consider all modes and provide
improvements for all modes
• Improvements to motor vehicle traffic flow must be designed in such a way
that does not compromise pedestrian safety
• Pedestrian priority zone principles include
o maintaining appropriate clear sidewalk width for pedestrian
travel,
o aligning curb ramps with sidewalks,
o requiring crosswalk at all intersections,
o increasing pedestrian crossing times beyond the minimum,
o reducing travel lane widths,
o providing shade for sidewalks,
o reducing speed limits, and
o eliminating right -turn -on -red in dense pedestrian corridors
Map: Litile Havana ur&rsw d trrough its designaVon by 5'na type. (Sm im PluwrGia Cosign)
GREED STREETS NEIGHBORHOOD STREETS = = COMMUTER STREETS
62p a:Cwaplualwrde(inpultrardo.TAgreetMprioAFepedwjianikyilesafety.(Sauu:Plusibia6e7gnl
PAGE 79
+ LITTLE HAVANA MI IMPORTA SUMMARY OF RELEVANT
FINDINGS
The Little Havana Mi Importa Plan includes a section on mobility to support Little
Havana as a multi -modal neighborhood. The section objectives that relate to the
PPZ include:
(1) Create an efficient and convenient multi -modal transportation network
(2) Increase pedestrian and bicycle safety
(3) Improve public transportation and increase transit ridership
In terms of bicycle and pedestrian safety, the plan identifies several
recommendations which are relevant to the PPZ. These are described below.
The plan also suggests a hierarchy of streets which has been incorporated
into the PPZ policy recommendations along with the recommendations from
the Bicycle Pedestrian Mobility Plan for neighborhood greenways. Not all of
the recommendations meet the Federal standards for roadway design, but the
hierarchy provides a system for considering how streets could function to enhance
walkability.
GREEN STREETS, like neighborhood greenways provide local access for
automobiles with parking ad slower speeds.
NEIGHBORHOOD ST RE ETS are envisioned as one-way with parking on
both sides. They are a single lane with a bike lane, curb extensions at intersections
and decreased curb radii.
COMMUTER STREETS are what FDOT classifies as collectors. Little Havana
Mi Importa recommends following the City's Complete Streets Guidelines for
collectors, prioritizing public transit with dedicated transit lanes and providing
protected bike lanes.
NW 6th Street
ZONE 1:
CITRUS GROVE �.
19th
Avenue
ZONE 4: MIAMI
SENIOR HIGH SCHOOL
�k
�--�
27th
Avenue
22nd
Avenue
SW 3rd Street ,
NW 3rd Street
Flagler Street
SW 1 st Street
SW 2nd Street
SW 3rd Street
SLAM
ZONE 2:
RIVERSIDE
SW 5th Street
13th 1Oth
Avenue Avenue
SW 7th Street
SW 8th Street
17th 12th
Avenue Avenue
ZONE 3:
IVERSIDE PARK/
JOSE MARTI
Lincoln Marti
Jose
Marti
Ada Park
Merritt Mater
i
7th 4th `.
Avenue Avenue
8th
Avenue
Major Collectors
Neighborhood Greenways
Reduce pedestrian crashes around schools and senior centers with 4 Pedestrian Priority Zones.
FRAMEWORK
A Pedestrian Priority Zone is a
designated area that prioritizes
pedestrian safety over vehicle
movements and encourages safe
pedestrian movement. PPZs are
particularly appropriate for areas with
high instances of pedestrian crashes and
fatalities like Little Havana.
The policy statement establishes the
PPZ intent, zone boundaries and street
hierarchy for evaluating projects.
PAGE 81
POLICY STATEMENT
+ Focus pedestrian safety improvement measures around schools and senior centers as children
and seniors are disproportionately represented in pedestrian collisions.
The City of Miami has the responsibility to improve conditions and opportunities for walking in
Little Havana and to go beyond minimum standards to provide safe and convenient facilities for
pedestrians. Walking has numerous individual and community benefits including health, safety,
enviromnental, transportation, and quality of life.
• ESTABLISH FOUR ZONES in Little Havana as follows:
o Zone 1: Citrus Grove Middle/Elementary
NW 23rd Avenue to NW 18th Avenue from NW 6th Street to NW 1 st Terrace
o Zone 2: Riverside Elementary:
Elagler Street to SW 5th Street from SW 14th Avenue to SW 9th Avenue
o Zone 3: Riverside Park to Jose Marti Park
SW 1 st Street to SW 6th Street and SW 8th Avenue to SW 4th Avenue
o Zone 4: Miami Senior High School
SW 27th Avenue to SW 22nd Avenue and SW 3rd Street to Elagler Street
STREET HIERARCHY: NEIGHBORHOOD GREENWAYS
NW 6th
Street
ZONE 1:
Citrus Grove
CITRUS GROVE
a
19th
Avenue
ZONE 4: MIAMI
SENIOR HIGH SCHOOL
Miami Senior
High School
SLAM
NW 3rd
Street
SW 3rd
Street
Flogler
SW8th Street
ZONE 2:
RIVERSIDE
w
r
R y&
1we i
13th 1 Oth
Avenue Avenue
P-
Henderson
Park
I�
ZONE 3: ---
RIVERSIDE PARK/
Lincoln JOSE MARTI „:_ �' I
Jose
Marti Marti
I Ada Merritt Park
r.
Riverside Mater
Park
7th 4th
i
Avenue _ r Avenue
Establishing a street hierarchy in
Little Havana's Pedestrian Priority
Zones, helps identify which
streets are most important for
people walking and need safety
improvements.
• NEIGHBORHOOD GREENWAYS
A neighborhood greenway connects
pedestrians to important destinations
in Little Havana including schools
and parks. They are safe place
for people to walk and have high
quality sidewalks and crossings.
Neighborhood greenways are
defined in the City of Miami Little
Havana Bicycle Pedestrian Mobility
Plan.
Neighborhood greenways have (1)
safer crossings, (2) higher visibility
and (3) more shade.
PAGE 83
• DESIGNATE THE FOLLOWING STREETS AS NEIGHBORHOOD GREENWAYS
WITHIN THE BOUNDARIES OF THE PPZ:
Zone 1 (Riverside Elementary)
• SW 13th Avenue
• SW 1 Oth Avenue
• SW 3rd Street
• SW 1 st Street
Zone 2 (Riverside Park to Jose Marti Park)
• SW 9th Avenue
• SW 4th Avenue (including Jose Marti Park)
• SW 2nd Street
• SW 5th Street
Zone 3 (Citrus Grove)
• NW 19th Avenue
• NW 3rd Street
• NW 6th Street
Zone 4 (MSHS)
• SW 25thAvenue
• SW 22nd Avenue
• NW 2nd Street
• SW 3rd Street
STREET HIERARCHY: MAJOR COLLECTORS
ZONE 1:
CITRUS GROVE Citrus Grove
ZONE 4: MIAMI
SENIOR HIGH SCHC
22nd
Avenue
avv orn arreer - —
12tk
Avenue rw
Lincoln JOSE MARTI
Marti
Ada Merritt
Mater
11
Jose
Marti
Park
MAJOR COLLECTORS
Major collectors are the
main thoroughfares that
move traffic between local
and arterial streets.
In Little Havana, all of the
state roads are classified
as C4 Urban General
which support a mix of
uses within well-connected
and small blocks with
residential neighborhoods
along or behind the uses
fronting the corridor.
The following streets are considered major collectors within the boundaries of the PPZ:
• SW 1 st Street
• West Flagler Street
• SW 7th Street
• SW 8th Street
• SW 8th Avenue
• SW 12th Avenue
• SW 22nd Avenue
Key Intersections
• Pedestrian crossings are prioritized where major collectors and neighborhood
greenways intersect within the pedestrian priority zones.
PAGE 85
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1. MAKE GREENWAYS THE
FOCAL POINT
Reconstruct all greenways to include:
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High emphasis crosswalks with
perpendicular curb ramps and detectable
warning strips at all four crossings.
Beverly Hills, CA
PAGE 87
Miami, FL
B. TREE PLANTINGS
Tree plantings at least 30' on center,
Neighborhood greenways should be prioritized to have
additional shade trees to the greatest extent possible.
London, England
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Install and maintain pedestrian amenities including street furniture on
established routes to schools.
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EXTENSIONS
Use paint to change turning radii to 20 or
15'or build curb extensions.
Curb extensions are planters which extend
into the street at intersections, to reduce
crossing distances and add shade.
Safe Routes to Schools
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Great Barrington, MA
PAGE 89
i
E. PAVEMENT MARKINGS FOR ONE-
WAY STREETS
Stripe parking lane for all neighborhood
greenways which are one-way streets to change
speeding behavior.
Little Havana, Miami
PAGE 91
2. INTERSECTION
IMPROVEMENTS FOR
COLLECTORS
Intersection improvements for collectors
should include:
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High emphasis crosswalks at all four
crossings if none exist.
Santa Monica, CA
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Perpendicular curb ramps with detectable
warning strips.
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Use paint to change turning radii to
20' or 15'or build curb extensions for
intersections with greenways only
London, England
3. EXISTING SIGNALS
All existing signalized intersections shall have:
A. PEDESTRIAN SIGNALS
B. LEADING PEDESTRIAN INTERVALS OR ADJUSTED
SIGNAL TIMING FOR CHILDREN
C. PEDESTRIAN COUNTDOWNS ON ALL SIGNAL
HEADS
Little Havana, Miami
PAGE 93
4. NO RIGHT ON RED
Initiate no right turn on red for turning
movement towards schools at signalized
intersections during school hours. This
applies to SW I st Street in Zone 2: Riverside
and Zone 4: Miami Senior High.
Little Havana, Miami
5. MIDBLOCK CROSSINGS
Study opportunities for midblock crossings on
established routes to schools:
A. BASED ON DISTANCE FROM SIGNAL
For roadway segments that are more than 300
feet from the nearest traffic signals.
B. PEDESTRIAN REFUGE ISLANDS
Midblock crossings should include pedestrian
refuge islands to enhance safety and physically
separate pedestrians from moving traffic.
C. CONVERT PAINTED ISLANDS TO
MIDBLOCK ISLANDS
Painted islands should be converted to
pedestrian refuge islands when they are not in
conflict with driveways.
Bordeaux, France
PAGE 95
6. MAINTENANCE
Little Havana, Miami
Maintain existing infrastructure. Much of the existing infrastructure has
been poorly maintained.
A. REPAIR CROSSWALKS
Re -stripe crosswalks that are faded
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C. REPLACE MISSING OR FADED SCHOOL ZONE SIGNS
Little Havana, Miami
D. PLANT EXISTING PLANTERS
Replant empty curb extension planters
• SW 4th Street
• SW 3rd Street
• SW 2nd Street
• NW 6th Street
• NW 19th Avenue
6. REDUCED SPEEDS
Implement 25mph on all local roads.
PAGE 97
REVIEW PROCESS + ENFORCEMENT
The City will need to establish guidelines for
prioritizing and managing improvements. It
is recommended that the following policies be
incorporated into the City's workflow and adopted
by each department. In addition, we recommend the
following approval process.
APPROVALS + IMMEDIATE ACTIONS:
1. Determine criteria checklist and approval
process.
2. Draft PPZ boundaries for adoption in Miami 21
(the City's zoning code).
3. Develop work plan matrix of projects
4. City Commission approval of boundaries and
report.
5. Create matrix of PPZ project improvements and
break down by initiative.
6. Make Pedestrian Priority Zone a capital project
7. Perform site reconnaissance for each initiative
to confirm need
8. Develop work plan matrix for each project and
timeline
9. Coordinate approval process with DTPW
Coordinate with EDOT State Safety Office for
improvements on State Roads.
ESTABLISH A LITTLE HAVANA PPZ OVERSIGHT COMMITTEE:
The PPZ oversight coin mittee will review potential new roadway improvement projects. The committee
can be fulfilled by internal staff or through external representation. If external, the committee should
include representatives from the Transportation Planning Organization, Healthy Little Havana Board,
School Board, Miami Senior High School, Citrus Grove Elementary or Middle Schools, Riverside
Elementary and may also include representatives from local Charter Schools and Magnet schools and
residents within the PPZ boundaries.
ESTABLISH REVIEW P R I O R I TI ES. All projects should exhibit the following characteristics:
o Prioritize Walking as a Mode: Give the same priority to walking as is given to other transportation
modes. Walking is an efficient transportation mode for most short trips and can be easily linked
with transit to significantly increase trip distance.
o Accessibility: Pedestrian facilities in Little Havana should meet accessibility requirements and
provide safe, convenient, and interconnected transportation networks. People who cannot or
prefer not to drive should have safe and efficient transportation choices to school and parks.
o Going Beyond Minimum Design Standards: Design walking facilities beyond the minimum
standards and anticipate likely future demand for walking facilities to accommodate future
pedestrian improvements.
IMPROVEMENTS DURING MAINTENANCE PROJECTS:
Make facility improvements for pedestrians during resurfacing and other maintenance projects. All of the
policy recommendations below should be implemented immediately. All of the design and construction
recommendations should be triggered by planned maintenance and resurfacing by City of Miami, Miami
Dade County or Florida Department of Transportation.
X. APPENDIX
The appendix includes a summary
of all meeting minutes and provides
more detailed information about
previous studies and federal, state
and county policies and regulations
for roadway design.