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Home My WebLink AboutBack-Up DocumentsHEALTHY LITTLE HAVANAwW PEDESTRIAN PRIORITY ONES* CHILDREN FIRST rk NEEDS ASSESSMENT & RECOMMENDATION SCHOol SCHOOL SPEED DAYS LIMIT 715-9:15AM FINAL OCTOBER, 2020 -mT7 it 145-4-15 PM it am it 15 rt-u jqw mw I= NmEmw low 540 ikm�' 1-2.1.:N. .............. 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 ..oath Fork Park F derck Do ugless El..r' an5`iipY H yRee Paik i N W arh S[ • W ][h 5 �. s' �W hlSparla! Leatler hipantlM gem M(SLAMY CHS H rneNJ l6th Avl� . �rSpririg Gartlen`H6Vr4 • � �Igyysan SL Carus Geove Elementary O - ge Ho 1 P1ayground ® • + �`Mderson rerk'Ero,s Pa 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' • Ei 4 � ■� Farmer Region Off+i1cefY louse 6 R Hrid,,Prep Academy lnterameri... ` International s'••tliea VirtyalA-tlemy . Maximo Go meiPark-—d't — �� •�is 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 1: CITRUS GROVE Avenue ZONE 4: MIAMI SENIOR HIGH SCHOOL 3rd Street 27th Avenue 22nd Avenue Henderson Park SLAM V 3rd Street • ZONE 2: RIVERSIDE Flagler Street SW 1 st Street SW 2nd Street SW 3rd Street 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 1 Jose Marti Ada'= - tea Park Merritt Mater 7th 4th j 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 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 NW bth *A9 ' ^ Street it w r ZONE 1: Citrus Grove" ,,w Im CITRUS GROVE`' ,#s-,; _ s NW - - y T Henderson 19th Street Park Avenue ZONE 2: ZONE 4: MIAMI Flagler RIVERSIDE ZONE 3: SENIOR HIGH SCHOOL - RIVERSIDE PARK/ JOSE MARTI Lincoln Jose Miami Senior R y & Marti Martini High School SW 3rd s#r; Tvvr Ada Merritt Park Street KYversi11 Park 4. r 13th IOth 7th 4th ' _ 3 I Avenue Avenue Avenue Avenue SW8th Street 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 (Citrus Grove) • NW 19th Avenue • NW 3rd Street • NW 6th Street Zone 2 (Riverside Elementary) • SW 13th Avenue • SW 1 Oth Avenue • SW 3rd Street • SW 1 st Street Zone 3 (Riverside Park to Jose Marti Park) • SW 9th Avenue • SW 4th Avenue (including Jose Marti Park) • SW 2nd Street • SW 5th 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 � ;,�I Owl70 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 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 10. 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. APPENDIX: WALK LITTLE HAVANA I. Meeting Summaries Meeting #i: Our team met with Commissioner Carollo's office on Friday October 18, 2019 to introduce the project. They identified the following needs: • 7th Street needs better crossings especially from 4th to i7th streets • Educational component • Limit cut -through traffic • One-way streets encourage more traffic especially on SW 5th and SW 6th Streets in the north part of the neighborhood. The roads are only two -lanes • NW 7th Street access to the Stadium • Need water sidewalks and connected sidewalks • Many streets don't have sidewalks. • Bicycles on sidewalks is an issue. Would like more space for bicycles on the street but cannot remove parking. Also don't want to add more congestion to the streets as a result of bike lanes. They also identified the following opportunities: • Connect with Commissioner Higgins- she will be a good advocate for State and County road improvements. • Talk with Better Bus Project about needs in Little Havana and trolley route data. Meeting #2 Our team met with City of Miami Public Works on October 28, 2019 to introduce the project. The following ideas were discussed: • Public Works recommends we add the standards to their engineering standards over Chapter 58. We can also consider adding to Miami 21, though this doesn't deal with right of way unless there is a large development. • The County follows FHWA standards for roadway design. They will only approve standard crosswalks which are designed not to come in contact with car tires. Non- standard painted crosswalks reduce friction and need to be repainted. • Speak with Darlene Fernandez in Traffic. • PW is supportive of io' wide lanes on City streets. Most roads are 25mph. • Public Works is developing a GIS based application to collect data on sidewalk widths, locations and conditions, as well as existing crosswalks and other street improvements. Appendix Walk Little Havana PPZ Healthy Little Havana Page 1 of 31 This will be available by February or March of 202o and we can incorporate this into our research. Meeting # 3: On December 12, 2019, our team met with FDOT's Complete Streets team. They provided the following information: FDOT uses context classification to guide complete street design and dictate what sections should look like. The following FDOT roadways are in the Little Havana neighborhood and are classified as 4- Urban General with speeds of 35-45 mph. • SW 8th Street • SW 7th Street • Flagler Street • SW ist Street • SW 27th Avenue • SW I2th Avenue • SW 8th Avenue There are opportunities to make improvements to streets when roadway surfacing occurs every io to 15 years. Potential opportunities: • Pedestrian phase for crosswalks with no right turn on red. All cars have a red light when pedestrians are crossing. This is also called a pedestrian scramble. Examples exist downtown. • School Pool which closes roads to traffic via a crossing guard during morning drop off and afternoon pick-up- South Florida Commuter Services is a good resource for this solution. • Bike trains and Walk train programs with parents walking or biking with a group of students to school. Builds community too. • Alert Today/Alive Tomorrow FDOT educational initiative. • Lane elimination program • Request CTP for Miami Senior High School at SW ist Street/Flagler and SW 24th Avenue Next Steps: • FDOT to provide guidelines for context classification 4 roadways. • FDOT to provide contact for CTP study at Miami Senior High and facilitate study request. • FDOT to provide crash data for 2019. • FDOT to provide standards for crosswalks and crosswalk spacing as it relates to 4- Urban General roadways. • FDOT will provide data on Flagler Street crashes post construction. Appendix Walk Little Havana PPZ Healthy Little Havana Page 2 of 31 Meeting # 4: On January 23, 2020 our team met with Miami Dade County Department of Transportation and Public Works and provided a presentation which summarized site visit observations and initial recommendations. DTPW provided the following input: Additional comments/thoughts: - This is a parking issue too: when there are parked cars, they obstruct sight. - Idea to connect to navigation apps to highlight pedestrian priority zones and alert drivers. - This information is not new, but it showcases diverse options/opportunities. - There are some things that could be done more easily than others. - What are we trying to accomplish here? o Designation has to come with: ■ Definition of policy language, goals, processes, etc. ■ Passed by the City ■ Acceptance of DOT ■ Ensuring that priorities and values of community are for safer streets Already existing PPZ: Miami Beach and Downtown Miami. Leading Pedestrian Interval — Priority for pedestrians "early start". Recommendations from County: - Everything presented is doable and realistic. - Establish a street hierarchy for the project. - Look at definitions between vehicle v. bike v. pedestrian streets. - Any ideas/thoughts of integrating Lighthouse for the blind into consideration. - Is there a recommendation for enforcement? (e.g., parking) - MPA has the capacity to mark parking and where parking is not allowed. - Commissioner won't support a fee for on -street parking. - Cannot have a midblock crossing replace a painted island where it would connect to a driveway or on -street parking, but otherwise, could install them. - Some parking will need to be removed to accommodate larger crosswalks set further back from crosswalks. - Moving the stop line won't be effective if cars don't have adequate visibility. Must be coordinated with removing on -street parking especially for unsignalized intersections. Bigger, long terms efforts: - Need to get the County and City and FDOT to accept that traffic will fail and override the adopted level of service in order to circumvent need for traffic study for crosswalks. - County Parks can donate trees for neighborhood greenways and curb extensions. Appendix Walk Little Havana PPZ Healthy Little Havana Page 3 of 31 Start small: - Start with street hierarchy using Miami Beach model- streets for transit, bike and ped and streets for traffic. - Where there is PPZ there needs to be a crosswalk. - Can do leading pedestrian intervals because it improves pedestrian visibility and is already being done in the County. - No right on red if there is space on the sidewalk and the traffic light arm for signs. Mid -block crossings where stripped medians have been painted when there isn't a conflict with parking or existing driveways. - Determine which streets the City could take over for improvements which are important. - Determine if parking is properly striped and setback 20' from the curb. o Step i —crosswalks at ALL intersections for narrower streets o Step 2 — upgrades and maintenance to existing crosswalks and stop lines once responsible entity is determined o Step 3 —timing with leading pedestrian interval or longer pedestrian crossing times at 2.8 feet per second in coordination with the County's signalization update o Step 4— other ideas - prioritization of PPZ for new traffic/mobility improvements Long term opportunities: o Crosswalks on all busier intersections with high volumes of traffic - Potential partners: o DOT o Parks — Trees o MPA o TPO — Ask for older adult data for Little Havana - County Update: County is updating all traffic signals for better management (2700 signals). Next steps: • County to provide data on senior housing, medical facilities and lighthouse for the blind locations if available. • Coordinate with Carlos on signal timing planned improvements. • County to provide repaving plan. • UHP to request senior housing data from TPO- Kevin. • Additional data may be available from "Inner Roads". Appendix Walk Little Havana PPZ Healthy Little Havana Page 4 of 31 Meeting #5 On February 6, 2020, our team met with City of Miami Deputy City Manager, Assistant City Manager and Department heads from Public Works and Planning. In this meeting the Assistant City Manager agreed that the City should accept the Little Havana Pedestrian Priority Zone Report, synthesize it and make recommendations for requiring its implementation. Opportunities: • The City can install ADA ramps, detectable warning surfaces on City maintained roadways. • All City residential streets are now 25mph. Signs may not be posted. This can be implemented. • Opportunity to replicate this study and analysis in other neighborhoods in Miami, especially those that are adjacent to Little Havana. • Opportunity to coordinate the findings and County decisions with the Downtown PPZ. Incorporating the PPZ in the City's Existing Framework: • Public Works can require new developments contribute io% of the construction costs for street improvements. This requirement can be triggered in Little Havana so funds may be used to implement PPZ projects. • Develop a checklist specific to the PPZ and layer it with the City GIS so projects in Little Havana can be flagged for PPZ related improvements. • Incorporate the PPZ requirements as part of the City standards. • Bundle PPZ improvements so that the County can be more efficient in their traffic studies. Limitations: Bi-directional curb ramps interfere with the drainage basins at curbs. Crosswalks and curb ramps could be moved further back from curbs so they don't interfere with existing drainage on residential streets. The stop line will also need to be moved back and this will decrease visibility for cars. County is concerned about how any improvements will impact car flow- Darlene Fernandez. Additional Recommendations: • No right on red can be implemented during school days from dam to 6pm within school walking routes. Appendix Walk Little Havana PPZ Healthy Little Havana Page 5 of 31 Next steps: • Planning to review Comprehensive Plan requirements for TCEA and LOS E+ 5o in terms of overriding LOS within the PPZ. • Follow up meeting with City Public Works and Planning with County traffic engineer Darlene Fernandez and Carlos Cruz Casas regarding traffic study needs in relation to the Citywide TCEA and in coordination with the Downtown DDA PPZ. • Submit report to City and City Commission to accept report and recommendations. Community should be in attendance. • Adopt PPZ boundaries. • Direct staff to incorporate recommendations into their departments in terms of comprehensive planning, design and construction and develop strategy for implementation. Meeting #6 On March 4t' 2020 our team held a joint meeting with City Planning, Public Works and County Traffic. The following recommendations were made: Goals: Create PPZ for Little Havana and define criteria for roads and development within these zones. Use the Little Havana PPZ as a template for other neighborhoods by creating a standardized process. Process- i. Develop checklist and circulate to County and City to determine roles and responsibilities. 2. Describe the potential impacts of these criteria and develop statement of support. 3. Develop recommendations deliverable. 4. Approval from City Commission. 5. Direction from City Manager. 6. Resolution to Board of County Commissioners to support criteria. Other comments: Use Safe Routes to Schools criteria for minimum distances to school (in addition to MUTCD). Next Steps: i. Prepare list of PPZ criteria to circulate to all meeting attendees and Claudia Diaz at DTPW for comments on known approval processes. 2. Review comments and incorporate into plan recommendations. Appendix Walk Little Havana PPZ Healthy Little Havana Page 6 of 31 Meeting #7 On March 12, 2020, our team presented to FDOT's Community Traffic Safety Team at Miami Dade Public Schools. Members of the meeting recommended presenting to the MPO's BPAC (Bicycle and Pedestrian Committee). They also suggested: • Changing the name Pedestrian Priority Zone to something less technical that highlights walking and traffic calming. • Meeting with Commissioner Reyes who is supportive of traffic calming. • Reviewing the school safety routes which they can provide. • Reviewing Safe Routes to Schools design criteria which they can provide. Appendix Walk Little Havana PPZ Healthy Little Havana Page 7 of 31 II. Summary of Previous Studies Little Havana Bicycle/Pedestrian Mobility Plan 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. Tabie 5- Little Havana Pedestrian Level of Service Sunimary Percentage MajorRoads C 47.44% D 13.07% E 1. 1 F D_:3spa Between 2oo8 and 2oi3, there were approximately Soo reported crashes involving pedestrians. Of these, approximately 135 involved an elderly pedestrian. the crashes are concentrated in the northern half of the study area, between SW 8t' 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 may be because elderly residents in Little Havana are regular transit users, and must cross major roadways to reach their final destination. 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 Appendix Walk Little Havana PPZ Healthy Little Havana Page 8 of 31 Zone (PPZ) and have been incorporated in the overall PPZ policy and project recommendations. Below is a description of these relevant project recommendations. Project is Recommendations for new bike lanes Table 8. Recommended Bicycle Lane Corridors S4Y 1st Strut SW 6th Avenue to South River Drive S44 6th Street SW 27th Avenue to SW 4th Avenue Sw 3rd Avenue South Dixie Highway to SW 12th Avenue SW 22nd Avenue West Flag ler Street to SW 22nd Street SW 22nd Avenue Road SW 8th Street to West Flag ler street SW 17th Avenue West Flagler Street to 5W 1st .Avenue Project 2: Proposed Neighborhood Greenways Neighborhood greenways incorporate a variety 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 i4th Avenue to SW 4th Avenue o NW/SW loth Avenue NW 7th Street to SW 13th Street o SW 7th Avenue South River Drive to SW firth Street o SW 5th Avenue SW 12th Avenue to West Flagler Street NE Quadrant: o NW 3rd Street NW 27th Avenue to South River Drive o NW 4th Street NW i4th Avenue to NW 8th Avenue o NW/SW loth Avenue NW 7th Street to SW 13th Street o SW 7th Avenue South River Drive to SW nth Street NW Quadrant: o NW nth Street/NW i4th Court NW 27th Avenue to NW 7th Street SW Quadrant: Appendix Walk Little Havana PPZ Healthy Little Havana Page 9 of 31 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 i4th 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 unsignalized intersections < 12,000 AADT: o Marked crosswalks and warning signs o At unsignalized intersections > 12,000 AADT: o Marked crosswalks and warning signs o State law crosswalk signage o Rectangular Rapid Flashing Beacons (RRFB) o Median refuges where feasible Table SW 271, Avenue & SW 191 Street -nded Safe Crossings SW 101 Avenue & SVV 61 Street SW 141' Avenue & SW 71 Street SW 241 Avenue & SW 61 Street KW 101 Avenue &. NW 21 Street SW 131 Avenue & SW 71 Street SW 191 Avenue & SW 61 Street NW 101 Avenue & West Flagler Street SW 101 Avenue & SW 71 Street SW 19' Avenue &. SW 11 Street SW IDt' Avenue & SIN 11 Street SW 71 Avenue & SW 6" Street NW 191 Avenue & West Flagler Street SW 5" Avenue & West Fkger Street SW 71 Avenue & SW 71 Street. SW 14"-° Avenue & SW 611' Street SW S'" AvenLie & SW 11' Street SVV S'" Avenue & SW 71'° Street SW 14' Avenue &. SW 1 ' Street SW 5' Avenue & SW 6' Street NW 14' Court & NVV 7' Street WN 14'Avenue &',Nest# Flagler Street SW 27'" Avenue&. SW 2e Street NW 14�h Avenue & NW 71' Street N^N 1e Avenue & hW 2itl Street SW 2e Avenue & SVV r Street SW 2e Avenue & 5W 227" Street N'JV 2:!" Avenue & NW 31 Street SW 13" Avenue &. SW 6m Street SW 191" Avenue & SW 22F4 Street NW 271" Avenue & NW 311 Street SW13"' Avenue & SW 6'" Street SW 161' Avenue & SW 22"° Street NW 27" Avenue & MY 11 "' Street SW 15"' Avenue & SW 7"' Street Appendix Walk Little Havana PPZ Healthy Little Havana Page 10 of 31 Project 4: Traffic Calming Implement traffic calming techniques, such as speed cushions, neighborhood traffic circles, textured pavement intersections, and diverters to reduce motor vehicle speeds throughout the Little Havana area. The recommended traffic calming technique is the traffic circle and the proposed locations are primarily the intersection of two neighborhood greenways. TableRecommended Traffic Calming Intersections SW 26th Larne & SW 25"' Aven ue SW 20' Terrace & SW 21"Avenue SW 2EP Road & SW 2"d Avenue SVV 24"' Terrace & SW 25'h Avenue SW 16'h Street & SW 16th Sweet SW 26t" Road & SW 2r" Avenue SW 23'd Street & SW 25th Avenue SW 241h Street & SW 19th Avenue SW 25th Road & SW 2"d Avenue SW 27th Street & SW 2411 Avenue SW 23m Street & Svh'' 19r' Avenue SW 315t Roa4 & SIN 4th Avenue SW 26th Street & SW 20' Avenue SW 21s' Street & SW 19th Avenue SW 291h Road & SW 4tn Avenue SVY 25t' Street & SW 24t" Avenue SW 191h Street & SVY 19'h Avenue SVY 27' Road & SW 41 Avenue SW 24th Street & SW 24t�' Avenue SW 17'h Street & SW 19th Avenue SVY 25th Road & SW 47, Avenue SW 22"d Terrace & SW 2+4'h Avenue SW 24111 Terrace & SW 18t�' Avenue SW 28th Road & SSW Vh Avenue SW 18th Street & SW 24th Avenue SW 22rid Terrace & SW IVh Avenue SW 251' Road & SW 5" Avenue SW 16th Street & SW 24Lh Avenue SW 161h Street & SW 18th Avenue SW 22"d Road & SW 5Jh Avenue SW 14th Street & SW 24t" Avenue SW 13th Street & SW 18th Avenue SW 20th Road & SW 5"' Aven Lie SVY 10th Street & SW 24�' Avenue SW 23b Street & SW 16t, Court SVY 28th Road & SW 7tn Avenue SW 251 Terrace & SW 230d Avenue SW 2Dth Street & SW 16th Avenue SWV 26th Road & SIN 70 Avenue SW 24th Terrace & SW 23'd Avenue SW 19'h Street & SW 16th Avenue SW 23'd Road & SW 7th Avenue SW lath Street & SW 231d Avenue SW 241' Terrace & SW 21st Avenue SW 21P Road & SifV r Avenue SW 11 th Street & SW 23rJ Avenue SW 11th Street & SW 16th Avenue SW 24th Road & SW 9U' Avenue 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 end 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. Appendix Walk Little Havana PPZ Healthy Little Havana Page 11 of 31 • 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 Project 7: Crosswalks at SW 7t' Street crossings (Rectangular Rapid Flashing Beacons) o At signalized intersections: o Marked crosswalks on all four approaches o Turning vehicles stop for pedestrian signage o At unsignalized intersections < 12,000 AADT: o Marked crosswalks and warning signs o At unsignalized intersections > I2,000 AADT: o Marked crosswalks and warning signs o State law crosswalk signage o Rectangular Rapid Flashing Beacons (RRFB) o Median refuges where feasible Recommended crosswalk locations include: SW 7th Street & SW 23rd Avenue SW 7th Street & SW list Avenue SW 7th Street & SW i8th Avenue SW 7th Street & SW gth Avenue Appendix Walk Little Havana PPZ Healthy Little Havana Page 12 of 31 Project 9: Sidewalk improvements Construct new sidewalks where connections are missing and repair existing deteriorated/cracked sidewalks. Repair cracked and crumbling sections of sidewalk: o NW 3' Street between NW 8t' Avenue & South River Drive o NW end Street between NW 14t' Avenue & NW 8t' Avenue o NW ist Street between NW 8t' Avenue & NW 7t' Avenue o SW 3' Street between SW 8t' Avenue and SW 7t' Avenue o SW 3' Street between SW 6t' Avenue and SW 5t' Avenue o NW i4t' Court between NW 7t' Street and South River Drive Build new sections of sidewalk to fill in missing gaps: o South River Drive between NW 15t' Avenue & NW i4t' Court o NW end Street (south side) just west of NW 15t' Avenue o NW end Street (south side) just east of NW ut' Avenue o NW 25t' Avenue between NW 7t' Street & NW iit' Street o NW 24t' Avenue between NW 7t' Street & NW ut' Street o NW 19t' Avenue north of NW 7t' Street Project 12: Pedestrian Wayfinding A successful walking and bicycling environment requires a comprehensive network of wayfinding elements to create an effortless navigation system and a fluid experience. Clear navigation encourages people to walk and bicycle while also enhancing the identity of a region, community, or open space. Community -based temporary wayfinding signs can be implemented as a demonstration project in advance of more permanent, branded wayfinding signs following a wayfinding master plan Include proposed wayfinding study and improvements in Capital Improvements Program (CIP) Project 13: Sidewalk Furnishings and Street Tress As streets and surrounding land use are redeveloped, provide appropriate sidewalk furnishings and relocate existing elements obstructing pedestrian pathways (including but not limited to signage, lighting, trees, benches, and traffic signal devices) to establish a clear pedestrian throughway zone on Appendix Walk Little Havana PPZ Healthy Little Havana Page 13 of 31 streets in Little Havana. Project 14: Low Speed Design Principles (design speed for 3omph) As streets are redesigned, reconstructed, and redeveloped, use low -speed design principles to achieve lower speeds through techniques such as smaller corner radii, pedestrian bulb -outs, traffic circles that accommodate bicycles and pedestrians, and utilizing traffic calming devices where appropriate. Additionally, perceptual design features such as patterns painted, stamped, or built into the roadway surface encourage motorists to reduce speeds. Appendix Walk Little Havana PPZ Healthy Little Havana Page 14 of 31 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: (i) Create an efficient and convenient multi -modal transportation network (z) 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. 1.4 Identify streets by the users and uses they serve. Mobility should be based on the number of people served, not vehicles served. Volume should be measured by the number of people using streets, rather than vehicles and include all kinds of mobility- pedestrians, cyclists, transit riders, motorist. While this is a ideal goal, the traffic regulatory agencies do not currently use this methodology when designing streets for pedestrians. The Federal Highway Administration's Manual of Uniform Traffic Control Devices and AASHTO provide guidance and regulations for traffic control devices and roadway design. Miami Dade County follows these guidelines, as they are mandated by the Federal government. 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 STREETS 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. Appendix Walk Little Havana PPZ Healthy Little Havana Page 15 of 31 Additional recommendations that relate to the PPZ are described below: 2.4 Improve sidewalks by • bringing all into good repair • Planting more native shade trees • Sidewalk tapering closer to curb edge • Removing unneeded signs from the sidewalks 2.5 Enhance crosswalks at major intersections • Raised crosswalks • Wider crosswalks at all Commuter Streets 2.6 Add more crosswalks with distances greater than 65o" 2.7 Build curb extensions at intersections. 2.8 Shorten signal lengths. 2.9 Cycling Infrastructures. 3.3 More amenities for public transit like shelters 1.3 Green infrastructure- Convert SW 3' Street into a green street by connecting Riverside Park to Jose Marti Park. Appendix Walk Little Havana PPZ Healthy Little Havana Page 16 of 31 III. Policy and Regulatory Requirements Local Policy The Home Rule Charter for Miami -Dade County was adopted at referendum on May 21, 1957. The charter's main provision relative to transportation is that the county maintains control of all engineering, construction and maintenance of its roads, bridges and canals, along with all traffic signals and signs supporting them regardless of municipal jurisdiction. FEDERAL STANDARDS: There are several federal standards which govern roadway design and traffic control devices. These are described below. FHWA Standards The Federal Highway Administration (FHWA) defines functionally classifying roads as the process when streets and highways are grouped into classes, or systems, according to the character of service they provide. Roadways in urban areas are classified as principal arterials, minor arterials, collectors and local roads. The Florida Department of Transportation (FDOT) follows a similar system and through a statewide, cooperative process within county and local jurisdictions. Functional classification is the grouping of highways by the character of service and connectivity they provide. Functional classification categorizes streets according to their ability to i) move traffic, and 2) provide access to adjacent properties. Federal, State and Local transportation agencies use functional classification for roadway design. Standard highway functional classifications are described below: Minor Arterial • Connections between local areas and network principal arterials • Connections for through traffic between arterial roads • Access to public transit and through movements • Pedestrian and bike movements Collector • Carry traffic with trips ending in a specific area • Access to commercial and residential centers • Access to public transportation Appendix Walk Little Havana PPZ Healthy Little Havana Page 17 of 31 • Pedestrian and bicycle movements Local Roads • Direct property access —residential and commercial • Pedestrian and bicycle movements 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. 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 8t' and 7t' Streets, West Flagler and SW ist Street and the main north/south roadways including NW/SW 27t' Avenue, NW/SW 22nd Avenue and NW/SW 12t' Avenue. Local streets, in turn, serve as site -specific routes for each end of a trip. These are local streets which connect to collectors. AASHTO AASHTO's A Policy on Geometric Design of Highways and Streets (AASHTO Green Book) provides national guidance for designing geometric alignment, street width, lane width, shoulder width, medians, and other street features. The AASHTO Green Book has been adopted by FHWA as the standard for design of streets and roads that are part of the National Highway System (NHS). These are Interstate Freeways, principal routes connecting to them, and roads important to strategic defense. The AASHTO Green Book provides guidance that local governments often treat as the sole source of street design guidance. 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. Appendix Walk Little Havana PPZ Healthy Little Havana Page 18 of 31 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 for 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 Marked Crosswalks: According the MUTCD, marked crosswalks must be installed carefully and selectively. Before installing new marked crosswalks, an engineering study is needed to determine whether the location is suitable for a marked crosswalk. For an engineering study, a site review may be sufficient at some locations, while a more in-depth study of pedestrian volume, vehicle speed, sight distance, vehicle mix, etc., may be needed at other sites. It is recommended that a minimum of 20 pedestrian crossings per peak hour (or 15 or more elderly and/or child pedestrians) exist at a location before placing a high priority on the installation of a marked crosswalk alone. MUTCD Standards for Midblock Crossings: If speeds are more than 40 mph or volumes higher than 20,000 vehicles per day, mid -block crossings may not be the most suitable treatment. The following controlled crosswalks are approved: i. Rectangular Rapid Flashing Beacon (RRFB) The RRFB, also known as a stutter flash, enhances the flashing beacon by replacing the slow flashing incandescent lamps with rapid flashing LED lamps. The lights can be activated either by a push-button or with remote pedestrian detection. This treatment is included in the 2oog Federal MUTCD. There are also versions with LED lights placed within the pedestrian crossing sign. 2. High- Intensity Activated Crosswalk (HAWK) Appendix Walk Little Havana PPZ Healthy Little Havana Page 19 of 31 This enhanced signal treatment is used in circumstances where there are high vehicle speeds as well as a high demand for pedestrian crossings. It combines the beacon flasher with a traffic control signal to generate a higher driver yield rate. They are pedestrian activated and will display a yellow indication to warn vehicles, then a solid red light. While pedestrians are crossing, the driver sees a flashing red light in a "wig wag" pattern until the pedestrian clearance phase has ended, then returns to a dark signal. The HAWK is now included in the 2oog Federal MUTCD. 3. Mid -Block Pedestrian Signal A pedestrian signal may be used to provide the strictest right-of-way control at a pedestrian crossing. Warrants for placement are defined within the MUTCD (a new warrant is provided in the 2oo9 Federal MUTCD). MUTCD Standards for Advanced Stop or Yield Limit Lines for Crosswalks: Another traffic controls which can increase pedestrian safety is advanced stop or yield limit lines. Solid white lines extend through the traffic lane to communicate to drivers where they should stop. MUTCD requires they be placed at least 4 feet before the crosswalk, although placement at greater distances can enhance pedestrian visibility and vehicle reaction times. MUTCD Standards for Walking Speeds for Signalized Crosswalks: Walking speeds are also a consideration for signalized crosswalks. The standard for walking speeds at signalized intersections has changed from 4 feet per second to 3.5 feet per second to more accurately reflect the average pedestrian walking speed and aging population. The 2009 Federal MUTCD requires this reduction. In addition, a slower walking rate of 2.8 feet per second is recommended in areas with a high number of children, older adults, or disabled pedestrians crossing. MUTCD Standards for Crosswalk Markings at Schools: There are also special regulations for crosswalk markings as schools in the 2009 MUTCD. Section 7C.02 Crosswalk Markings Guidance: of Crosswalks should be marked at all intersections on established routes to a school where there is substantial 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 bicyclists might not expect students to cross (see Figure �A-i). Appendix Walk Little Havana PPZ Healthy Little Havana Page 20 of 31 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 (see Fi re -7A-i) 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. og 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.i8 should be performed before a marked crosswalk is installed at a location away from a traffic 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 �B.n and ;B.i2) 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. Section 3B.i8 Crosswalk Markings Support: of Crosswalk markings provide guidance for pedestrians who are crossing roadways by Appendix Walk Little Havana PPZ Healthy Little Havana Page 21 of 31 defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops. 02 In conjunction with signs and other measures, crosswalk markings help to alert road users of a designated pedestrian crossing point across roadways at locations that are not controlled by traffic control signals or STOP or YIELD signs. 03 At non -intersection locations, crosswalk markings legally establish the crosswalk. Standard: 04 When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk. They shall not be less than 6 inches or greater than 24 inches in width. Guidance: 05 If transverse lines are used to mark a crosswalk, the gap between the lines should not be less than 6 feet. If diagonal or longitudinal lines are used without transverse lines to mark a crosswalk, the crosswalk should be not less than 6 feet wide. 06 Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks (see Figures 313-17 and 3B-IQ). Figure 3B-19 Examples of Crosswalk Markings Appendix Walk Little Havana PPZ Healthy Little Havana Page 22 of 31 o7 At locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s). o8 Crosswalk lines should not be used indiscriminately. An engineering study should be performed before a marked crosswalk is installed at a location away from a traffic control signal or an approach controlled by a STOP or YIELD sign. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average daily traffic (ADT), the posted or statutory speed limit or 85th-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting, and other appropriate factors. og New marked crosswalks alone, without other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and either: A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of I2,000 vehicles per day or greater; or B. The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater. Support: io Chapter 4F contains information on Pedestrian Hybrid Beacons. Section 4L.o3 contains information regarding Warning Beacons to provide active warning of a pedestrian's presence. Section 4N.02 contains information regarding In -Roadway Warning Lights at crosswalks. Chapter 7D contains information regarding school crossing supervision. Guidance: ii Because non -intersection pedestrian crossings are generally unexpected by the road user, warning signs (see Section 2C.5o) should be installed for all marked crosswalks at non - intersection locations and adequate visibility should be provided by parking prohibitions. Support: 12 Section 3B.i6 contains information regarding placement of stop line markings near crosswalk markings. Option: 13 For added visibility, the area of the crosswalk may be marked with white diagonal lines at a Appendix Walk Little Havana PPZ Healthy Little Havana Page 23 of 31 45-degree angle to the line of the crosswalk or with white longitudinal lines parallel to traffic flow as shown in Figure 3B-ig.. 14 When diagonal or longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines may be omitted. This type of marking may be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected. Guidance: 15 If used, the diagonal or longitudinal lines should be 12 to 24 inches wide and separated by gaps of 12 to 6o inches. The design of the lines and gaps should avoid the wheel paths if possible, and the gap between the lines should not exceed 2.5 times the width of the diagonal or longitudinal lines. Option: 16 When an exclusive pedestrian phase that permits diagonal crossing of an intersection is provided at a traffic control signal, a marking as shown in Figure 313-20 may be used for the crosswalk. Figure 3B-20 Example of Crosswalk Markings for Exclusive Pedestrian Phase That Permits Diagonal Crossing Figure 38-20. ExanVie of Crosswalk htarkinp for an Exclusive Pedestrian Phase that Permits i]iagonal Crossing � Appendix Walk Little Havana PPZ Healthy Little Havana Page 24 of 31 Guidance: 17 Crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings. Support: 18 Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are required by 49 CFR, Part 37 and by the Americans with Disabilities Act (ADA) where curb ramps are constructed at the junction of sidewalks and the roadway, for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light -on -dark, or dark -on -light. The "Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)" (see Section iA.u) contains specifications for design and placement of detectable warning surfaces. Section 4B.04 Alternatives to Traffic Control Signals Guidance: of Since vehicular delay and the frequency of some types of crashes are sometimes greater under traffic signal control than under STOP sign control, consideration should be given to providing alternatives to traffic control signals even if one or more of the signal warrants has been satisfied. Option: 02 These alternatives may include, but are not limited to, the following: A. Installing signs along the major street to warn road users approaching the intersection; B. Relocating the stop line(s) and making other changes to improve the sight distance at the intersection; C. Installing measures designed to reduce speeds on the approaches; D. Installing a flashing beacon at the intersection to supplement STOP sign control; E. Installing flashing beacons on warning signs in advance of a STOP sign controlled intersection on major- and/or minor -street approaches; F. Adding one or more lanes on a minor -street approach to reduce the number of vehicles per lane on the approach; G. Revising the geometries at the intersection to channelize vehicular movements and reduce the time required for a vehicle to complete a movement, which could also assist pedestrians; Appendix Walk Little Havana PPZ Healthy Little Havana Page 25 of 31 H. Revising the geometries at the intersection to add pedestrian median refuge islands and/or curb extensions; I. Installing roadway lighting if a disproportionate number of crashes occur at night; J. Restricting one or more turning movements, perhaps on a time -of -day basis, if alternate routes are available; K. If the warrant is satisfied, installing multi -way STOP sign control; L. Installing a pedestrian hybrid beacon (see Chapter /F)or In -Roadway Warning Lights (see Chapter /N) if pedestrian safety is the major concern; M. Installing a roundabout; and N. Employing other alternatives, depending on conditions at the intersection. Section 4C.o5 Warrant 4, Pedestrian Volume Support: or The Pedestrian Volume signal warrant is intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street. Standard: 02 The need for a traffic control signal at an intersection or midblock crossing shall be considered if an engineering study finds that one of the following criteria is met: A. For each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street (total of all crossings) all fall above the curve in Figure 4C-5; or B. For r hour (any four consecutive 15-minute periods) of an average day, the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street (total of all crossings) falls above the curve in Figure 4C-�. Standard: 04 The Pedestrian Volume signal warrant shall not be applied at locations where the distance to the nearest traffic control signal or STOP sign controlling the street that pedestrians desire to cross is less than 30o feet, unless the proposed traffic control signal will not restrict the progressive movement of traffic. Appendix Walk Little Havana PPZ Healthy Little Havana Page 26 of 31 05 If this warrant is met and a traffic control signal is justified by an engineering study, the traffic control signal shall be equipped with pedestrian signal heads complying with the provisions set forth in Chapter /E. Guidance: 06 If this warrant is met and a traffic control signal is justified by an engineering study, then: A. If it is installed at an intersection or major driveway location, the traffic control signal should also control the minor -street or driveway traffic, should be traffic -actuated, and should include pedestrian detection. B. If it is installed at a non -intersection crossing, the traffic control signal should be installed at least ioo feet from side streets or driveways that are controlled by STOP or YIELD signs, and should be pedestrian -actuated. If the traffic control signal is installed at a non -intersection crossing, at least one of the signal faces should be over the traveled way for each approach, parking and other sight obstructions should be prohibited for at least ioo feet in advance of and at least 20 feet beyond the crosswalk or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance, and the installation should include suitable standard signs and pavement markings. C. Furthermore, if it is installed within a signal system, the traffic control signal should be coordinated. Option: o7 The criterion for the pedestrian volume crossing the major street may be reduced as much as 5o percent if the 15th-percentile crossing speed of pedestrians is less than 3.5 feet per second. 08 A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street. ADA Curb ramps should be ADA compliant to accommodate mobility and visually impaired pedestrians. Detectable warnings are required by the ADA Accessibility Guidelines with any new curb ramp or reconstruction. These guidelines call for raised truncated domes of 23 mm diameter and 5mm height. Curb ramps should align in the direction of the crosswalk and have enough clear space beyond the curb line so the pedestrian is not drawn right into the line of traffic. Appendix Walk Little Havana PPZ Healthy Little Havana Page 27 of 31 United States Department of Transportation Policy Statement on Bicycle and Pedestrian Accommodation Regulations and Recommendations Signed on March 11, 2010 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. This policy is based on various sections in the United States Code (U.S.C.) and the Code of Federal Regulations (CFR) in Title 23—Highways, Title 49—Transportation, and Title 42— The Public Health and Welfare. These sections, provided in the Appendix, describe how bicyclists and pedestrians of all abilities should be involved throughout the planning process, should not be adversely affected by other transportation projects, and should be able to track annual obligations and expenditures on nonmotorized transportation facilities. The DOT encourages States, local governments, professional associations, community organizations, public transportation agencies, and other government agencies, to adopt similar policy statements on bicycle and pedestrian accommodation as an indication of their commitment to accommodating bicyclists and pedestrians as an integral element of the transportation system. In support of this commitment, transportation agencies and local communities should go beyond minimum design standards and requirements to create safe, attractive, sustainable, accessible, and convenient bicycling and walking networks. Such actions should include: • Considering walking and bicycling as equals with other transportation modes: The primary goal of a transportation system is to safely and efficiently move people and goods. Walking and bicycling are efficient transportation modes for most short trips and, where convenient intermodal systems exist, these nonmotorized trips can easily be linked with transit to significantly increase trip distance. Because of the benefits they provide, transportation agencies should give the same priority to walking and bicycling as is given to other transportation modes. Walking and bicycling should not be an afterthought in roadway design. • Ensuring that there are transportation choices for people of all ages and abilities, especially children: Pedestrian and bicycle facilities should meet accessibility requirements and provide safe, convenient, and interconnected transportation Appendix Walk Little Havana PPZ Healthy Little Havana Page 28 of 31 networks. For example, children should have safe and convenient options for walking or bicycling to school and parks. People who cannot or prefer not to drive should have safe and efficient transportation choices. Going beyond minimum design standards: Transportation agencies are encouraged, when possible, to avoid designing walking and bicycling facilities to the minimum standards. For example, shared -use paths that have been designed to minimum width requirements will need retrofits as more people use them. It is more effective to plan for increased usage than to retrofit an older facility. Planning projects for the long-term should anticipate likely future demand for bicycling and walking facilities and not preclude the provision of future improvements. • Integrating bicycle and pedestrian accommodation on new, rehabilitated, and limited - access bridges: DOT encourages bicycle and pedestrian accommodation on bridge projects including facilities on limited -access bridges with connections to streets or paths. • Collecting data on walking and biking trips: The best way to improve transportation networks for any mode is to collect and analyze trip data to optimize investments. Walking and bicycling trip data for many communities are lacking. This data gap can be overcome by establishing routine collection of nonmotorized trip information. Communities that routinely collect walking and bicycling data are able to track trends and prioritize investments to ensure the success of new facilities. These data are also valuable in linking walking and bicycling with transit. • Setting mode share targets for walking and bicycling and tracking them over time: A byproduct of improved data collection is that communities can establish targets for increasing the percentage of trips made by walking and bicycling. • Improving nonmotorized facilities during maintenance projects: Many transportation agencies spend most of their transportation funding on maintenance rather than on constructing new facilities. Transportation agencies should find ways to make facility improvements for pedestrians and bicyclists during resurfacing and other maintenance projects. Appendix Walk Little Havana PPZ Healthy Little Havana Page 29 of 31 State Requirements: Florida Greenbook The Manual of Uniform Minimum Standards for Design, Construction, and Maintenance for Streets and Highways (Florida Greenbook) is intended to provide minimum standards for use on all public streets that are not part of the State Highway System. Complete Streets FDOT has created a policy and guidance document to support Complete Streets for state roadways according to context classification system. Complete Streets are context -sensitive and require transportation system design that considers local land development patterns and built form. Projects are uniquely planned and designed to be 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. Roadways is Little Havana are C4 Urban General. C4 is described as a mix of uses set within small blocks with a well-connected roadway network. May extend long distances. The roadway network usually connects to residential neighborhoods immediately along the corridor or behind the uses fronting the roadway. FDOT Design Manual (FDM) This Florida Department of Transportation (FDOT) Design Manual (FDM), sets forth geometric and other design criteria, as well as procedures, for FDOT projects. The information contained herein applies to the preparation of contract plans for roadways and structures. 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. The manual reference the MUTCD as a tool to enhance pedestrian safety. FDM Standards Curb Ramps: Curb ramps should be in line with the crossing and must provide a maximum slope of I:I2 (8.3 percent). At intersections where more than one road is crossed, provide curb ramps at both Appendix Walk Little Havana PPZ Healthy Little Havana Page 30 of 31 ends of each crossing. Crossings are required to meet the same grade and cross slope requirements as sidewalks. Where criteria for maximum cross slope cannot be met, process a Design Variation and provide the minimum attainable cross slope. When following the profile grade of the roadway, curb ramp slopes should not exceed 15 feet in length. FDM Standards Curb Radii: Guidelines for corner radii in urbanized context classifications are as follows: (i) Radii of 15 to 25 feet are adequate for passenger vehicles. These radii are suitable for minor cross streets where there is little occasion for trucks to turn and at major intersections where there are parking lanes; (2) Radii of 25 feet or more should be provided at minor cross streets on new construction or reconstruction projects; (3) Radii of 3o feet or more should be provided at minor cross streets where practical so that an occasional truck can turn without too much encroachment; (4) Radii of 40 feet or more or preferably three -centered curves or simple curves with tapers to fit the paths of large truck combinations, should be provided where such combinations or buses turn frequently. Where speed reductions would cause problems, larger radii should be considered; and, (5) Curb radii should be coordinated with crosswalk distances or special designs should be used to make crosswalks efficient for all pedestrians. Where larger radii are used, an intermediate refuge or median island is desirable or crosswalks may need to be offset so that crosswalk distances are not excessive. Appendix Walk Little Havana PPZ Healthy Little Havana Page 31 of 31 Little Havana Pedestrian Priority Zone Project Workplan August 28, 2020 Work Plan Matrix of PPZ Projects The work plan below provides a list of recommended projects within each Pedestrian Priority Zone and in correlation with the criteria described above. The projects will complement the Safe Routes to School safety improvement projects for Citrus Grove and Riverside Elementary which are currently under construction with planned completion Fall of 2020. Each project will need general construction cost estimates and site reconnaissance before projects can be designed and funded. Projects can be grouped by initiative and added to the City's Capital Improvement Program and in coordination with private new developments. PPZ BOUNDARY LIMITS: Each PPZ should be roughly within 1 /4 mile or roughly 2-blocks within each school. PPZ PRIORITY: Our assessment showed the most dangerous conditions for pedestrians exist around Citrus Grove Elementary and Middle schools. Therefore, improvements should be prioritized around these schools first as priority one. Once priority one PPZ improvements have been constructed, priority two Riverside Elementary improvements can be made. Riverside Park is priority three and Miami Senior High is priority four since many roadway improvements were made immediately around the high school when it was renovated. INITIATIVES: In total there are 24 initiative combined for all four zones. Projects are bundled into these initiatives so that they can funded, analyzed, designed and permitted as a group. • Priority 1: Citrus Grove has seven initiatives. • Priority 2: Riverside Elementary has six initiatives. • Priority 3: Riverside Park has four initiatives. • Priority 4: Miami Senior High School seven initiatives. Initiatives in blue are already funded or are not the responsibility of the City. PRIORITY ONE CITRUS GROVE: NW 23rd Avenue to NW 18'h Avenue from NW 6'h Street to NW 15' Terrace MAIN ROAD INTERSECTING PPZ CRITERIA STREET INITIATIVE #1: Intersection Treatments Collector NW 22°d NW 6'h Street . High emphasis x-walk for Avenue@ NW 5'h Street north/south NW 4'h Street 0 Reduced turning radii with NW 4'h Terrace paint and/or landscaped NW 3rd Street curb extension Should be coordinated with Safe Routes to School treatments under construction summer 2020 Greenways NW 6'h Street @ NW 215' Avenue 0 Perpendicular curb ramps NW 20'h Avenue with warning strips NW 19'h Avenue • High emphasis x-walk for NW 18'h Avenue north/south Reduced turning radii with paint and/or landscaped curb extension NW 19'h NW 5'h Street 0 Perpendicular curb ramps Avenue@ NW 4'h Street with warning strips NW 3rd Street . High emphasis x-walk for NW 2°d Street north/south NW 15' Terrace 0 Reduced turning radii with paint and/or landscaped curb extension NW 19'h Avenue NW 3rd Street 0 Special intersection treatment with landscaped curb extensions NW 3rd Street NW 215' Avenue 0 Perpendicular curb ramps NW 20'h Avenue with warning strips NW 19'h Avenue 0 High emphasis x-walk for NW 18'h Court north/south NW 18'h Avenue 0 Reduced turning radii with paint and/or landscaped curb extension INITIATIVE #2: Redesigning Greenways Greenways NW 6'h Street NW 22°d Avenue to 0 Design a landscape and from NW 19'h Avenue pavement plan for greenways. NW 19'h Avenue NW 6'h Street to NW from 3rd Street • Paint parking lanes with white stripe. NW 3rd Street NW 20'h Avenue to from NW 22°d Avenue 0 Plant trees at regular intervals and no less than 30 feet on center. INITIATIVE #3: Pedestrian Signals Collector/Greenway NW 22°d Avenue NW 3rd Street 0 Pedestrian signal COUNTY INITIATIVE @ North/South crossing INITIATIVE #A: Midblock Crossings Within 300' of a Traffic Signal Collector NW 22°d Avenue NW 5'h and NW 6'h 0 Midblock crossing with COUNTY INITIATIVE between Streets pedestrian refuge island at NW 4'h Street and stripped median NW 4'h Terrace INITIATIVE #5: Sidewalk Greenway NW 3rd Street NW 22°d and NW 215' . Sidewalk on south side of between Avenues NW 3rd Street INITIATIVE #6: No Right on Red Collector NW 22°d Avenue Midblock crossing 0 No right on red COUNTY INITIATIVE @ INITIATIVE #7: 25 MPH Posted Speed All Residential For all City Posted speed limit signs streets owned streets 25mph installed In process. PRIORITY TWO RIVERSIDE ELEMENTARY/ YOUNG WOMEN'S PREP: Flagler Street to SW 5'h Street from SW 14'h Avenue to SW 9'h Avenue MAIN ROAD INTERSECTING STREET PPZ CRITERIA INITIATIVE #1: Intersection Treatments Collector SW 12'h Avenue@ SW 3rd Street . Perpendicular curb ramps with SW 2°d Street warning strips High emphasis x-walk for north/south Reduced turning radii with paint and/or landscaped curb extension Greenway SW 3rd Street @ SW 13'h Avenue 0 Perpendicular curb ramps with SW 1 1'h Avenue warning strips SW 10'h Avenue 0 High emphasis x-walk for north/south Reduced turning radii with paint and/or landscaped curb extension SW 10'h Avenue @ SW 15' Street 0 Perpendicular curb ramps with SW 2°d Street warning strips High emphasis x-walk for north/south Reduced turning radii with paint and/or landscaped curb extension Should be coordinated with Safe Routes to School treatments under construction summer 2020. SW 3rd Street @ SW 13'h Avenue 0 Special intersection treatment SW 10'h Avenue with landscaped curb extensions Residential SW 2°d Street @ SW 13'h Avenue 0 Perpendicular curb ramps with SW 12'h Avenue warning strips SW 1 1'h Avenue 0 High emphasis x-walk for SW 10'h Avenue north/south SW 9'h Avenue 0 Reduced turning radii with paint and/or landscaped curb extension INITIATIVE #2: Redesigning Greenways Greenways SW 3rd Street from SW 14'h to SW 9` 0 Design a landscape and Avenues pavement plan for greenways. • Paint parking lanes with white SW 13'h Avenue SW 5'h Street to Flagler from stripe. 0 Plant trees at regular intervals SW 10'h Avenue SW 5'h Street to Flagler from and no less than 30 feet on center. INITIATIVE #3: Pedestrian Signals Collector SW 12'h Avenue @ Flagler Street 0 Pedestrian countdown signal at both legs of the crosswalk Leading pedestrian intervals INITIATIVE # A: Midblock Crossings Within 300' of a Traffic Signal SW 12'h Avenue SW I st Street and SW 0 Modify midblock crossing to 3rd Street include a pedestrian refuge island INITIATIVE #5: No Right on Red Collector SW 12th Avenue Midblock crossing 0 No right on red sign INITIATIVE #6: 25 MPH Posted Speed All Residential For all City owned 0 Posted speed limit signs streets streets 25mph installed In process. PRIORITY THREE RIVERSIDE PARK/ADA MERRITT: SW I" Street to SW 6'h Street and SW 8'h Avenue to SW 4'h Avenue MAIN ROAD INTERSECTING STREET PPZ CRITERIA INITIATIVE #1: Intersection Treatments Grveenway SW 3rd Street @ SW 7'h Avenue 0 Perpendicular curb ramps with SW 6'h Avenue warning strips SW 5'h Avenue 0 High emphasis x-walk for north/south Reduced turning radii with paint and/or landscaped curb extension SW 4'h Avenue @ SW 2°d Street 0 Perpendicular curb ramps with SW 4'h Street warning strips SW 5'h Street 0 High emphasis x-walk for north/south Reduced turning radii with paint and/or landscaped curb extension SW 7'h Avenue @ SW 2°d Street 0 Perpendicular curb ramps with SW 4'h Street warning strips SW 5'h Street 0 High emphasis x-walk for north/south Reduced turning radii with paint and/or landscaped curb extension INITIATIVE #2: Signal Study with Pedestrian Intervals SW 3rd Street @ SW 8'h Avenue 0 Pedestrian countdown signal SW 4'h Avenue at both legs of the crosswalk Leading pedestrian intervals INITIATIVE #3: Redesigning Greenways Greenways SW 3rd Street from SW 8'h Avenue to SW 0 Design a landscape and 4'h Avenue pavement plan for greenways. SW 7'h Avenue SW 15' Street to SW 6'h 0 Paint parking lanes with white from Street stripe. SW 14'h Avenue SW 15' Street to SW 6'h from Street • Plant trees at regular intervals and no less than 30 feet on center. INITIATIVE # A: 25 MPH Posted Speed I All Residential For all City owned Posted speed limit signs streets streets 25mph installed In process. PRIOIRTY FOUR MIAMI SENIOR HIGH SCHOOL: SW 27'h Avenue to SW 22°d Avenue and SW 3rd Street to Flagler Street MAIN ROAD INTERSECTING STREET PPZ CRITERIA INITIATIVE #1: Intersection Treatments Greenway SW 3rd Street @ SW 23rd Avenue 0 Perpendicular curb ramps with Beacom Boulevard warning strips SW 24'h Avenue 0 High emphasis x-walk for SW 25'h Avenue north/south SW 27'h Avenue 0 Reduced turning radii with paint and/or landscaped curb extension SW 3rd Street @ Beacom Boulevard 0 Special intersection treatment SW 24'h Avenue with landscaped curb extensions INITIATIVE #2: Intersection Reconfiguration Collector Flagler Street @ SW 24'h Avenue . Crosswalk and signal reconfiguration In process. INITIATIVE #3: Redesigning Greenways Greenways SW 3rd Street from SW 27'h to SW 22°d 0 Design a landscape and Avenues pavement plan for greenways. Paint parking lanes with white stripe. Plant trees at regular intervals and no less than 30 feet on center. INITIATIVE # A: Pedestrian Signals Collector Flagler Street @ SW 25'h Avenue 0 Pedestrian countdown signal at both legs of the crosswalk Leading pedestrian intervals If none already exist. INITIATIVE #5: Midblock Crossings SW 3rd Street @ SW 22°d Avenue 0 Evaluate need for signalized South/west leg of crossing. intersection . Convert grassy island to a signalized or midblock crossing with a pedestrian refuge island and high intensity crosswalk. INITIATIVE #6: No Right on Red Collector Flagler @ SW 24'h and SW 25'h 0 No right on red sign Avenues INITIATIVE #7: 25 MPH Posted Speed All Residential For all City owned 0 Posted speed limit signs streets streets 25mph installed In process.