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HomeMy WebLinkAboutExhibit 1• ,„„ •!,••.! !TY OF MIAMI TRAFFIC CALMING STUDY FINAL Prepared by Marlin Engineering, 1141C. MAY25 2005 trt $c)ri I irirtinf t rdt1 ic 11' rc)ic•ct I N...vc•formnr.!rst i_11'.%/f.f NIL* ilk_ Avi,itic.)11 I 4. ,ir Ji Cc>rist.r t K [1(11 1VI.tri<trA col It_T I t t.i ,LiCi(2 2 191 NW 97 Avenue Miami, Florida 33172-2313 re!. (305) 477-7575 Fax (305) 477-7590 Www.mariinengineering.com City of iami The Shenandoah Calming Study CITY OF MIAMI THE SHENANDOAH TRAFFIC CALMING STUDY Prepared by Marlin Engineering, Inc. FINAL May 25, 2005 Revision of March, 2005 Report Marlin Engineering, Inc. May25, 2005 MLIC City of Miami The Shenandoah Traffic Calming Study (Final) EXECUTIVE SUMMARY This report presents the findings of the traffic calming study conducted by Marlin Engineering, Inc. for the Shenandoah area in the City of Miami, Miami -Dade County. This study addresses existing traffic conditions and public concerns related to traffic mobility along local residential streets, and provides a traffic calming plan for the study area. Marlin Engineering, Inc. collected existing traffic information, such as speed, volume, crashes for the three-year (2001 — 2003), as well as, land use and transit. Speeding and traffic intrusion were defined as major factors that affected residents' safety and mobility within the study area. To mitigate the existing problems, the Marlin Engineering Inc. analyzed existing traffic conditions and identified critical intersections and roadway segments. Feasible traffic calming alternatives and appropriate measures are recommended for the warranted intersections and/or roadway segments. Preliminary cost estimate for the installation of the recommended traffic calming devices is about $ 420,000. Marlin Engineering, Inc. May25, 2005 MARL NM1�M[emr�e 1 City of Miami The Shenandoah Traffic Calming Study (Final) TABLE OF CONTENTS 1.0 INTRODUCTION 1 1.1 Purpose 1 1.2 Background 1 1.3 Objectives 1 2.0 EXISTING TRAFFIC CONDITIONS 3 2.1 Roadway Characteristics 3 2.2 Land Use 3 2.3 Public Transit 3 2.4 Traffic Control Devices 5 2.5 Roadway Characteristics Inventory 5 2.6 Pedestrian and Bicycle Facilities 7 2.7 Safety 8 3.0 NEIGHBORHOOD TRAFFIC MANAGEMENT 9 3.1 Public Involvement 9 3.2 Traffic Data Collection 9 3.3 Traffic Data Analysis Methodology 9 3.4 Traffic Calming Analysis 10 3.4.1 General Requirements, Constraints and Data Collection 11 3.4.2 Selection Criteria 11 3.4.3 Scoring and Prioritization System 13 4.0 TRAFFIC CALMING ALTERNATIVES 14 4.1 Type of Traffic Calming Measures 14 4.2 Recommended Traffic Calming Locations 15 5.0 TRAFFIC CALMING GUIDELINES AND FUNDING STRATEGIES 18 5.1 Guidelines for Traffic Calming Projects.... 18 5.2 Funding Strategies 21 5.2.1 Local Funds 21 5.2.2 Non -Local Funds 23 5.2.3 Funding Policies 24 6.0 RECOMMENDATIONS 25 REFERENCES 26 Martin Engineering, Inc. May25, 2005 '.114,f1k1 City of Miami The Shenandoah Traffic Calming Study (Final) LIST OF TABLES Table 1 - Statistical Summary of Land Use Type within Study Area 5 Table 2 - Street Functional Classification and Pavement Width 6 Table 3 - Selection Criteria Warrants 12 Table 4 - Scoring System for Prioritizing Warranted Traffic Calming Locations 13 Table 5 - Recommended Traffic Calming Devices by Locations 16 Table 6 - Examples of Local Funds Including Cost -Sharing Programs 22 Table 7 - Examples of Landscaping Maintenance Policies 23 Table 8 - Examples of Non -Local Funds 24 Table 9 - Cost Estimate of Recommended Traffic Calming Devices 25 LIST OF FIGURES Figure 1 - Roadway System within Study Area 4 Figure 2 - Different Traffic Calming Measures Classified by Purpose 15 Figure 3 - Traffic Calming Plan for Shenandoah Area 17 Figure 4 - Recommended Traffic Calming Study Process 20 APPENDIX A: APPENDIX B: APPENDIX C: APPENDIX D: APPENDIX E: LIST OF APPENDIXES Existing Traffic -Related Conditions Traffic Calming Study Public Involvement Traffic Calming Study Data Collection and Selection Procedures Policy for Traffic Flow Modification by City of Coral Gables Typical Designs for Recommended Traffic Calming Devices Marlin Engineering Inc. May25, 2005 MAl�LI fµn�NbR91N4 1 City of Miami The Shenandoah Traffic Calming Study (Final) I _ ._ _._[ 1 _1r _.._ _ 1.0 INTRODUCTION 1.1 Purpose The purpose of this study is to analyze existing traffic conditions within the Shenandoah area in the City of Miami. The study area is bounded by SW 8th Street from the north, SW 22nd Street from the south, SW 27th Avenue from the west, and SW 12th Avenue from the east. The study prioritizes the traffic related problems on residential streets, and recommends appropriate traffic calming measures at warranted locations. This study also defines guidelines, methodology and funding strategies for traffic calming and mitigation projects. 1.2 Background Shenandoah area is a typical residential community close to Downtown Miami. New developments including high-rise residential buildings and mixed use residential and office buildings have been planned or started construction along SW 27th Avenue and SW 22nd Street (Coral Way). Along the boundary of the neighborhood, the major land uses are shopping centers, office buildings, multifamily, condominiums, and commercial centers. Within the study area there are approximately 2850 single families, 1200 multifamilies, and 360 commercial properties. The City of Miami is committed to providing continuous improved quality of life style and maintaining safe transportation throughout its roadway network. One of the major current traffic problems facing the City of Miami is the traffic intrusions. Many residents are requesting the installation of traffic calming devices to reduce vehicle speeds, decrease traffic volumes, discourage cut -through traffic, and minimize the impact of motorized traffic on residential neighborhoods. Thus, the City adopted the Miami -Dade County Traffic Flow Modification guidelines and standard procedures, to develop an area -wide traffic calming plan for the study area. 1.3 Objectives This report focuses on addressing existing traffic conditions at critical intersections and roadway segments, identifying feasible improvement alternatives and recommending solutions for implementation through traffic calming projects. The following goals have been set to accomplish these objectives: • Consolidate existing traffic data Marlin Engineering, Inc. May25, 2005 iry o "zanti The Shenandoah Traffic Calming Study (Final) 2 Determine critical intersections or segments within the Shenandoah area Organize a community walk with the study area residents Perform additional traffic data collection Perform traffic calming analysis Develop traffic calming alternatives Prepare preliminary recommendations for the City to review Present study results to Miami -Dade County Present study results to the City commissioners Marlin Engineering, Inc. May25, 2005 MARL! INri H[RmHc tty o "zamz The Shenandoah Traffic Calming Study (Final) 3 2.0 EXISTING TRAFFIC CONDITIONS 2.1 Roadway Characteristics The Shenandoah neighborhood is a residential community with boundary of state major and minor arterials. The Shenandoah roadway system is shown in Figure 1. The study area is served by several major and minor urban arterials: • SW 27th Avenue (major arterial) is the west boundary of the study area. • SW 8th Street (major arterial) is the north boundary of the study area. • SW 22nd Street/Coral Way (minor arterial) is the south boundary of the study area. • SW 12th Avenue (minor arterial) is the east boundary of study area. • SW 22nd Avenue and SW 17th Avenue, minor arterials cross through the study area in north -south direction. • SW 16th Street, county collector (west of SW 22nd Avenue) crosses through the study area in east -west direction. 2.2 Land Use The land use within the study area is mainly single family residential, with the exception of the parcels along the major and minor arterials where the land use is a mix of commercial and offices. Appendix A, Figure Al depicts the land use of the study area. Table 1 presents the statistical summary of land use type within Shenandoah area. 2.3 Public Transit The study area is served by the Miami -Dade Bus Transit System (Routes No. 8, 12, 22, 24, 27, Little Havana Circulator). The Metrobus is mainly running on major and minor arterials, and no transit routes serve local residential streets. The public transit services are depicted in Appendix A, Figure A2. Mar in ngineering, Inc. May25, 2005 MARLI City o/Thami The Shenandoah Traffic Calming Study (Final) . _ 1k Table 1 - Statistical Summary of Land Use Type within Study Area 5 Land Use Type No. of Parcels Percentage . �r ' to i *Oita— i sr * 4,, Et " k'h 5, fed 1.1 . 2852 65.7% e§;,,d, Multi -Family (including Townhouses and Duplex) 1182 ° 27.2 /o Shopping Center, Commercials, Offices 262 6.0% Other 45 0.1 Total 4341 100.00% 2.4 Traffic Control Devices Intersections within the residential area are controlled by either two-way or four-way stop signs, with the exception of several intersections along minor and major arterials that are controlled by traffic signals. Within the residential areas, pavement makings and stop bars are either faded or missing. The posted speed limit along local residential streets is 30 mph. 2.5 Roadway Characteristics Inventory The pavement width of the Shenandoah area street network varies from 18 feet to 36 feet. Center line pavement markings and some of the stop bars are missing. Sight distance problems exist within residential roadways, which are caused by landscaping and on -street parking close to intersections. Also, cars are found occupying opposing lane or driving in the middle of the roadway at high speed. SW 16th Street being a collector, currently is experiencing high traffic volume and speed. On -street parking on both side of the road is permitted along the corridor from SW 25th Avenue to SW 19th Avenue. Designated substandard on -street parking on north side of SW 16th Street is permitted between SW 19th Avenue and SW 17th Avenue. Table 2 presents the functional classification and the pavement width for the street network within the study area. ar in ngineering, nc. May25, 2005 MARL! aty o Mama The Shenandoah Traffic Calming Study (Final) 6 Table 2 - Street Functional Classification and Pavement Width Street Name Location Street Classification Posted speed Limit (MPH1 Width (feet) SW 9TH ST BETWEEN SW 24 CT AND SW 22 AVE Local Residential 30 28 SW 3RD AVE BETWEEN SW 8 ST AND SW 11 ST Local Residential 30 28 SW 23R° AVE BETWEEN SW 11 ST AND SW12 ST Local Residential 30 28 SW 24TH AVE BETWEEN SW 8 ST AND SW 11 ST Local Residential 30 28 SW 24TH AVE BETWEEN SW 11 ST AND SW 13 ST Local Residential 30 18 SW 24TH AVE BETWEEN SW 13 ST AND SW16 ST Local Residential 30 18 SW 25TH AVE BETWEEN SW 11 ST AND SW 16 ST Local Residential 30 28 SW 14TH ST BETWEEN SW 22 AVE AND SW 27 AVE Local Residential 30 18 SW 15TH ST BETWEEN SW 22 AVE AND SW 27 AVE Local Residential 30 18 SW 12TH ST BETWEEN SW 24 AVE AND SW 27 AVE Local Residential 30 32 SW 13TH ST BETWEEN SW 24 AVE AND SW 27 AVE Local Residential 30 28 SW 16TH ST BETWEEN SW 24 AVE AND SW 27 AVE County Collector 30 35 SW 25TH AVE BETWEEN SW 16 ST AND SW19 ST Local Residential 30 35 SW 25TH AVE BETWEEN SW 19 STAND SW 22 ST Local Residential 30 28 SW 24TH AVE BETWEEN SW 16 ST AND SW19 ST Local Residential 30 32 SW 23R0 AVE BETWEEN SW 16 ST AND SW19 ST Local Residential 30 32 SW 24TH AVE BETWEEN SW 19 ST AND SW 22 ST Local Residential 30 38 SW 23RD AVE BETWEEN SW 19 ST AND SW 22 ST Local Residential 30 28 SW 18TH ST BETWEEN SW 22 AVE AND SW 27 AVE Local Residential 30 18 SW 19TH ST BETWEEN SW 22 AVE AND SW 27 AVE Local Residential 30 22 SW 21sT ST BETWEEN SW 22 AVE AND SW 27 AVE Local Residential 30 24 SW 21sT TER BETWEEN SW 22 AVE AND SW 27 AVE Local Residential 30 32 SW 16TH ST BETWEEN SW 19 AVE AND SW 22 AVE County Collector 30 28 SW 16TH ST BETWEEN SW 17 AVE AND SW 19 AVE Local Residential 30 34 SW 21 ST AVE BETWEEN SW 10 ST AND SW 12 ST Local Residential 30 28 SW 21sT AVE BETWEEN SW 12 ST AND SW 16 ST Local Residential 30 28 SW 19TH AVE BETWEEN SW 8 ST AND SW 12 ST Local Residential 30 31 SW 19TH AVE BETWEEN SW 12 ST AND SW 16 ST Local Residential 30 31 SW 18TH AVE BETWEEN SW 8 ST AND SW 12 ST Local Residential 30 34 SW 18TH AVE BETWEEN SW 12 STAND SW 16 ST Local Residential 30 34 SW 12T ST BETWEEN SW 17 AVE AND SW 22 AVE Local Residential 30 28 SW 14TH TER BETWEEN SW 17 AVE AND SW 22 AVE Local Residential 30 28 SW 16TH TER BETWEEN SW 19 AVE AND SW 22 AVE Local Residential 30 28 SW 16TH TER BETWEEN SW 17 AVE AND SW 19 AVE Local Residential 30 32 SW 21sT AVE BETWEEN SW 16 ST AND SW19 ST Local Residential 30 28 SW 21ST AVE BETWEEN SW 19 ST AND SW 22 ST Local Residential 30 28 SW 21sT ST BETWEEN SW 19 AVE AND SW 22 AVE Local Residential 30 28 SW 21sT ST BETWEEN SW 17 AVE AND SW 19 AVE Local Residential 30 28 SW 21 ST TER BETWEEN SW 19 AVE AND SW 22 AVE Local Residential 30 28 SW 21 ST TER BETWEEN SW 17 AVE AND SW 19 AVE Local Residential 30 28 Marlin Engineering Inc. May25, 2005 HAIRern�Ninni�w City o}liamlr The Shenandoah Traffic Calming Study (Final) 7 Street Name Location Street Classification Posted speed Limit (MPH) Width (feet) SW 19TH AVE BETWEEN SW 16 ST AND SW 19 ST Local Residential 30 28 SW 19TH AVE BETWEEN SW 19 ST AND SW 22 ST Local Residential 30 28 SW 18TH AVE BETWEEN SW 16 ST AND SW19 ST Local Residential 30 34 SW 13TH AVE BETWEEN SW 8 ST AND SW 12 ST Local Residential 30 36 SW 13TH AVE BETWEEN SW 12 ST AND SW 16 ST Local Residential 30 36 SW 13TH AVE BETWEEN SW 16 ST AND SW 19 ST Local Residential 30 36 SW 13TH AVE BETWEEN SW 19 ST AND SW 22 ST Local Residential 30 36 SW 16TH AVE BETWEEN SW 8 ST AND SW 12 ST Local Residential 30 32 SW 16TH AVE BETWEEN SW 12 ST AND SW 17 ST Local Residential 30 32 SW 16TH AVE BETWEEN SW 17 ST AND SW 19 ST Local Residential 30 26 SW 16TH AVE BETWEEN SW 19 ST AND SW 22 ST Local Residential 30 26 SW 19TH ST BETWEEN SW 12 AVE AND SW 14 AVE Local Residential 30 34 SW 11TH ST BETWEEN SW 14 AVE AND SW 17 AVE Local Residential 30 33 SW 13TH ST BETWEEN SW 12 AVE AND SW 17 AVE Local Residential 30 28 SW 14TH ST BETWEEN SW 12 AVE AND SW 14 AVE Local Residential 30 36 SW 14TH TER BETWEEN SW 14 AVE AND SW 17 AVE Local Residential 30 28 SW 15TH ST BETWEEN SW 14 AVE AND SW 17 AVE Local Residential 30 28 SW 17TH TER BETWEEN SW 14 AVE AND SW 17 AVE Local Residential 30 26 SW 18TH ST BETWEEN SW 14 AVE AND SW 17 AVE Local Residential 30 24 SW 19TH ST BETWEEN SW 14 AVE AND SW 17 AVE Local Residential 30 28 SW 20TH ST BETWEEN SW 14 AVE AND SW 17 AVE Local Residential 30 20 SW 20TH ST BETWEEN SW 12 AVE AND SW 14 AVE Local Residential 30 27 SW 19TH ST BETWEEN SW 19 AVE AND SW 22 AVE Local Residential 30 28 SW 17TH ST BETWEEN SW 19 AVE AND SW 22 AVE Local Residential 30 32 SW 17TH ST BETWEEN SW 17 AVE AND SW 19 AVE Local Residential 30 28 SW 16TH ST BETWEEN SW 17 AVE AND SW 19 AVE Local Residential 30 34 SW 9TH ST BETWEEN SW 19 AVE AND SW 22 AVE Local Residential 30 28 SW 9TH ST BETWEEN SW 17 AVE AND SW 19 AVE Local Residential 30 28 SW 1OTH STRD BETWEEN W 8 ST AND SW 10 ST Local Residential 30 28 SW 1OTH ST BETWEEN SW 12 AVE AND. SW 14 AVE Local Residential 30 22 SW 18TH ST BETWEEN SW 12 AVE AND SW 14 AVE Local Residential 30 27 SW 17TH TER BETWEEN SW 12 AVE AND SW 14 AVE Local Residential 30 28 SW 17TH ST BETWEEN SW 12 AVE AND SW 14 AVE Local Residential 30 28 2.6 Pedestrian and Bicycle Facilities Sidewalks are provided on all neighborhood streets, however, ADA ramps are not meeting or not provided at all intersections. No bicycle facilities exist. in general, the pedestrian and bicycle activities within the study area are low and mainly for recreation and exercise purposes. Marlin Kngineering, May25, 2005 ElElt41 City of Miami The Shenandoah Traffic Calming Study (Final) 8 2.7 Safety Appendix A, Figure A3 shows crash location distribution for the years 2001 to 2003 within the study area. During these three years, approximately 360 correctable vehicle crashes were recorded within the study area. Marlin Engineering, Inc. May25, 2005 1.Y1.,).T.1141 �ay of Miami V - The Shenandoah Traffic Calming Study (Final) 9 3.0 NEIGHBORHOOD TRAFFIC MANAGEMENT 3.1 Public Involvement A public involvement plan was set in motion to this effect. The public involvement plan included a workshop, where representatives of study area residents were invited to the workshops to address neighborhood traffic problems. The neighborhood workshop was held on August 2nd, 2004 at the Coral Way Neighborhood Enhancement Team (NET) Office. During the workshop, the following were presented: • Concept of Traffic Calming • State -of -the -Art Traffic Calming Alternatives • Effectiveness of Traffic Calming Devices • Traffic Calming Process Roadway Function Classification Safety Concerns within the Study Area • Preliminary Traffic Calming Plan • Residents' Concerns The main concerns of the residents were speeding and traffic intrusion. Residents were allowed a two -week period to forward additional concerns to the City's Project Manager. A copy of the consultant presentation is documented in Appendix B. 3.2 Traffic Data Collection Based on resident concerns and field observations, approximately 70 locations were identified for 24-hour volume and speed studies. Year 2001 - 2003 crash records were obtained from the City's Police Department. In addition, the pavement width was field measured for all the streets within the study area. Appendix A, Figure A4 displays the traffic count locations within the Shenandoah area. The summary of the traffic data collection is presented in Appendix A and Appendix C. 3.3 Traffic Data Analysis Methodology One of the key elements for the success of any traffic calming program is to identify and determine the magnitude of the perceived problems. High traffic volume, excessive speed and high number of accidents have been identified as the main traffic problems. ngineering, Inc. May25, 2005 MARLr e.aw.r.u.c4 )ity of Miami The Shenandoah Traffic Calming Study (Final) 10 The magnitudes of existing problems were determined through the review and the analysis of the traffic data collection. The following data collection methods and techniques were utilized to gather information for the traffic calming analysis. Speeding - To ascertain whether a speeding problem exists for a given roadway segment, a 24-hour speed study was performed at several locations within the study area. This typically entails measuring each vehicle's speed for the desired time period (24-hour), and calculating the 85th percentile speed for the traffic stream. This is the speed below which 85% of the vehicles measured were traveling. When this calculated value significantly exceeds the desired travel speed for the roadway, then a speeding problem exists. High Traffic Volume - If high traffic volume has been identified as the critical traffic issue for a residential neighborhood; traffic counts for the roadway are required to determine the magnitude of the problem. The total daily traffic and the AM and PM peak hour volumes, if needed, are calculated to determine the magnitude of the problem. Crash Review - A review of crash records is usually performed to determine the locations of crashes within the residential neighborhood. This is followed by a field review to identify the probable causes and to identify appropriate countermeasures. Access Management - A review of Florida Department of Transportation (FDOT) proposed access management plan on SW 27th Avenue is performed during this study. This access management will affect the traffic flow within the residential area in order to approach the major arterial and need to be considered into the traffic calming plan. The detailed traffic turning movement from each local street to SW 27th Avenue is shown in Appendix A, Figure A5. 3.4 Traffic Calming Analysis The following methodology and selection criteria defined in this study is similar to traffic calming procedures already established by Miami -Dade County and implemented in other U.S. cities. The process followed in this study and described below begins with the petitions from concerned residents. Marlin Engineering, Inc. May25, 2005 11+IARZ 6Nf.INFFRING 1 (-ay of Miamt The Shenandoah Traffic Calming Study (Final) 11 3.4.1 General Requirements, Constraints and Data Collection The following requirements and constraints should be taken into consideration to determine if a street is a candidate for a traffic calming study. • Traffic calming measures will be limited to local residential streets and city residential collectors. • The posted speed limit may not be more that 30 mph (streets) or 35 mph (collectors). • Traffic calming measures will be limited to streets with only two lanes of travel. • Streets must not be used as a primary route for emergency or fire rescue vehicles. • Traffic calming devices may not be installed if curves or obstacles would create an unsafe condition for motorists driving at the desired speed limit under normal driving conditions. • The street may not be a through truck route, unless an acceptable alternative route is identified. • The traffic calming plan shall not adversely affect pedestrians and/or bicycles safety. • The traffic calming plan should not adversely affect street drainage. The following data and information for the study area were used for the traffic calming analysis: • Roadway functional classification (local residential streets or city residential collectors) • Average daily traffic (ADT) • Traffic speed during an average weekday • Community facilities and schools • Emergency vehicle routes • School bus and local bus routes • Through truck routes • Alternative routes that traffic may take if Traffic Calming Devices are installed • Number of crashes 3.4.2 Selection Criteria The following selection criteria warrants shown in Table 3 can be used to determine whether a specific location or a segment of a roadway is warranted for traffic calming or not. Marlin Engineering, Inc. May25, 2005 MAT�I.Ip�i I�uGIhiCF.RIHG 1 zty o •zamz The Shenandoah Traffic Calming Study (Final) 12 Table 3 - Selection Criteria Warrants Criteria Local Residential Streets Residential Collector Minimum Volume > 1,000 vpd > 2,000 vpd 851h Percentile Speed 10 mph > Posted Speed Limit 10 mph > Posted Speed Limit Cut -Through Traffic Percentage 25% 50% Correctable Crashes Per Year 3 6 In this study, the study area boundary exactly matches with the current year Florida Standard Urban Transportation Model Structure (FSUTMS) Miami -Dade model Traffic Analysis Zones (TAZs) boundary. The cut -through traffic percentage for the segments is calculated as follows: 1. Identify the TAZs falls into the study area; which are zone 1043, 1044, 1045, 1046, 1047, and 1048. The TAZ structure in the study area is shown in Appendix A, Figure A6. 2. For each TAZ within the study area, identify year 2005 model forecasted zonal traffic volume generated by the property (including all types of volume) within study TAZ. For example, for zone 1043, total zonal daily traffic volume generated in year 2005 is 4973 vehicles per day. 3. From the street network, identify the number of streets which provide direct access from one side of the zone to the opposite side of the zone. For example, for zone 1043, total 10 streets provide such accessibility. 4. Using the total zonal generated traffic volume divide number of streets got from step 3, thus, average local street carrying volume, which is generated by local residential properties are calculated. For example, for zone 1043, such average local street carrying volume should be around 500 vehicles per day. 5. Comparing the existing daily traffic volume with the average local street carrying volume, if the difference between these two are more than 25% for local residential street or 50% for residential collector, this location should be concluded having traffic intrusion problem. Two of the five warrants must be met before the City will accept a petition from a neighborhood for a full-scale study. Appendix C shows the results of the traffic calming selection criteria process for each study zones. The appropriate traffic calming alternative is then identified, for each location, to solve existing traffic problem(s). ar in ngineering, Inc. May25, 2005 rMlARU INnJMII,P,l City of Miami The Shenandoah Traffic Calming Study (Final) 13 3.4.3 Scoring and Prioritization System The prioritization of locations selected for traffic calming measures follows. A scoring system has been developed to prioritize the warranted location for traffic calming (see Table 4). Traffic calming projects are then sorted according to their locations where high scores are given higher priority. Other considerations may be the complexity and the size of the project, as well as the cost of implementation. Appendix C presents the prioritization results for all the study location scores. Table 4 - Scoring System for Prioritizing Warranted Traffic Calming Locations Category Points Assignment Speed (85th Percentile) 0 - 25 85th Percentile Speed is 50% or more higher than post speed limit + 10 MPH, 25 points Less than 50%, ratio of 85th Percentile divided by 1.5 times of post speed limit + 10 MPH multiples 25 Current Trade-off Volume (vpd) 0 - 25 City Residential Collectors: if volume is 50% or more higher than 3000, 25 points, Less than 25%, volume divided by 4500 then multiple 25 Local Residential Street: if volume is 25% or more higher than 1000, 25 points, Less than 25%, volume divided by 1250 then multiple 25 Traffic Crash 0 - 25 More than 9 correctable traffic crashes for last 3 years on the Subject Street: 30 Points Less than 9 correctable traffic crashes for last 3 years on the Subject Street: correctable traffic crashes number multiples 5 Cut -through Percentage 0 - 25 City Residential Collectors: if cut -through percentage is 50% or more higher than 50, 25 points, Less than 50%, cut -through percentage divided by 3 Local Residential Street: if cut -through percentage is 50% or more higher than 25, 25 points, Less than 50%, cut -through percentage divided by 1.5 Total Maximum Points 100 Marlin Engineering, Inc. May25, 2005 Mr2 IMIIRINeL1 City of Miami The Shenandoah Traffic Calming Study (Final) 14 4.0 TRAFFIC CALMING ALTERNATIVES Due to the emphasis placed on design detail and aesthetic quality within the Shenandoah area, any recommended traffic calming device must meet high aesthetic standards. Therefore, many of the traffic calming alternatives considered are expected not only to calm traffic, but also to blend into and accentuate the community landscaping and aesthetic standards. 4.1 Type of Traffic Calming Measures Traffic calming is a physical retrofit of traffic operations and management strategies on existing streets, designed to reduce adverse traffic impacts such as speeding and excessive volumes and to improve safety and amenity (Weinstein and Deakin, 1998). There are two types of traffic calming measures, passive traffic control measures and active traffic control measures. Passive Control Measures: Passive control devices are the least restrictive and they do not physically prevent an action. Thus, drivers easily violate the purpose of these devices when the level -of -service deteriorates during peak periods. Their advantage, besides their low installation costs, is that they can be enforced during selected time periods of the day. Examples of the passive control measures are regulatory signs such as stop signs, speed limit, turn prohibitions, one way sign, school zone, and Dead End sign, etc. Active Physical Control Measures: These are devices that physically restrict drivers from making a certain movement and force them to change their travel path. They also create a visual impression that a street is not meant for through traffic and that other users of the roadway (pedestrians, bicyclists and children) have an equal right to use the road. Traffic calming alternatives designed to reduce speeding on a roadway usually involve changes to the geometric character (vertical displacement) of that particular segment of the road. Changes to the travel path (horizontal displacement) of the vehicle or perceived width of the roadway typically result in lower speeds because the motorist is required to attend more to the task of driving. Figure 2 presents different traffic calming measures classified by purpose. ar in Engineering, nc. May25, 2005 MARLGJI LN9IMEIIiIN try o tami The Shenandoah Traffic Calming Study (Final) 15 Traffic Calming Volume Control Measures • Full & Partial Closures • Diverlers • Median Barriers • Forced Turn islands Speed Control Measures Active Speed Control Measures Vertical Deflection Measures • Speed Humps/Tables • Raised Crosswalks • Raised Intersections • Speed Cushions Horizontal Deflection Measures • Roundabouts • Mini Roundabouts • Chicanes • Aiternale Side Parking • Realigned Intersection • Center Island Median Constrictions • Curb Extensions • Neckdowns • Chokers • Slow Points • Gateways • Ped Refuge Islands Passive Speed Control Measures • On -Street Parking • Bicycle Lanes • Narrowed Lanes • Streetscaping • Speed Gun wfVMS • Special Signs • Forced Perspective • Rumble Strips • Rumble Stripes • Color Pavement • Textured Pavement • Textured Markings Figure 2 - Different Traffic Calming Measures Classified by Purpose A detailed description of selected physical traffic calming measures for the study area including the advantages and disadvantages of each device is presented in Appendix B. 4.2 Recommended Traffic Calming Locations The locations and recommended traffic calming devices are presented in the following sections (see Table 5 and Figure 3). • In order to reduce the speed and meanwhile protect the on -street parking on SW 16th Street, chockers are recommended along SW 16th Street from SW 25th Avenue to SW 19th Avenue. • By installing the recommended calming devices at other locations, traffic is expected to slow down within the study area. ar in ngineering, nc. May25, 2005 MARLI [N4iNCCRiHG Cify of Miami The Shenandoah Traffic Calming Study (Final) 16 • Installing pavement markings, centerlines for directional traffic separation, and stop bars for the local roads are recommended. The data collection and qualification procedures for recommended traffic calming devices are shown in Appendix C. Table 5 - Recommended Traffic Calming Devices by Locations Street Name Location(s) Recommendation SW 25th Ave '`/ 12 SW 14'h St,, SW 17'h St., SW 191h St., SW 201h St. Circles (4)" SW 241h Ave / @ SW 1041., SW 14'St., SW 18'h St.,, SW 216' St'...- Circles (4) SW 23'd Ave' © SW 11'h St., SW 17'h St., SW 19'h St., SW 200 St. Circles (4) SW 2151 Ave. 0- @ SW 120 St., SW 20h' Sy" . Circles (2) SW 19'h Ave, / © SW 141h 1 er., SW 17t1 St., SW 19'h St., SW 215' St. Circles (4) SW 181h Ave, ®SW 111h St,, SW 13m9L, SW 141h Ter. ''` Circles (3) SW 16'h Ave. i © SW 11'h 51., SW 13th St., SW 19'h St., SW 20'h St. ' Circles (4) SW 141h Ave, / @ SW 13'h S.1./ / / / Circle (1) SW 16111 St. @ SW 191h Ave, SW 2151 Ave., SW 23rd Ave., SW 250 Ave. Chockers (4) SW 160 S1. // © SW 24'h Ave. / Median umber of devices recommended to be installe ar in ngineering, Inc. May25, 2005 MARU IN5lkllnm4,, _ \_SW ISITH_sr SW 10711 ST -1 l ' I \W STH_ST W 10TH ST \` I r. C 1 A z I a I< I � lI 5 . 1. SW SS8L2011LST I W 2OIU ST i 1 ' 1ST ST 1y _2iST TE W 14TH ST W 14TH TF rn SW 15TH S { SW 21ST ST SW 71ST TE 715T ST MA MI Legends Loral Streets Study Area Boundary FOOT Funclass mom U- Other Principal Arterial MUNN U- Minor Arterial maim U- Collector U- Local Figure 1- Roadway System within Study Area SW 16TH ST Figure 3 - Traffic Calming Plan for Shenandoah Area ity o Traim The Shenandoah Traffic Calming Study (Final) 18 5.0 TRAFFIC CALMING GUIDELINES AND FUNDING STRATEGIES This section of the report presents a summary of guidelines recommended for the selection of traffic calming devices, regarding the selection criteria and prioritization methodology. Also, several funding policies and sources for traffic calming projects are presented below. 5.1 Guidelines for Traffic Calming Projects After reviewing several traffic calming policies from other cities, and based on findings of this study and coordination with the City and Miami -Dade County, the following traffic calming study process is recommended for the Shenandoah area, to process any request or petition for traffic calming (Figure 4). 1) The traffic calming process starts with receiving petitions from the residents of specific Iocation(s) or street segment(s), expressing their concerns and identifying existing problem(s). If the location(s) is on a county or state roadway, the City will forward their concern to the appropriate agency. Otherwise, the City will study their concern; 2) General requirements should be met before the City starts with data collection at the concerned location(s). After data collection, if at least two warrants are met, the Iocation(s) is considered to be a candidate for a full-scale traffic calming study; 3) Miami -Dade County Public Works Department (MDCPWD), depending on the proposed traffic calming devices, will determine if concurrence from two-thirds of the affected property owners is required for the proposed traffic calming device. If concurrence of two -third of the affected property owners is required, A minimum of two-thirds (67 percent) concurrence from the total number of residents must support the proposed changes in traffic flow in order to go to next step. If concurrence of two -third of the affected property owners is not required, City will go ahead approaching next step. 4) After identifying the possible traffic alternative(s) for the specific location, the City will score and rank all the candidate projects for funding prioritization; 5) After the City's decision on implementing the project, temporary traffic calming alternative(s) will be installed at the selected Iocation(s) for a period that ranges from three to six months; Mar in ngineering, Inc. May25, 2005 MARLI Fuc�NFFFFu4� �.lit)) oJti'liami The Shenandoah Traffic Calming Study (Final) 19 6) After this period, the City will conduct a post -implementation study to determine the effectiveness of the devices. If the device(s) does not satisfy its purpose, the City will try another traffic calming device(s). Otherwise, the City will install a permanent device(s) at the concerned location. ar in ngineering, nc. May25, 2005 MARU RF�xn� City of Mami The Shenandoah Traffic Calming Study (Final) 20 Residents Concerns Petition • Problem Identification Refer to County F Neor State NO Street Network Classification Are Streets City Collectors or Residential Streets? YES YES 1' Data Coiloollon + City Residential Collector GENERAL REQl1IREMENTSI CONSTRAINT$ • Limited to city residential collectors & local residential streets. • Posted speed limit between 39 & 35 mph. • Limited to streets with only two lanes of travel. • Streets are not primary emergency routes. • May not be Installed II curved streets would create an unsafe condition. • Streets are not a truck route. No adverse effect or pedestrians andlor bicycles safety. No adverse effect on street drainage. • i Local Residential Street + Warrants Z • Traffic Volume' > 2,000 vpd • 85th Percentile Speed > 10 mph over posted Speed Limit • Cul-Through Traffic> 50% • Pedestrian Volume > 50 pph • Correctable Accidents .> 6lyear • Traffic Volume' > 1,000 vpd • 85th Percentile Speed > 10 mph over posted Speed Limit • Cul-Through Traffic >25% • Pedestrian Volume > 25 pph • Correctable Accidents > 3/year I I N0 NO Aoreed an the Plan? YES YES Remove Device & t----NO Test Another YES Identify Traffic Calming Alternatives oncurrence o 2/3 of Residents required? N0 Inslallatlon of Temporary Devices Pcst•Implemenlation Study YES r PRIORITIZATION & SCORING =ME Category E k a Speed (85th h) 0.25 Current Vol. (vpd) 0.25 Traffic Crash 0.25 Cut -through Traffic percentage 0.25 Total Points (max.) 100 *Detailed scoring calculation please see report Table 4 INSTALL PERMANENT DEVICE Figure 4 - Recommended Traffic Calming Study Process Marlin Engineering, Inc. May25, 2005 MAIL! Mirkegtilet • City of Miami The Shenandoah Traffic Calming Study (Final) 21 5.2 Funding Strategies Funding for traffic calming is a key issue with many local governments. Traffic calming installations often require the city staff to invest time in preparing design and construction specifications. Moreover, costs for planning and citizen involvement in many cases exceed construction costs for some traffic calming installations. In addition, in some cases it is preferred to hire a consultant rather than assign local staff to do planning and design work. 5.2.1 Local Funds In a survey conducted by Weinstein and Deakin in 1999 as part of a research study entitled "How Local Jurisdictions in the United States Finance Traffic Calming?" the following was concluded. • Some local governments pay for all traffic calming, on the grounds that mitigation of the adverse impacts of auto travel is an appropriate city responsibility, under the fact that residents have the right to live on quiet streets. In other cases, traffic calming is seen as a public responsibility when the problem is severe, but a private benefit when it is milder. Cost -sharing approach is often used on a sliding scale according to the degree of severity. It was also reported that the locality will pay for basic treatment but the residents will pay for the costs of amenities such as landscaping or upgraded materials. Finally, some jurisdictions require residents to pay all the costs as a way to limit traffic calming requests. In the latest publication from Institute of Transportation Engineers (ITE) "Traffic Calming: State of the Practice" it is concluded that anticipated applicants petitioning for the implementation of traffic calming measures may be requested to participate in the funding of the project process starting from traffic studies through construction. Willingness of the residents to directly participate in the funding of traffic calming measures may be the ultimate test of public support. However, there is debate over the appropriate level of cost sharing, whether the level should vary with the circumstances, and what circumstances are relevant. Marlin Engineering, Inc. May25, 2005 MARLfNdIxRTI11N4 City oJMiami The Shenandoah Traffic Calming Study (Final) 22 Many featured programs offer cost -sharing options. A few programs have sought to further local policies and priority by placing neighborhoods' share of costs on sliding scales, Table 6 presents some creative cost -sharing formulas based on project priority ratings, for several cities in the United States. Landscaping adds a substantial increment to the cost of constructing traffic calming measures. Thus, several cities in the United States came out with different landscaping maintenance policies. The concept of most of these policies is that the City installs the traffic calming measure and the neighborhood pay for the maintenance. Table 7 presents examples of different policies for landscaping maintenance programs. Finally, the cost of traffic calming measures can be paid by developers in an existing neighborhood, as part of the development approval process. Several jurisdictions have identified traffic generated by a specific development as a negative environmental impact that the developer must mitigate. Still few jurisdictions are now making the evaluation of neighborhood traffic impacts a formal part of their development reviews and are frequently assessing fees or requiring specific actions for traffic calming (Weinstein and Deakin, 1999). For example, the development review committee in Sarasota, FL, looks at impacts on nearby neighborhoods utilizing data from impact studies required of all development applications and an impact fee of $10,000 are typically required. Los Angeles acquired a significant amount of money for traffic calming from developers and expects this to become more frequent in the future. Table 6 - Examples of Local Funds Including Cost -Sharing Programs Location Neighborhood Share Basis for Neighborhood Share Austin, TX 0-100% (sliding scale, based on point score) Priority of project (discontinued) Boca Raton, FL 0% and up Incremental cost of more elaborate measures Boulder, CO 50% (high priority) 100% (low priority) Priority rating of project Charlotte, NC 0% and up Incremental cost of more elaborate measures Source: Traffic Ca ming: State of the Practice, 1TE, 1999. ngineering, Inc, May25, 2005 MARLI 6ItiLM(IRI$ J iry o * lam! The Shenandoah Traffic Calming Study (Final) 23 Table 7 - Examples of Landscaping Maintenance Policies Community Policy Dayton, OH City installs - neighborhoods maintain Eugene, OR City installs - neighborhoods originally maintain but city assume function when volunteer efforts end Gainesville, FL City offers two options: free Xeriscape or plants of choice from city nursery - city installs - neighborhoods maintain Howard County, MD County installs and maintains Montgomery County, MD Neighborhoods choose from approved list - county installs - neighborhoods maintain San Diego, CA Neighborhoods choose landscape palette - city install - neighborhoods maintain Tallahassee, FL Neighborhood install and maintain - policy is being reconsidered in light of "uglies" Source: Traffic Calming: State of the Practice, ITE, 1999. 5.2.2 Non -Local Funds Federal Funds - Very few jurisdictions reported the use of federal funds for traffic calming purposes. The fund received was from the Department of Housing and Urban Development (HUD) rather than the Department of Transportation (DOT). Other jurisdictions reported the use of Community Development Block Grant (CDBG) in funding traffic calming. Local housing and redevelopment funding also is used occasionally. For example, in Bridgeport, CT, the local housing authority paid for a small amount of traffic calming in one of its projects. Additional Funding Sources - Several cities have utilized additional sources of funding for traffic calming. Table 8 summarizes other additional non -local funding sources and their allocations for each city. Marlin Engineering, Inc. May25, 2005 MAIRL IN�.IMLepu,a ity of 1Qiami The Shenandoah Traffic Calming Study (Final) 24 Table 8 - Examples of Non -Local Funds Funding Source City, State Purpose Federal Funds Bridgeport, CT Local Housing Authority paid for part of traffic calming for one project State Grants Phoenix, AZ State grant to pay for traffic counts and for presentation equipment for public meetings Sacramento, CA Grants from the State Office of Traffic Safety and School Safety Education to support neighborhood traffic management program Seattle, WA Grants for hazard elimination to fund traffic calming projects, including pedestrian improvements Several Cities, OR State transportation and growth management funds administered by DOT to fund traffic calming Bond Finance Seattle, WA 1968 bond measure to renew deteriorating neighborhood used to Fund traffic calming Albuquerque, NM Voter approved $100,000 bond issue for traffic calming and additional bond initiatives have been proposed. Tax Increment Finance Fresno, CA Tax increment funds were used to pay for semi-diverters installed as part of a redevelopment project Minneapolis, MN Excess tax -increment money to fund Neighborhood Revitalization Program. (49% for traffic calming) Source: "How Local Jurisdictions in the United States Finance Traffic Calming", Weinstein and Deakin 1999. 5.2.3 Funding Policies As a reference, the City of Coral Gables currently has a policy for traffic flow modification (Appendix D), The policy mandates that applicants for traffic calming projects should participate in all the associated costs, in addition to the costs of landscaping and maintenance. The past experience of the City shows that residents are willing to share the cost of the implementation. For existing street closures, traffic studies were conducted by the City and residents paid for the installation of the temporary and permanent barricades. Also, applicants for closures are responsible for the maintenance of the closure area. Moreover, in case an additional traffic study is needed or any additional engineering is required, the applicant must pay for all the associated cost. It is recommended for the City of Miami to define a funding policy once a decision on the appropriate funding strategy has been taken. Marlin Engineering, Inc. May25, 2005 City of iami The Shenandoah Traffic Calming Study (Final) 25 6.0 RECOMMENDATIONS This report documents the City of Miami Shenandoah area Traffic Calming Study and addresses traffic problems in selected locations with public concerns related to speeding, accidents and traffic intrusion. Also, the report provides the City with a methodology to warrant and prioritize traffic calming projects, and potential funding sources. The study process, the requirements and constraints, and selected projects recommended for implementation have been presented in this study for the City's review and commissioners' approval. Table 9 shows the estimated cost for implementing traffic calming devices within the study area. Typical design drawings for recommended traffic calming devices are presented in Appendix E. Table 9 - Cost Estimate of Recommended Traffic Calming Devices Type of Device Total Number Unit Cost Estimated Cost Traffic Circles 26 $ 15,000 $390,000 Traffic Checkers 4 $ 6,000 $ 24,000 Traffic Median 1 $ 6,000 $ 6,000 Total $ 420,000 Marin Engineering, Inc. May25, 2005 MARLI Nc�NCF��N City oJMiami The Shenandoah Traffic Calming Study (Final) 26 _. ... ,. . ,I I..__ REFERENCES • Atkins, Crysttal, and Michael Coleman. The Influence of Traffic Calming on Emergency Response Times. ITE Journal, Institute of Transportation Engineers, Washington, D.C., August, 1997, pp. 42-47. • Castellone, Anthony J., and Muhammed M. Hasan. Neighborhood Traffic Management: Dade County, Florida's Street Closure Experience. 1TE Journal, institute of Transportation Engineers, Washington, D.C., January, 1998, pp. 28-32. • Ewing, Reid, Edith McClintock and Richard A. Hall. U.S. Experience with Traffic Calming. Institute of Transportation Engineers, International Conference, Tampa, FL, March, 1997, pp. 16-20. • Ewing, Reid, and Charles Kooshian. Traffic Calming Measures: What, Why, Where, and How. Transportation Research Board 78th Annual Meeting, Washington, D.C., January, 1999. • Hoyle, Cynthia L. Traffic Calming. American Planning Association, Planning Advisory Service, Report Number 456, July, 1995. • J.P. Braaksma & Associates Ltd., 1995. Reclaiming the Streets: Setting the Stage for a Traffic Calming Policy in Ottawa. Proceeding of a Symposium: Calming Cascadia, Victoria, B.C., Canada, September, 1995. • Leonard, John, and W. Jeffrey Davis. Urban Traffic Calming Measures Conformance with AASHTO and MUCTD Guidelines. Conference proceedings: Traffic Congestion and Traffic Safety in the 21st Century Challenging, Innovations, and Opportunities, ASCE, Chicago, IL, June, 1997, pp. 14-20. • Leonard, John, and W. Jeffrey Davis. Urban Traffic Calming Measures Conformance with AASHTO and MUCTD Guidelines. Conference proceedings: Traffic Congestion and Traffic Safety in the 215t Century Challenging, Innovations, and Opportunities, ASCE, Chicago, IL, June, 1997, pp. 14-20. Marlin Engineering, Inc. May25, 2005 City of Miami The Shenandoah Traffic Calming Study (Final) 27 • Lockwood, lan A. ITE Trafif Calming Definition, ITE Journal, Institute of Transportation Engineers, Washington, D.C., July, 1997, pp. 22-24. • Neighborhood Traffic Management Program. Miami -Dade County Public Works Department, Highway Division, Traffic Engineering Section, Miami, FL, 1999. • Neighborhood Traffic Management and Calming Program. City of San Buenaventura, Department of Community Services, Engineering Division 01 Poll Street, Ventura, CA 93001, June, 1997. • Weinstein, Asha and Elizabeth Deakin, 1998. A Survey of Traffic Calming Practices in the United States. University of California at Berkeley, March, 1998. • Street Closure/Traffic Flow Modification Study. Dade County Public Works Department, Metropolitan Planning Organization, Miami, FL, 1996. • Traffic Calming Program, City of Portland, Oregon, 1999. • Traffic Calming: State -of -the -Practice. Institute of Transportation Engineers, Washington, D.C., 1999. • Citywide Traffic Study -Calming and Mitigation. City of Coral Gables, FL, 1999. ar in ngineering, Inc. May25, 2005 MARU