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HomeMy WebLinkAboutExhibit 7.1.0k1.1.1•9.414.1.1.1,1•1.1.1 CITY OF MIAMI TRAFFIC CALMING STUDY FINAL Prepared by Marlin Engineering, INC. MAY25 2005 x-3 riAt oc}r) 11; worm lig 11.01 tr ri c.-ji i( 41 j 111•(1 )f-v(.1c)pitu•ril I 1 )kskgrl rvit, ruc itc)r) 1 I. inis. )r-r.At ti<3 o, tit lin ricit • 2 191 NW 97 Avenue Miami, Florida 33172-2313 Tel. (305) 477-7575 Fax 305) 477-7590 www.marlinengineering.com City of Miami The Silver Bluff Traffic Calming Study CITY OF MIAMI THE SILVER BLUFF TRAFFIC CALMING STUDY Prepared by Marlin Engineering, Inc. FINAL May 25, 2005 Marlin Engineering, Inc. May 25, 2005 City o7 Miami The Silver Bluff Traffic Calming Study (Final) I EXECUTIVE SUMMARY This report presents the findings of a traffic calming study conducted by Marlin Engineering, Inc. for the Silver Bluff area in the City of Miami, Miami -Dade County. This study addresses area -wide traffic conditions and public concerns within local residential streets, and provides a traffic calming plan for the study area. Marlin Engineering, Inc. collected existing traffic information, including speed, volume, three-year (2001-2003 crashes, as well as, land use and transit data. High number of traffic crashes, speeding and traffic intrusions 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. A methodology to warrant, select and prioritize traffic calming projects was developed. Feasible traffic calming alternatives and appropriate measures are recommended for the warranted intersections and/or roadway segments (see Section 4.2). Preliminary cost estimate for the installation of the recommended traffic calming devices is about $ 470,000. Marlin Engineering, Inc. May 25, 2005 !,?!.,IN:4,1441 Z'ity aj'Miami The Silver Bluff Traffic Calming Study (Final) ii 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 7 3.0 NEIGHBORHOOD TRAFFIC MANAGEMENT 8 3.1 Public Involvement 8 3.1.1 First Workshop 8 3.1.2 Community Walk 8 3.2 Traffic Data Collection 9 3.3 Traffic Data Analysis Methodology 9 3.4 Traffic Calming Analysis 10 3.4.1 General Requirements, Constrains and Data Collection ,. 10 3.4.2 Selection Criteria 11 3.4.3 Scoring and Prioritization System 12 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 23 5.1 Guidelines for Traffic Calming Projects 23 5.2 Funding Strategies 25 5,2.1 Local Funds 25 5.2.2 Non -Local Funds 27 5.2.3 Funding Policies 28 6.0 RECOMMENDATIONS 29 REFERENCES 30 Marlin Engineering, Inc. May 25, 2005 MARLS lgfNH�i OUitl G ity of Miami The Silver Bluff Traffic Calming Study (Final) Ili LIST OF TABLES Table 1 - Summary of Land Use Type within the Study Area 5 Table 2 - Street Functional Classification and Pavement Width 6 Table 3 - Selection Criteria Warrants 11 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 26 Table 7 - Examples of Landscaping Maintenance Policies 27 Table 8 - Examples of Non -Local Funds 28 Table 9 - Cost Estimate of Recommended Traffic Calming Devices 29 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 Silver Bluff Area 17 Figure 4 - Proposed Intersection Improvement at SW 28th Lane & SW 27th St 18 Figure 5 - Proposed Intersection Improvement at SW 26th Lane & SW 23rd Ave 18 Figure 6 - Proposed Access Management along SW 3rd Avenue 1 19 Figure 7 - Proposed Access Management along SW 3rd Avenue 2 20 Figure 8 - Proposed Access Management along SW 3rd Avenue 3 21 Figure 9 - Proposed Intersection Improvement at SW 16th Avenue and SW 3rd Avenue 22 Figure 10 - Recommended Traffic Calming Study Process 24 LIST OF APPENDIXES APPENDIX A: Silver Bluff Area Existing Traffic -related Conditions APPENDIX B: Silver Bluff Area Traffic Calming Study Public Involvement APPENDIX C: Silver Bluff Area Traffic Calming Study Data Collection and Selection Procedures APPENDIX D: Policy for Traffic Flow Modification by City of Coral Gables APPENDIX E: Typical Designs For Recommended Traffic Calming Devices Marlin Engineering, Inc. May 25, 2005 !mti �MGIMILHL 1 City of Miami The Silver Bluff Traffic Calming Study (Final) 1 1.0 INTRODUCTION 1.1 Purpose The purpose of this study is to analyze existing traffic conditions within the Silver Bluff area in the City of Miami. The study area is bounded by SW 22hd Street from the north, South Dixie Highway (US-1) from the south, SW 27th Avenue from the west, and SW 3rd Avenue from the east. The study identifies 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 The City of Miami is a world famous city bursting with its international culture, tropical attractions, water sports, night recreations, and shopping. The Silver Bluff area is a typical residential community close to Downtown Miami area. New developments, including high-rise residential buildings and mixed use residential and office buildings, have been planned or under 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, and condominiums. Within the neighborhood there are approximately 1233 single families, 258 duplexes, and 110 commercial properties. The commercial land uses are the boundary of the study area. The City of Miami is committed to providing continuous improved quality of life style and to maintaining safe transportation throughout its roadway network. Some of the major traffic problems along the City's local residential streets are the high traffic volume, speeding and 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, to develop a calming plan for the study area. 1.3 Objectives This report focuses an addressing existing traffic conditions at critical locations, identifying feasible improvement alternatives and recommending solutions for Marlin Engineering, Inc. May 25, 2005 City of Miami The Silver Bluff Traffic Calming Siudy (Final) 2 implementation through traffic calming projects. The following goals have been set to accomplish these objectives: • Consolidate existing traffic data • Determine critical locations within the Silver Bluff area • Organize workshop and 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 review Submit study results to Miami -Dade County Present study results to City Commissioners Marlin Engineering, Inc. May 25, 2005 MARL! amrtmew 1 City oTMiami The Silver Bluff Traffic Calming Study (Final) 3 2.0 EXISTING TRAFFIC CONDITIONS 2.1 Roadway Characteristics The Silver Bluff neighborhood is surrounded by state major and minor arterials. The Silver Bluff roadway system is shown in Figure 1. The study area is served by several major and minor urban arterials: • SW 27th Avenue (major arterial) at the west • SW 22"d Street/Coral Way (minor arterial) at the north • South Dixie Highway/US-1 (major arterial) at the south • SW 3rd Avenue (local road) at the east • Minor arterial, SW 22nd Avenue and SW 17th Avenue cross through the study area in the north -south direction. 2.2 Land Use The land use within the study area is mainly single family residential (84%), with the exception of the parcels along the major or minor arterials, where the land use is a mix of commercial and offices. Table 1 presents the summary of land use type within the Silver Bluff area. Appendix A, Figure Al depicts the land use of the study area. 2.3 Public Transit The study area is served by the Miami -Dade Bus Transit Routes No. 12, 22, 24, and 27. The Metrobuses are running on major or minor arterials. Metrorail runs along US-1. No Metrorail stations directly serve the study area. The public transit services are depicted in Appendix A, Figure A2. Marlin Engineering, Inc, May 25, 2005 MARLI !„. SW 22NDTEE _. SW 23RD ST SW 23RD TE 1.4 1 SW 24TH ST 2 SW 24TH TE SW 25Tii STD SW 25TH TE SW�_. 23TH TE --- sw 26TH ST SW 267H TE SW 26TH EA SW 27TH ST tN w SW 26TH ST SW 22ND TE 5 23RD ST SW 23RD TE m SW 24TH ST it SW 24TH 'iE 2'RD ST }. lllz'\ MARL! 1 SW 22ND TE SW 23RD ST Legends Study Area Boundary FOOT Ftuldass Urban Principal Arterial inn@= Urban h5nor Arterial Gomm Urban collector Urban Local Local Residential Street Figure 1 - Roadway System within Study Area City of Miami The Silver Bluff Traffic Calming Study (Final) 5 Table 1 - Summary of Land Use Type within the Study Area Land Use Type No. of Parcels Percentage tty,Av,��y `�� „r 1,233 84.0% Multi -Family (including Townhouses and Duplexes) 258 12.5% Shopping Center, Commercials, Offices 110 2.9% Other 38 0.6% Total 1,639 100.00% 2.4 Traffic Control Devices All intersections within the residential area are controlled by either two-way or four-way stop signs, with the exception of several intersections along minor or major arterials controlled by traffic signals. Within the residential areas, pavement markings and stop bars are either faded or missing. The posted speed limit along local residential streets is 30 mph. Appendix A, Figure A3 shows the existing traffic control devices within the study area. 2.5 Roadway Characteristics Inventory The pavement width of the Silver Bluff area street network varies from 17 feet to 34 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 the intersection. Table 2 presents the functional classification and the pavement width for the street network within the study area. Marlin Engineering, Inc. May 25, 2005 MR�t�I lIl4M.f llk City of Miami The Silver Bluff Traffic Calming Study (Final) 6 Table 2 - Street Functional Classification and Pavement Width Street Name Location Street Classification Posted speed Limit _MPH) Width (feet) SW 23RD AVE SW 23 AVE S/0 SW 22 TERR Local Residential 30 28 SW 23RD AVE SW 23 AVE S10 SW 24 TERR Local Residential 30 34 SW 22ND TERR SW 22 TERR EI0 SW 25 AVE Local Residential 30 34 SW 24TH AVE SW 24 AVE SIO SW 22 TERR Local Residential 30 34 SW 24TH AVE SW 24 AVE S/0 SW 24 TERR Local Residential 30 34 SW 25TH AVE SW 25 AVE S/O SW 22TERR Local Residential 30 28 SW 25TH AVE SW 25 AVE S/O SW 24 TERR Local Residential 30 28 SW 23RD AVE SW 23 AVE S/O SW 26 ST Local Residential 30 28 SW 25TH AVE SW 25 AVE S/O SW 26 ST Local Residential 30 24 SW 24TH AVE SW 24 AVE S/0 SW 26 ST Local Residential 30 34 SW 21 ST AVE SW 21 AVE Nl0 SW 23 TERR Local Residential 30 28 SW 21ST AVE SW 21 AVE S/O SW 23 TERR Local Residential 30 28 SW 24TH ST SW 24 ST EI0 SW 21 AVE Local Residential 30 28 SW 19TH AVE SW 19 AVE NI0 SW 23 ST Local Residential 30 28 SW 18TH AVE SW 18 AVE S/0 SW 22 TERR Local Residential 30 28 SW 18TH AVE SW 18 AVE S/O SW 24 ST Local Residential 30 28 SW 24TH ST SW 24 ST E/0 SW 25 AVE Local Residential 30 34 SW 23RD ST SW 23 ST El0 SW 23 AVE Local Residential 30 34 SW 23RD TERR SW 23 TERR W/0 SW 23 AVE Local Residential 30 34 SW 22ND TERR SW 22 TERR E/0 SW 21 AVE Local Residential 30 28 SW 22ND TERR SW 22 TERR W/O SW 17 AVE Local Residential 30 28 SW 23RD ST SW 23 ST El0 SW 19 AVE Local Residential 30 28 SW 23RD TERR SW 23 TERR Ei0 SW 21 AVE Local Residential 30 28 SW 23RD TERR SW 23 TERR E/0 SW 18 AVE Local Residential 30 28 SW 23RD ST SW 23 ST E/O SW 22 AVE Local Residential 30 28 SW 24TH TERR SW 24 TERR E/O SW 25 AVE Local Residential 30 34 SW 24TH TERR SW 24 TERR W/O SW 22 AVE Local Residential 30 34 SW 25TH ST SW 25 ST W/O SW 23 AVE Local Residential 30 34 SW 25TH ST SW 25 ST E/O SW 25 AVE Local Residential 30 34 SW 24TH TERR SW 24 TERR W/O SW 18 AVE Local Residential 30 28 SW 24TH TERR SW 24 TERR E/0 SW 22 AVE Local Residential 30 28 SW 24TH ST SW 24 ST WI0 SW 23 AVE Local Residential 30 34 SW 23RD ST SW 23 ST MO SW 25 AVE Local Residential 30 34 SW 22ND TERR SW 22 TERR W/O SW 23 AVE Local Residential 30 34 SW 25TH TERR SW 25 TERR E/O SW 23 AVE Local Residential 30 34 SW 25TH TERR SW 25 TERR W/O SW 24 AVE Local Residential 30 18 SW 26TH ST SW 26 ST W/0 SW 23 AVE Local Residential 30 28 SW 26TH LN SW 26 LN E/O SW 25 AVE Local Residential 30 29 SW 24TH ST SW 24 ST W/O SW 18 AVE Local Residential 30 28 SW 25TH TERR SW 25 TERR W/O SW 21 AVE Local Residential 30 21 Marlin Engineering, Inc. May 25, 2005 malth City of Miami The Silver Bluff Traffic Calming Study (Final) 7 Street Name Location Street Classification Posted speed Limit (MPH) Width (feet) SW 25TH ST SW 25 ST W10 SW 19 AVE Local Residential 30 22 SW 28TH LN SW 28 LN W/O SW 25 AVE Local Residential 30 34 SW 27TH ST SW 27 ST W/0 SW 23 AVE Loca{ Residential 30 34 SW 27TH ST SW 27 ST W/0 SW 25 AVE Local Residential 30 34 SW 26TH LB SW 26 LN El0 SW 24 AVE Local Residential 30 29 SW 21ST AVE SW 21 AVE S/0 25 ST Local Residential 30 12 SW 23RD ST SW 23 ST W/O SW 14 AVE Local Residential 30 28 SW 23RD ST SW 23 ST E1O SW 14 AVE Local Residential 30 28 SW 22ND TE SW 22 TERR W10 SW 14 AVE Local Residential 30 28 SW 22ND TE SW 22 TERR E/0 SW 14 AVE Local Residential 30 28 SW 13TH AVE SW 13 AVE N/0 SW 22 TER Local Residential 30 28 SW 16TH AVE SW 16 AVE Nl0 SW 23 ST Local Residential 30 23 SW 16TH AVE V SW 16 AVE Sl0 SW 23 ST Local Residential 30 23 SW 23RD TERR SW 23 TERR E10 SW 16 TERR Local Residential 30 20 SW 16TH CT SW 16 CT S/0 SW 23 ST Local Residential 30 19 SW 16TH CT SW 16 CT N10 SW 23 ST Local Residential 30 19 SW 23RD ST SW 23 ST W/0 SW 16 CT Local Residential 30 17 SW 14TH AVE SW 14 AVE S/0 SW 23 ST Local Residential 30 28 SW 14TH AVE SW 14 ST N/0 SW 23 ST Local Residential 30 28 SW 14TH AVE SW 14 AVE S/0 SW 22 ST Local Residential 30 28 2.6 Pedestrian and Bicycle Facilities Sidewalks are provided on all neighborhood streets, however, ADA's ramps are not met 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. 2.7 Safety Appendix A, Figure A4 shows crash location distribution for three years (2001 to 2003) within the study area. During these three years, 114 vehicle crashes were recorded. Marlin Engineering, Inc. May 25, 2005 • MARLII City of Miami The Silver Bluff Traffic Calming Study (Final) 8 3.0 NEIGHBORHOOD TRAFFIC MANAGEMENT 3.1 Public Involvement Community involvement is a key element in the development of any neighborhood traffic management plan. An intensive public involvement plan was set in motion to this effect. The public involvement plan included one workshop and one community walk. Representatives of study area residents were invited to the workshop, where they addressed the neighborhood traffic problems. 3.1.1 First Workshop The first • workshop was held on July 29th, 2004 at Coral Way Neighborhood Enhancement Team 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 Records of the first community workshop are presented in Appendix B. The main concerns of the residents were speeding, traffic intrusion, high crashes, and deficient or unusual intersection configurations. Residents were allowed a two -week period to forward additional concerns to the City's Project Manager. A copy of the consultant's presentation is also documented in Appendix B. 3.1.2 Community Walk A walk throughout the study area was scheduled with city officials, residents and the consultant on September 2091, 2004. Residents were given the opportunity to express their traffic concerns in the field. The consultant explained existing geometrical and operational problems at several locations and suggested potential traffic calming alternatives at different locations. Marlin Engineering, Inc. May 25, 2005 tegItiar City of Miami The Silver Bluff Traffic Calming Study (Final) 9 3.2 Traffic Data Collection Based on residents and field observations, more than 60 locations were identified for 24-hour volume and speed studies. Three-year 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 A5 displays the traffic study locations within the study area. The summary of the traffic data collection is presented in 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. 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 the Florida Department of Transportation (FDOT) proposed access management plan on SW 27th Avenue is performed during this study. Marlin Engineering, Inc. May 25, 2005 MARLI rac.warnnw Ziry ojMiami The Silver Bluff Traffic Calming Study (Final) 10 This access management plan will affect the traffic flow within the residential area. The detailed traffic turning movement from each local street to SW 27th Avenue is shown in Appendix A, Figure A6. Some streets will experience a decrease in the volume while others will experience an increase, Thus, traffic calming devices are being consistent with the FDOT access management plan. 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. 3.4.1 General Requirements, Constrains and Data Collection The following requirements and constrains should be taken into consideration to determine if a street is 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 (local residential streets) or 35 mph (residential 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 centers and schools Marlin Engineering, Inc. May 25, 2005 City of Miami The Silver Bluff Traffic Calming Study (Final) 11 • 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. Table 3 - Selection Criteria Warrants Criteria Local Residential Streets Residential Collector Minimum Volume > 1,000 vpd > 2,000 vpd 85« 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 1055 and 1056. The TAZ structure in the study area is shown in Appendix A, Figure A7. 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 1056, total zonal daily traffic volume generated in year 2005 is 7082 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 1056, total 14 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 1056, such average local street carrying volume should be around 506 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 Marlin Engineering, Inc. May 25, 2005 MA RLI ., City of Miami The Silver Bluff Traffic Calming Study (Final) 12 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). 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. Marlin Engineering, Inc. May 25, 2005 MART City &Miami The Silver Bluff Traffic Calming Study (Final) 13 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 850 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. May 25, 2005 MAR41 �1 City of Miami The Silver Bluff Traffic Calming Study (Final) 14 4.0 TRAFFIC CALMING ALTERNATIVES Due to the emphasis placed on design detail and aesthetic quality within the Silver Bluff 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. Marlin Engineering, Inc. May 25, 2005 City of Miami The Silver Bluff Traffic Calming Study (Final) 15 Traffic Calming Volume Control Measures Full & Partial Closures Oiverters Median Barriers Forced Turn Islands Speed Control Measures Active Speed Control Moos ures Vertical Deflection Measures Speed Humps/Tables Raised Crosswalks Raised Intersections Speed Cusions Horizontal Deflection Measures Roundabouts Mini Roundabouts Chicanes Alternate 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 wNMS 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, as part of the Traffic Calming Study Presentation. 4.2 Recommended Traffic Calming Locations The recommended traffic calming devices and their locations are presented in the following sections (see Table 5 and Figure 3 through Figure 7). By installing the recommended calming devices, traffic is expected to slow down within the study area. The data collection and qualification procedures for recommended traffic calming devices are shown in Appendix C. Marlin Engineering, Inc. May 25, 2005 MARAI City of Miami The Silver Bluff Traffic Calming Study (Final) 16 r Table 5 - Recommended Traffic Calming Devices by Locations Street Name Location(s) Recommendation SW 256 Ave' @ SW 23r4 St., SW 24th Ter., SW 25th Ter., SW 26th Lane t e Circles (4) SW 2441Ave / ./ @ SW 22 �T,er., SW 24th St.., SW 25th St., SW 26th St., SW 27th St.' / / f Circles (5) SW 23rd Ave.' @ SW 23rd St., SW 24th Ter., SW 25th Ter. Circles (3) @ SW 26th Lane 1 Intersection Improvement tat SW 280h Lane i @ SW 27th St. / Intersection Improvement CO SW 2181 Ave,-1 @ SW 23rd Ter., SW 24{h Ter., SW 25th St. Circles (3) SW 19th Ave.1 @ SW 23rd Sit., SW 24th St` r Circles (2) SW 18th Ave.! � @ SW 22nd Ter., SW 234er., SW 24th Ter." Circles (3) SW 16th Ct. / @ SW 23r4 St. ) Circle SW 14th Ave, @ SW 23rd St. Ni Circle SW 13th Ave. • @ SW 22"d Ter. / Circle SW 3rd Ave. @SW 23rd Ter. / Intersection Improvement lc) .• @SW 23rd St, a,,• Intersection Improvement le) @SW 22 Ter - Intersection Improvement IGl A „, @SW 16th Ave. d Intersection Improvement Idt (Number of devices recommended to be installed) (a) See the Figure 4. (b) See the Figure 5. (c) See the Figure 6. (d) See the Figure 7. Marlin Engineering, Inc. May 25, 2005 "16.SAtert SW 22N0 TE SW 23RD ST SW 2fTH TE SW 26TN LA SW 27TN ST 5W 22ND TE SW 23R0 5T Legends 1 Study Area Boundary Traffic Calming Plan . chcte Ina Improvement FOOT Funclass 11111 MUM Urban Priipal Arterial Urban Minor ,arterial Urban Collector Urban Local Local Residential Sheet Figure 3 - Traffic Calming Plan for Silver Bluff Area City of Miami The Silver Bluff Traffic Calming Study (Final) 18 Figure 4 - Proposed Intersection Improvement at SW 28th Lane & SW 27th St Figure 5 - Proposed Intersection Improvement at SW 26th Lane & SW 23rd Ave Marlin Engineering, Inc. May 25, 2005 MARU P.19, l � Existing Intersection Condition and Lane Configuration Proposed Intersection Improvement Plan �endE Median ., Figure 6 - RLI .„ Proposed Access MINEER!MG Management Along SW 3rd Avenue 1 Existing Intersection Condition and Lane Configuration Proposed Intersection Improvement Plan Expand Existing Diveder to Make SW 23. ST ES One-way Entei++g MARLi ENGINEERING Figure 7 - Proposed Access Management V.Along SW 3rd Avenue 2 Existing Intersection Condition and Lane Configuration Proposed Intersection Improvement Plan Realign Intersection In PrateGen- street Parking, No Parking Mein 30' of Approach to Slop Sign. Cub Bumpoul So be 30' Back MAR�! ENGINEERING - Figure 8 - Proposed Access Management Along SW 3r4 Avenue 3 Existing Turning Lana From SW 3itl Avenue to SW 16. Avenue Figure 9 - Proposed Intersection Improvement at SW 16th Avenue and SW 311 Avenue City of Miami The Silver Bluff Traffic Calming Study (Final) 23 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 Silver Bluff Area, to process any request or petition for traffic calming (Figure 6). 1) The traffic calming process starts with receiving petitions from the residents of specific location(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) After identifying the possible traffic alternative(s) for the specific location, the City will score and rank all the candidate projects for funding prioritization; 4) After the City's decision on implementing the project, temporary traffic calming alternative(s) will be installed at the selected Iocation(s) for a maximum period of three months; 5) 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. Marlin Engineering, Inc. May 25, 2005 MATtL • City of Miami The Silver Bluff Traffic Calming Study (Final) 24 RCSIdpnts Concerns Petition - Problem Identification Refer to County lNo or State Na Street Network Classification re Streets City Collectors or Residentiat Streets? YES Data Collection City Residential Collector GENERAL REQUIREMENTS & CONSTRAINTS • Limited la city residential collectors & local residential streets. • Posted speed iimlt between 30 & 35 mph. • Limited to streets with only two lanes of travel, • Streets are not primary emergency routes. • May not be installed If curved streets would create an unsafe condition. • Streets are not a truck route. • No adverse effect an pedestrians and/or bicycles safely. • No adverse effect on street drainage. Local Residential Street • Traffic Volume' > 2,000 vpd • 85th Percentile Speed > 10 mph over posted Speed Limit • Cut -Through Traffic> 50% • Pedestrian Volume > 50 pph • Correctable Accidents > 6/year Warrants • Traffic Volume' > 1,000 vpd • 85th Percentile Speed > 10 mph over posted Speed Limit • Cut -Through Traffic > 25% • Pedestrian Volume > 25 pph • Correctable Accidents > 3/year No Remove Device & Test Another YES Identify Traffic Calming Alternatives Project Scoring and Ranking Installation of Temporary Devices Post -Implementation Study Is Device Effective? PRIORITIZATION & SCORING SYSTEM Qategory point* Speed (85th %) 0. 25 Current Vol. (vpd) 0. 25 Traffic Crash 0.25 Cul-through Traffic percentage 0.25 Total Points (max,) 100 'Detailed scoring calculation please see report Table 4 YES INSTALL PERMANENT DEVICE Figure 10 - Recommended Traffic Calming Study Process Marlin Engineering, Inc. May 25, 2005 MARLART •N • diik 1 City oami The Silver Bluff Traffic Calming Study (Final) 25 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. May 25, 2005 MAf�lI YMg1Y1YYMINE City of Miami The Silver Bluff Traffic Calming Study (Final) 26 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 Calming: State of the Practice, 1TE, 1999. Marlin Engineering, Inc. May 25, 2005 malt, City of Miami The Silver Bluff Traffic Calming Study (Final) 27 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, FLCity 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. May 25, 2005 MARU in�rt1 City of Miami The Silver Bluff Traffic Calming Study (Final) 28 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 a Revitalization Program. (49% for traffic calming) Source: "Now 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 closure 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. May 25, 2005 City of Miami The Silver Bluff Traffic Calming Study (Final) 29 6.0 RECOMMENDATIONS This report documents the City of Miami Silver Bluff Area Traffic Calming Study and addresses traffic problems in selected locations with public concerns related to speeding, accidents and traffic intrusions. 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 23 $ 15,000 $ 345,000 Intersection Improvements 6 $ 20,000 $ 120,000 Total $ 465,000 Marlin Engineering, Inc. May 25, 2005 City of Miami The Silver Blaff Traffic Calming Study (Final) 30 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 Muhammad M. Hasan. Neighborhood Traffic Management: Dade County, Florida's Street Closure Experience. ITE 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 21st Century Challenging, Innovations, and Opportunities, ASCE, Chicago, IL, June, 1997, pp. 14-20. Marlin Engineering, Inc. May 25, 2005 City of Miami The Silver Bluff Traffic Calming Study (Final) 31 • Lockwood, Ian 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. Marlin Engineering, Inc. May 25, 2005 MAJtIt WItlIN1fNIN4