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HomeMy WebLinkAboutExhibit 1, orgy it;srr14tire CITY OF MIA Prepared by Marlin Engineering, INC. MARCH 2O05 I7.tn.Sl.x>rf:W I1 I1:7rtrtlr)CJ J1.111k. I:rz<1iru.c4-tr•vc•Ic>Igrit it 1 rig wv.ty, i7trsi{1rt MItttr'f ).tl f\vl-tfl i IY.trio, it (()r1 trr.Yc 1t<.11 PA itt.tcjc•ttx:rt'y Bridge. In sr:r...-,L Ipc.)r 2191 NW 97 Avenue MlamL Florida 15172.2313 Tel. la psi 477-7575 Fax (305) 477-7590 .KS YA4aAs »� 4rY: rd. r+fl»asxe,3nn rnm Hy o iamr The North Grove Calming Study CITY OF MIAMI THE NORTH GROVE TRAFFIC CALMING STUDY Prepared by Marlin Engineering, Inc. FINAL March, 2005 Marlin Engineering, Inc. Mardi 2005 fil!!!!-Aert City of Miami The North Grove Traffic Calming Study (Final) EXECUTIVE SUMMARY This report presents the findings of the traffic calming study conducted by Marlin Engineering, Inc. for the North Grove Area in the City of Miami, Miami -Dade County. This study addresses area -wide traffic conditions and public concerns related to current traffic mobility within 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 year 2001 - 2003, as well as, land use and transit service. Speeding and traffic intrusion were defined by residents as major concerns that affect the quality of life within the study area. To mitigate the existing problems, the Marlin Engineering Inc. analyzed existing traffic conditions and identified critical intersections and roadway segments. The traffic calming processes and procedures developed for the City for the previous studies were adopted. It was concluded that the volume counts and speed are below the warranted threshold for local residential streets within study area. Feasible traffic calming alternatives and appropriate measures are recommended for the warranted locations. Preliminary cost estimate for the installation of the recommended traffic calming devices is about $ 6,000. ar in ngineering, lnc. March 2005 MARtI IM1'f[AINUI try o "tame The North Grove Traffic Calming Study (Final) iz TABLE OF CONTENTS 1.0 INTRODUCTION 1 11 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 Safety 5 3.0 NEIGHBORHOOD TRAFFIC MANAGEMENT 7 3.1 Public Involvement 7 3.2 Traffic Data Collection 8 3.3 Traffic Data Analysis Methodology 8 3.4 Traffic Calming Analysis 9 3.4.1 General Requirements, Constrains and Data Collection 9 3.4.2 Selection Criteria 10 3.4.3 Scoring and Prioritization System 10 4.0 TRAFFIC CALMING ALTERNATIVES 12 4.1 Type of Traffic Calming Measures 12 4.2 Recommended Traffic Calming Locations 13 5.0 TRAFFIC CALMING GUIDELINES AND FUNDING STRATEGIES 15 5.1 Guidelines for Traffic Calming Projects 15 5.2 Funding Strategies 18 5.2.1 Local Funds 18 5.2.2 Non -Local Funds 20 5.2.3 Funding Policies 21 6.0 RECOMMENDATIONS 22 REFERENCES 23 Marlin Engineering, Inc. March 2005 MARL it)) o " iaml The North Grove Traffic Calming Study (Final) 111 LIST OF TABLES Table 1 Statistical Summary of Land Use Type within Study Area 3 Table 2 Street Functional Classification and Pavement Width 6 Table 3 - Public Concerns 7 Table 4 - Selection Criteria Warrants 10 Table 5 - Scoring System for Prioritizing Warranted Traffic Calming Locations 11 Table 6 - Examples of Local Funds Including Cost -Sharing Programs 19 Table 7 - Examples of Landscaping Maintenance Policies 20 Table 8 - Examples of Non -Local Funds 21 Table 9 - Cost Estimate of Recommended Traffic Calming Devices 22 LIST OF FIGURES Figure 1 Roadway System within Study Area 4 Figure 2 Different Traffic Calming Measures Classified by Purpose 13 Figure 3 Traffic Calming Plan for North Grove Area 14 Figure 4 Traffic Calming Study Process 17 LIST OF APPENDIXES APPENDIX A: North Grove Area Existing Traffic -related Conditions APPENDIX B: North Grove Area Traffic Calming Study Public Involvement APPENDIX C: North Grove Area Traffic Calming Study Data Collection and Selection Procedures APPENDIX D: Policy for Traffic Flow Modification by City of Coral Gables Marlin Engineering, inc. March 2005 MARLLrv41NRRRIM6 rry o iaPn The North Grove Traffic Calming Study (Final) 1 1.0 INTRODUCTION 1.1 Purpose The purpose of this study is to analyze existing traffic conditions within the North Grove Area in the City of Miami. The study area is bounded by US-1 from the north, South Bayshore Drive from the south, SW 22nd Avenue from the west, and SW 17th 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 North Grove Area is a typical residential community close to Downtown Miami area and Coconut Grove. Along the boundary of neighborhood, the major land uses are single family. Within the neighborhood there are approximately 344 single families, 24 multifamilies, and 1 private school. The commercial land uses are along US-1, which is the northern boundary of the study area. The City of Miami is committed to providing continuous improved quality of life style and to maintain safe transportation throughout its roadway network. The major current traffic problems as indicated by residents are safety and intrusions. Many residents are requesting the installation of traffic calming devices to reduce vehicle speeds, decrease traffic volumes, discourage cut -through traffic, reduce the number of accidents, 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 Determine critical intersections or segments within the North Grove Area Organize community walk with the study area residents Marlin Engineering, Inc. March 2005 MARL1 rry o rams The North Grove Traffic Calming Study (Final) 2 • Perform additional traffic data collection • Perform traffic calming analysis • Develop traffic calming alternatives • Prepare preliminary recommendations for City review • Present study results to Miami -Dade County • Present study results to City Commissioners Marlin Engineering, Inc. March 2005 MARInT G�u�[� ♦ rty o iami The North Grove Traffic Calming Study (Final) 2.0 EXISTING TRAFFIC CONDITIONS 2.1 Roadway Characteristics The North Grove Neighborhood is a residential community bounded by state major and minor arterials. The North Grove roadway system is shown in Figure 1. The study area is served by several major and minor urban arterials: a SW 22nd Avenue (county collector) is on the west • US-1 (major arterial) on the north • South Bayshore Drive (minor arterial) on the south • SW 17th Avenue (county collector) on the east • Tirgertail Avenue, a county collector crosses through the study area in northeast - southwest direction. 2.2 Land Use The land use within the study area is mainly single family residential, with the exception of the parcels along US-1 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 summary of land use type within North Grove Area. Table 1 Statistical Summary of Land Use Type within Study Area Land Use Type No. of Parcels Percentage Single -Family;:, 344 87.1% Multi -Family (including Townhouses and Duplex) 24 • 6.1% School, Commercials, Offices 5 1.2% Other 22 5.6% Total 395 100.00% 2.3 Public Transit No public transit route serves the study area. Mar in ngineering, nc. March 2005 'MY SW 26TH ST SW 25TH ST SW 25TH. TE 1 SECOFFEE ST OPEECHEE DR Legends Study Boundary Local Streets FDOT Funclass U- Principal Arterial - Interstate U- Principal Arterial - Other FRWYIEXPWY U- Other Principal Arterial U- Minor Arterial U- Collector ■� U- Local Figure 9 - Roadway System within Study Area o Miami The North Grove Traffic Calming Study (Final) 5 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 collector or major arterials controlled by traffic signals as shown in Appendix A, Figure A2. 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 North Grove Area street network varies from 14 feet to 20 feet. Pavement markings for directional traffic separation and some of the stop bars are missing within the community roads. Table 2 presents the Florida Department of Transportation Roadway functional classification and the pavement width for the street network within the study area. 2.6 Safety Appendix A, Figure A3 shows crash location distribution for the year 2001 to 2003 within the study area. During these three years, 20 correctable vehicle crashes were recorded within the study area. Majority of the traffic crash occurs along Tigertail Avenue. Marlin Rngineering, Inc. March 2005 J 'MIS& rty o tam The North Grove Traffic Calming Study (Final) 6 Table 2 Street Functional Classification and Pavement Width Street Name Location Street Classification Posted speed Limit (MPH) Width (feet) Emathla St. BETWEEN Secoffee St. AND Tigertail Ave. Local Residential 30 18 SW 22 Ave. BETWEEN SW 27th La AND US1 County Collector 30 22 SW 22 Ave. BETWEEN SW 27th La. AND Tigertail Ave. County Collector 30 22 Tigertail Ave. BETWEEN Emathla St. AND SW 22nd Ave. County Collector 30 20 Emathla St. BETWEEN Tigertail Ave. AND S, Bayshore Dr. Local Residential 30 18 Seminole St, BETWEEN Secoffee St. AND Tigertail Ave. Local Residential 30 . 18 Secoffee St. BETWEEN Seminole St. AND Secoffee S1. Local Residential 30 20 Natoma St. 7 BETWEEN US.1 AND Tigertail Ave. Local Residential 30 18 Espanola Ave. BETWEEN Chucunantah Rd. AND Natoma St. Local Residential 30 20 Espanola Ave. BETWEEN Chucunantah Rd. AND SW 17 AVE Local Residential 30 20 No Name NO NAME W/O SW 17 AVE Local Residential 30 14 Crystal Ct. BETWEEN Tigertail Ave. AND S. Bayshore Dr. Local Residential 30 18 Tigertail Ave. BETWEEN AhWeWa St. AND SW Emathla St. County Collector 30 20 Tigertail Ave. BETWEEN AhWeWa St. AND SW 17th Ave. County Collector 30 20 Opechee Dr. BETWEEN WA KEE NA DR. AND NOCATEE DR. Local Residential 30 20 WA KEE NA Dr. BETWEEN NOCATEE DR. AND NATOMA ST. Local Residential 30 • 18 WA KEE NA Dr. BETWEEN NOCATEE DR, AND SW 17 ST Local Residential 30 18 Nocatee Dr. BETWEEN WA KEE NA DR. AND SW 17 ST Local Residential 30 18 Secoffee St. BETWEEN SEMINOLE ST AND NATOMA ST Local Residential 30 20 Chucunantah Rd. BETWEEN ESPANOLA DR. AND TIGERTAIL AVE. Local Residential 30 14 Coacoochee Ave. BETWEEN Tigertail Ave. AND S. Bayshore Dr. Local Residential 30 14 Ahwewa St. BETWEEN Tigertail Ave. AND S. Bayshore Dr. Local Residential 30 10 SW 17th Ave. BETWEEN NACATEE DR. AND US-1 County Collector 30 54 SW 17th Ave. BETWEEN MICANOPY AVE, AND TIGERTAIL AVE. County Collector 30 54 SW 17th Ave. BETWEEN MICANOPY AVE. AND S. BAYSHORE DR. County Collector 30 54 SW 17th Ave. BETWEEN NACATEE DR, AND TIGERTAIL AVE. County Collector 30 54 SW 22 Ave, BETWEEN Tigertail Ave. AND S. Bayshore Dr. County Collector 30 22 Marlin Engineering, Inc. March 2005 MARwuL rwmm�n mwamm City o iamr The North Grove Traffic Calming Study (Final) 7 3.0 NEIGHBORHOOD TRAFFIC MANAGEMENT 3.1 Public Involvement Community involvement is a key element in the development of any neighborhood traffic management study. A public involvement plan was set in motion to this effect. The public involvement plan included one workshop. Representatives of the study area residents were invited to the workshop, where they addressed several neighborhood traffic problems and concerns. The neighborhood workshop was held on September 27th, 2004. During the workshop, residents presented their concerns about the traffic problems within the City. The main concerns of the residents were speeding, traffic intrusion, high crashes, and improper intersection configurations as shown in Table 3. Residents were allowed a 2-week period to forward additional concerns to the City's Project Manager. A copy of the residents' complains is documented in Appendix B. Table 3 - Public Concerns Location Residents' Concern Residents' Request Espanola Dr., Emathla St., Secoffee St., Opeechee Dr., Natoma St. High Speed, traffic intrusion, pedestrian safety Traffic Calming Whole Study Area Pedestrian safety Traffic Calming Espanola Dr. Speeding and traffic intrusion Traffic Calming Espanola Dr. Traffic Speeding and intrusion Traffic Calming and decrease the cut -through traffic Tigertail Ave. Speeding Slow down traffic Ave. Cut -through and speeding and SlCoacoochee reducedw dthewn cut-trafthrough the Coacoochee Ave. Cut -through and speeding Traffic circles Espanola Dr. Cut -through and speeding Traffic Calming Tigertail Ave. Speeding Traffic circles Espanola Dr. Car Racing Traffic Calming Natoma St., Tigertail Ave., SW 17`" Ave., SW 22nd Ave. Speeding and pedestrian safety Traffic Calming Espanola Or. Pedestrian safety Slow down traffic Crystal Court Cut -through and children's safety Traffic Calming Secoffee St., Emathla St., Seminole St., Natoma St. and Tigertail Avenue Speeding and pedestrian safety Traffic Safety Improvement Espanola St., Crystal Court, Natoma St., Secoffee St. Cut -through and speeding Traffic Calming Espanola Drive Cut -through, speeding and safety Traffic Calming Marlin Engineering, Inc. March 2005 lty o tam The North Grove Traffic Calming Study (Final) 8 3.2 Traffic Data Collection Based on resident concerns and field observations, more than 27 locations were identified for 24-hour volume and speed studies. Year 2001 - 2003 crash records were also 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 and Figure A5 displays the traffic count locations within North Grove Area on daily base and peak hour base. 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. 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. Marlin'ngineering, Inc. March 2005 rry o rami The North Grove Traffic Calming Study (Final) 9 3.4 Traffic Calming Analysis The following methodology and selection criteria defined by 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 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 Marlin hngineering, Inc. March 2005 rty o " tams The North Grove Traffic Calming Study (Final) 10 3.4.2 Selection Criteria The following selection criteria warrants shown in Table 4 can be used to determine whether a specific location or a segment of a roadway is warranted for traffic calming or not. Table 4 - Selection Criteria Warrants Criteria Local Residential Streets Residential Collector Minimum Volume > 1,000 vpd > 2,000 vpd 85th Percentile Speed 10 mph > Posted Speed Limit 10 mph > Posted Speed Limit Cut -Through Traffic Percentage 25% 50% Correctable Crashes Per Year 3 6 The cut -through traffic percentage for the segments is calculated as follows: Cut — through Traffic Percentage= T T — T x 100% TT— ,xTRt TT where: TT = Total Vehicle Trips , which means the traffic volume counted through the segment; ET = Estimated Residential Vehicle Trips through the segment; NH/ = Number of Households by type (single family, multi -family, apartments, etc.); TR; = trip rate based on the type of households; Two or more 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 5). Traffic calming projects are then sorted according to their locations where high scores are given higher priority. Other considerations may be the complexity and Marlin Engineering, Inc. March 2005 lUtAti L& • rty o zarm The North Grove Traffic Calming Study (Final) 11 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 5 - Scoring System for Prioritizing Warranted Traffic Calming Locations Category Points Assignment Speed (85th Percentile) 0 - 25 851h 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: it volume is 50% or more higher than 3000, 25 points, Less than 25%, volume divided by 4509 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. March 2005 MARL9N{I. �YPPIH rwiim" :ty o iami The North Grove Traffic Calming Study. (Final) 12 4.0 TRAFFIC CALMING ALTERNATIVES Due to the emphasis placed on design detail and aesthetic quality within the North Grove 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. Mar in ngineering, Inc. March 2005 MARLS YRINV� it)) o rtam The North Grove Traffic Calming Study (Final) 13 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 Cusions Horizontal Deflection Measures • Roundabouts • Mini Roundabouts • Chicanes • Alternate Side Parking • . Realigned Intersectior • Center Island Medlar Constrictions • Curb Extensions • Neckdowns • Chokers • Slow Points • Gateways • Ped Refuge Islands Passive Speed Control Measures • • • • • • • • • On -Street Parking Bicycle Lanes Narrowed Lanes Streetecaping 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 4.2 Recommended Traffic Calming Locations The locations and recommended traffic calming devices are presented in the following sections (see Figure 3). • Secoffee Street is the only roadway providing entrance and exit to the study area from the west. A right -in -right -out -only diverter is recommended here to reduce traffic intrusion. • Installing pavement markings, centerlines for directional traffic separation, and stop bars for the local roads are recommended. Marlin Engineering, Inc. March 2005 MARL CI.•1N•NMIX 1 sW 26TH ST SW 25TH ST SW 25TH TE SECOFFEE ST OPEECHEE DR WA KEE NA D Legends Recommended Calming Devices Diverter Study Boundary Local Streets FDOT Funclass MEI U- Principal Arterial - Interstate U- Principal Arterial - Other FRWY/EXPWY NEN U- Other Principal Arterial 1"_I U- Minor Arterial NMI U- Collector 1111111111111 U- Local Figure 3 - Traffic Calming Plan for North Grove Area Yr' L'ity of Mwim The North Grove Traffic Calming Study (Final) ]5 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 North Grove 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 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 location(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 location(s) for a period that ranges from three to six months; Marlin Engineering, Inc. March 2005 MT-ieft ity o ialnr The North Grove Traffic Calming Study (Final) 16 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. Marlin Engineering, Inc March 2005 MARL'YYYINc ity o rami The North Grove Traffic Calming Study (Final) 17 Refer to County or Stele Residents Concerns - Petition - Problem identification 4-NO STOP, NO 4, Street Network Classification re Streets City Collectors or Residential Streets? City Residential Collector YES YES • LDate Collection J GENERAL REQUIREMENTS & CONSTRAINTS • Limited to city residential collectors & local residential streets. • Posted speed limit 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 on pedestrians andlor bicycles safety. • No adverse effect on street drainage. --_ Local Residential Street • Traffic Volume'> 2,000 vpd • 86th Percentile Speed > 10 mph over posted Speed Limit • Cut -Through Traffic > 50% • Pedestrian Volume> 50 pph • Correctable Accidents > 6/year YES 4 C -YEfi Warrants YES V • Traffic Volume' > 1,000 vpd • 86th Percentile Speed > 10 mph Over posted Speed Limit • Cut -Through Traffic > 25% • Pedestrian Volume > 25 pph • Correctable Aeeidente > 3/year 1. Identify Traffic Calming Alternatives Protect Scoring and Ranking Remove Device & NO Test Another Installation of Temporary Devices Post -Implementation Study 1 -.YES PRIORITIZATION & SCORING SYSTEM Category Points Speed (85th %) 0 .25 Current Vol. (vpd) 0 - 25 Traffic Crash 0.25 Cut -through Traffic percentage 0.25 Total Pointe (max.) 100 'Detailed scoring calculation please ISO report Table 6 INSTALL PERMANENT DEVICE Figure 4 Traffic Calming Study Process Marlin Engineering, Inc. March 2005 MARL City o1 iir The North Grove Traffic Calming Study (Final) 18 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. March 2005 MIA& ay o "lams The North Grove TraffcCaianing Study (Final) 19 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, ITE, 1999. Mar in ngineering, nc. March 2005 MARL! sty a tanri The North Grove Traffic Cahning Study (Final) 20 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 Ca!mina: Slate 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 thanthe 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. March 2005 MARLi g.owa rty a zami The North Grove Traffic Calming Study (Final) 21 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: "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. March 2005 tnal.li'EOInG try o tam The North Grove Traffic Calming Study (Final) 22 6.0 RECOMMENDATIONS This report documents the City of Miami North Grove 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. Table 9 - Cost Estimate of Recommended Traffic Calming Devices Type of Device Total Number Unit Cost Estimated Cost Right -in -Right -out -only diverter 1 $ 6,000 $6,000 Total $ 6,000 Marlin Engineering, Inc. March 2005 P,IrtT,141, sty o rants The North Grove Traffic Calming Study (Final) 23 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. 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 21at 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, lnc. March 2005 MMEl 1 rty o rani The North Grove Traffic Calming Study (Final) 24 • 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. Madin Engineering, Inc, March 2005 M.,./11141