Loading...
HomeMy WebLinkAboutSubmittal-Richard Garcia & AssociatesRICHARD GARCIA & ASSOCIATES, INC. 13117 NW 107th Avenue, Unit 4 Hialeah Gardens, Florida 33018 Phone (305) 595-7505 Fax (305) 675-6474 October 25, 2007 SUBJECT: 1770 NORTH BAYSHORE DRIVE MUSP (ON THE SUBMITTED INTO THE PUBLIC RECORD FOR rtirm zrcON ID-Rc-oe) • LANE WIDTH 10' ADEQUATE o AASHTO — Cross Sectional Design Elements ■ General "Lane widths of (9 FT — 12 FT) are generally used" ■ Local Urban Streets ("Should be at least 10 FT") pg 315 pg 397 ■ Urban Collectors ("Lanes within traveled way should range from 10 to 12 FT") pg 437 ■ Urban Arterial: "Lane widths may vary from 10 to 12 FT" o US 1 (in Coral Gables) has 9.9 FT Lanes with 100k ADT o 10 feet lane is ADEQUATE for an ALLEY ■ Similar to Other Alleys in the City of Miami (i.e. Bay Park Plaza) • Stopping Sight Distance SSD o AASHTO — Sight Distance — Urban Street Design Element ■ "Minimum stopping sight distance for locals streets should range from 100 to 200 FT" pg 395 o Distance to Left dl = 151 FT o Distance to Right dr= 153 FT • Backing into Loading Bays is the ONLY way to utilize a TRUCK LOADING BAY o ALL Loading Bays are Back -Up o Before backing, Truck passes along side of Loading Berth • Traffic Safety — No specific Data Exists on Alley Safety as related to Traffic Crashes or Fatalities o Florida Highway Fatality Rate 1.66 per 100 Million Vehicle Miles of Travel (VMT) o Since the Alley is 118 FT, Assuming 1000 Trucks per Day ■ 7,385 Years before a Fatality would statistically occur ■ Fatalities Are Extremely Rare Events and not subject to prediction on such small scale AS This Alley • Speed Limit — Not Necessary, geometric conditions (width, length, etc.) will control o Speed Limit Signs are regulatory o MUTCD — No Guidance for Alleys, 85% of Free Flowing Speed o Alley does not have a FFS, No LIMIT NEEDED, Self Regulated. submitie4: reccr4 in caivit.-...;gon with item I/Z i5 on 10-Z5-0-1 Priscilla A. Thompson AMERICAN ASSOCIATION OF STATE HIGHWAY AND TRANSPORTATION OFFICIALS • Cross Section Elements e,,f\-e\c-c,\\ esistance that will accommodate the braking and steering ed for the particular site. ighway geometrics affect skidding (2). Therefore, skid in the design of all new construction and major izontal alignments can be designed in such a way that the improvements to the vertical and horizontal alignments construction project. ffect a roadway's skid resistance. The four main causes of is are rutting, polishing, bleeding, and dirty pavements. the wheel tracks. Polishing reduces the pavement surface it. In both cases, the harsh surface features needed for iinished. Pavement surfaces will lose their skid resistance iyers of dust, or organic matter. Measures taken to correct or improve skid resistance should result in the following characteristics: high initial skid resistance durability, the ability to retain skid resistance with time and traffic, and minimum decrease in skid resistance with increasing speed. Tining during placement leaves indentations in the pavement surface and has proved to be effective in reducing the potential for hydroplaning on roadways with portland cement concrete surfaces. The use of surface courses or overlays constructed with polish -resistant coarse aggregate is the most widespread method for improving the surface texture of bituminous pavements. Overlays of open -graded asphalt friction courses are quite effective because of their frictional and hydraulic properties. For further discussion, refer to the AASHTO Guidelines for Skid Resistant Pavement Design (3). LANE WIDTHS The lane width of a roadway greatly influences the safety and comfort of driving. Lane widths of 2.7 to 3.6 m [9 to 12 ft] are generally used, with a 3.6-m [12-ft] lane predominant on most high -type hig ways. he extra cost of providing a 3.6-m [12-ft] lane width, over e cost of providing a 3.0-m [10-ft] lane width is offset to some extent by a reduction in cost of shoulder maintenance and a reduction in surface maintenance due to lessened wheel concentrations at the pavement edges. The wider 3.6-m [12-ft] lane provides desirable clearances between large commercial vehicles traveling in opposite directions on two-lane, two-way rural highways when high traffic volumes and particularly high percentages of commercial vehicles are expected. Lane widths also affect highway level of service. Narrow lanes force drivers to operate their vehicles closer to each other laterally than they would normally desire. Restricted clearances have much the same effect. In a capacity sense the effective width of traveled way is reduced when adjacent obstructions such as retaining walls, bridge trusses or headwalls, and parked cars restrict the lateral clearance. Further information on the effect of lane width on capacity and level of serviceis presented in the Highway Capacity Manual (HCM) (4). In addition to the capacity effect, the resultant erratic operation has an undesirable effect on driyer ClOmf9rt and cras tes. Submitted to ie pu is recor4 in connection with/5 item VZ 16 on 10 07 Priscilla A. Thompson City Clerks Local Roads and Streets (Urban Streets) In commercial areas where there are midblock left turns, it may be advantageous to provide an additional continuous two-way, left -turn lane in the center of the roadway. Width of Traveled Way Street lanes for moving traffic preferably shouldlbe at least 3.0 m [10 ft] wide. Where practical, they should be 3.3 m [11 ft] wide, and in industrial areas they should be 3.6 m [12 ft] wide. Where the available or attainable width of right-of-way imposes severe limitations, 2.7-m [9-ft] lanes can be used in residential areas, as can 3.3-m {11-ft] lanes in industrial areas. Added timing lanes where used at intersections should be at least 2.7 m [9 ft] wide, and desirably 3.0 to 3.6 m [10 to 12 ft] wide, depending on the percentage of trucks. are included as part of the design, refer to the AASHTO Guide for 7acilities (1). tial areas, a parallel parking lane a minimum of 2.1 m [7 ft] wide ar both sides, as appropriate to the conditions of lot size and intensity :ial and industrial areas, parking lanes should be a minimum of 2.4 m rovided on both sides. letermination in commercial and industrial areas should include • parking lane for moving traffic during peak periods that may occur employment concentrations. Where curb and gutter sections are used, be considered as part of the parking lane width. Median Medians provided on local urban streets primarily to enhance the environment and to act as buffer strips should be designed to minimize interference with access to the land abutting the roadway. A discussion of the various median types appears in Chapter 4. Median openings should be situated only where there is adequate sight distance. The shape and length of the median openings depend on the width of median and the vehicle types to be accommodated. The desirable length of median openings, measured between the inner edge of the lane adjacent to the median and the centerline of the intersection roadway, should be great enough to provide for a 12-m [40-ft] turning control radius for left -turning P vehicles. The minimum 'length of median openings should be that of the width of the projected roadway of the intersecting :dross street or driveway. 63 tiTo.trEms►, +' r rt e :arts f Z16 on 26 Thera a . City c 397 Uz,L., Co LLT c T I -Ls Collector Roads and Streets (Urban) tal width for shoulders and parking are sufficient for is developed in stages, initially a rural cross section Duld be planned for later conversion of the shoulder ually with outer curbs. Where the initial development nsistent with rural conditions and commensurate with the conversion of the shoulder occurs, the clear zone in conditions. If practical and economically feasible, with curbs, allowing parking on the two outer lanes )f all four lanes for traffic movement. In some cases, in commercial areas where there are mid -block left turns, it may be advantageous to provide an additional continuous two-way left -turn lane in the center of the roadway. The number of lanes to be provided on urban collector streets with high traffic volumes should be determined from a capacity analysis. This analysis should consider both intersections and mid -block locations, when appropriate, in assessing the ability of a proposed design to provide the desired level of service. Such analyses should be made for the future design year -traffic volume utilizing the procedures in the most recent edition of the Highway Capacity Manual (1). For further information, see the section on "Highway Capacity" in Chapter 2. Width of Roadway The width of an urban collector street should be planned as the sum of the widths of the tilltimate lanes for moving traffic, parking, and bicycles, including median width where ppropriate. Lanes within the traveled way should range in width from 3.0 to 3.6 m [10 to 12 aridustrial areas, anes show e m wr e except where lack of space or ng t-of-way imposes severe limitations; in such cases, lane widths of 3.3 m [11 ft] may be used. Added ringlanes at intersections, where used, should range in width from 3.0 to 3.6 m [10 to 12 ft], epending on the percentage of trucks. Where shoulders are used, roadway widths should be :terrniried by referring to Exhibit 6-5. here bicycle facilities are included as part of the design, refer to the AASHTO Guide for evelopment of Bicycle Facilities (2). —ng Lanes sough on -street parking may constitute a safety problem and may impede traffic flow, °U of parking lanes parallel to the curb is conventional on many collector streets. Parallel is IIormally acceptable on urban collectors where sufficient street wi 1t�hnissatliaj 1,tStC reirVSubmitte i inectia'tiFn' ZILonL0-2 p A. Thompson -w,.. city clerk Florida Department of Transportation Transportation Statistics Office 2005 Historical AADT Report County: 87 - DADE S ADT. Site: 5200 - SR 5/US-1, 200' S SW 27 AV/SR 9 Year AADT Direction 1 Direction 2 K Factor D Factor T Factor 2005 C 103500 N 2004 C 103000 N 2003 C 98500 N 2002 C 96000 N 2001 C 100500 N 2000 C 98500 N 1999 C 96000 N 1998 C 94000 N 1997 C 87500 N 1996 C 89000 N 1995 C 92500 N 1994 C 91000 N 1993 C 89500 N 1991 89618 N 1990 74337 N 1989 96492 N 1988 82047 N 1987 82085 N 1986 77996 N 1985 74904 N 1984 75388 N 1976 70770 N 49000 5 52500 S 50500 S 49000 S 50500 S 50000 S 47500 S 47500 S 44000 S 45500 S 46000 S 45500 S 44500 S 44160 S 41694 S 48099 S 40875 S 39475 S 39247 S 38000 S 37097 S 31533 S 54500 50500 48000 47000 50000 48500 48500 46500 43500 43500 46500 45500 45000 45458 32643 48393 41172 42610 38749 36904 38291 39237 0.08 0.08 0.08 0.09 0.08 0.08 0.09 0.09 0.09 0.09 0.08 0.09 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.66 0.67 0.72 0.68 0.54 0.53 0.53 0.53 0.65 0.53 0.63 0.60 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2.70 4.90 3.40 4.30 3.00 3.20 4.90 3.30 2.30 2.90 6.70 5.50 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AADT Flags: C = Computed; E = Manual Estimate; F = First Year Estimate S = Second Year Estimate; T = Third Year Estimate; X = Unknown FLORIDA DEPARTMENT OF T_ JPORTATION 2005 Annual Average Daily Traffic Report - Report Type: COUNTY County: 87 DADE Site Site Type Description 5200 SR 5/US-1, 200' S SW 27 AV/SR 9 rin r c) =.1 ..7\ 73 ....1 C \i,m Direction 1 Direction 2 Two -Way „K„ „D„ „T„ Fctr Fctr Fctr N 49000 S 54500 103500C 7.71F 65.70F 2.73F Site Type : P = Portable; T = Telemetered AADT Flags : C = Computed; E = Manual Est; F = First Yr Est; P = Prior Year; S = Second Yr Est; T = Third Yr Est; X = Unknown "K/D" Flags : A = Actual; F = Volume Fctr Catg; D = Dist/Func. Class; P = Prior Year; S = State-wide Default; W = One -Way Road "T" Flags : A = Actual; F = Axle Fctr Catg; D = Dist/Func. Class; P = Prior Year; S = State-wide Default; X = Cross -Reference 14-Apr-2006 18:13:32 Page 1 of 1 622UPD [1,0,0,2] 6_87_CAADT.txt e_- ij 151 . .... i A ,i -I, I r ,. 0 . M ' I '1 . Q L ..I I I. e ,,,..:. ..,. :,e., .:4‘. . :, I '---- .---- ..---• ---1 riTDk7F:tii rigli tvl 901 -- P ED EEITR Mil LI 0 1-rir L; .,......, ti 11 1/1.0 )11 153 AND LA:INI I 11 l,ICrJJ / - . 1 i i It/ 1 .1 f 0111P4Metsh▪ iC AL.! It 0141E1 r.:8171 NMI E ATI - 1 MM. N IS MOM 12 ,77 NE 1 8tti STRE uJ EF_ rn cr 0 z Cr RICHARD GARCIA & ASSOCIATES, INC. 13117 NW 107° Ave., Suite 4 Hialeah Gardens, FI. 33018 AMERICAN ASSOCIATION OF STATE HIGHWAY AND TRANSPORTATION OFFICIALS Submitted Into the public in connection with item Vz 15 on j0 Z5-07 Priscilla A. Thompson • City Clerk Local Roads and Streets (Urban Streets) ...0 f- ,ay, terrain, likely pedestrian presence, adjacent development, and other area controls. `aypical street grid, the closely spaced intersections usually limit vehicular speeds, making e.fext of design speed less important. Since the function of local streets is to provide access adjacent property, all design elements should be consistent with the character of activity on djacent to the street, and should encourage speeds generally not exceeding 50 km/h it Distance C e'SD /Ylinimum stopping sight distance for local streets should range from 30 to 60 m [100 to 'ft].depending on the design speed (see Exhibit 3-1). Design for passing sight distance seldom plicable on local streets. ales .Grades for local residential streets should be as level as practical, consistent with the rounding terrain. The gradient for local streets should be less than 15 percent. Where grades .;,percent or steeper are necessary, the drainage design may become critical. On such grades ecal,care should be taken to prevent erosion on slopes and open drainage facilities. For streets in commercial and industrial areas, gradient design desirably should be less than ercent, grades should desirably be less than 5 percent, and flatter grades should be ncouraged. To provide for proper drainage, the desirable minimum grade for streets with outer curbs ouldbe 0.30 percent, but a minimum grade of 0.20 percent may be used. nment Alignment in residential areas should closely fit with the existing topography to minimize �e eed for cuts or fills without sacrificing safety. The alignment of local streets in residential eas.:.should be arranged to discourage through traffic. Street alignment in commercial and ustrial.areas should be commensurate with the topography but should be as direct as possible. Street curves should be designed with as large a radius curve as practical, with a minimum us of 30 m [100 ft]. Where curves are superelevated, lower values may apply, but the radius ou1d not be less than approximately 25 m [75 ft] for a 30-km/h [20-mph] design speed. SUBMITTED INTO THE PUBLIC RECORD FOR ITEM ON 395 . CITE ALLEY ..---rYs - PKG 58'-BATUM ITS - PKG $ t9'-DATUM JITS - PKG 3 9' -BATUM JITS - PKG 2 9' - BATUM JITS - PKGA 20'-DATUM )BBY - RETAIL -0" DATUrr DATUM AROUITECTONICA 0 o) 50f 'tell AVenu., SANe 1100, Miami, FL 31111 105.0Y2.11312 Fax. 105JT2,1175 ..rqull.clonle..co f am cuwpin.I.__.bw.r. tt...r.wn,u..e;wnnyan•l.nTy.um • In vM. s b Y.•�. M.• n,.a.r,•ul Sw blb•.pea.nll.n p,n.A•n •1 A..uluwnM InwmAbn.t AA a..P Y of Ar.wl.mnlo m,.m.nonA, M m •TMAAr...,..a Iq 1w.. 39' 79' p _ 1770 North Bayshore Drive 7 = 5- 11 O 41--f Miami, Florida ALLEY ELEVATION DETAILED ALLEY SECTIONS SCALE 1' • 5 0- MAJOR USE SPECIAL PERMIT A-3.0B OGT 35.2007 S 411 ci 2.0 Florida's Challenge Florida's Challenge Florida has made progress over the past three decades in reducing its highway fatality rate. However, the State remains behind most states and the national average. In 2004, Florida's highway fatality rate per 100 million vehicle miles of travel (VMT) was 1.66, an historic low, but the rate exceeds the national average of 1.46. FDOT has long championed highway safety as its highest priority and recognized its leadership role in reducing traffic crashes and the serious injuries, fatalities, and economic loss that occur as a result. In May 2001, FDOT adopted as a strategic objective the improvement of transportation safety. FDOT viewed this objective as a revitalization of its responsibility to improve the quality of life for Florida residents and visitors by enhancing and improving transportation safety. FDOT committed to the implementation of new and innovative ideas and techniques, while evaluating and replicating those activities having the greatest positive impact on safety. An important part of this effort was the formation of a multi -disciplinary team of FDOT transportation professionals who developed the first FDOT Strategic Highway Safety Plan. The resulting 2003 Plan provided focus and direction for safety issues that could be addressed by FDOT in the next three to five years, supplementing successful programs already in place and focusing resources on these safety opportunities. Those focus areas, which are similar to those developed and presented in the 2006 State of Florida Strategic Highway Safety Plan, are: keep vehicles in the proper travel lane and minimize the effects of leaving the travel lanes; improve the safety of intersections; improve access management and conflict point control; improve information and decision support systems; and improve pedestrian and bicycle safety. Thus, when the 2005 federal transportation act, SAFETEA-LU (Safe, Accountable, Flexible, Efficient Transportation Equity Act — A Legacy for Users) recognized the need for all transportation safety partners to coordinate their activities and resources, FDOT had already established a safety foundation. To form the coalition required, FDOT in collaboration with the Federal Highway Administration sought out a broad range of safety partners and stakeholders, and through their collaborative efforts developed the Strategic Highway Safety Plan (SHSP). The SHSP defines a system, organization, and process for managing the attributes of the road, the driver, and the vehicle to achieve the highest level of highway safety by integrating the work of the disciplines and agencies involved. The Department of Highway Safety and Motor Vehicles (DHSMV) maintains a traffic crash database for the State of Florida. FDOT's Safety Office uses the DHSMV data to analyze statewide crash factors and characteristics and to review the location and contributing factors of crashes that occur on the State Highway System. In In 2004, Florida's highway initiating the SHSP planning process, data from both DHSMV and fatality rate per 100 million FDOT were used to define the overall magnitude of Florida's vehicle miles of travel (VMT) traffic safety problems and to identify specific problem areas. was 1.66, an historic low, but In 1998, the American Association of State Highway Transportation the rate exceeds the national Officials (AASHTO) published a Strategic Highway Safety Plan for average of 1.46. the nation and encouraged all states to follow suit. The AASHTO plan is built around a series of countermeasure areas and safety management issues. The AASHTO plan was used as a point of departure for analyzing Florida's safety problems. Table 1 provides a snapshot of the problem areas selected for analysis over a five-year period. Submitted Into the public • Item 1' 4i F on 0 �}i connection with The Florida Road Safety Partnership 121 7 2-1 Priscilla A. Thompson �.� City Clatic • • Figure 1: Florida Five -Year Crash Trends Florida Five Year Crash Trends Florida's Challenge -. Statewide fatalities and serious injuries Total # fatalities 104 000 2001 2002.;' ..; 2003, 004,E ¢^!11 M 2 999' 3,013 3,143 3,i179 5 Total # serious injuries ,r;29.0.6' 31,006 30;521 29592,`29 53 Keep vehicles in the proper travel lane - 58.5% of statewide fatalities Includes head on, wrong -way, overturn, sideswipe, cross median and all hit fixed # Total fatalities involving leaving the road or proper travel lane and serious injuries objects, except traffic gates & fixed objects above the road. Emag3m, 2,437 '::'.2;687. 2,742 V'779; # Total serious injuries involving leaving the road/proper travel lane I,5"665,. 16,447 :-17,100 16,481 .' zosl, At intersections or influenced by an intersection - 43.1% of statewide # Fatalities fatalities and serious injuries Ijq__, ,,;w,895' 857 878 929 1st # Serious injuries x 13,51839. 14,076 ':'„13,632 13236 Aggressive driving behaviors- 35.8% of statewide fatalities and Includes speeding, failed to yield right-of-way, improper lane change, followed # Total fatalities involving noted aggressive behaviors serious injuries too closely, improper passing & disregarded other traffic control. 1,116 >-i1183J 1 1i11-'` 5 t' ;Iota,1-!163- # Total serious injuries involving noted aggressive behaviors01, 11,259 11190,I 10 346, Drivers aged 15-20 - 22.9% of statewide fatalities and serious injuries # Fatalities (drivers 15-20) (all categories) ^;21'61 210',, .:208 250 ;. ;,,. ;41.''2 # Serious injuries (drivers 15-20) ._2,712 2,843 2,577 2 6$3 t 5833_: # Other fatalities from crashes involving drivers 15-20 107Z428 410 ; 342 1;336; e P. A # Other serious injuries from crashes involving drivers 15-20 'i E:478 5,451 4,578, 4;478 ';r 21f Safety belt and child restraint non -usage - 22.8% of statewide # Fatalities - unbuckled drivers & passengers fatalities and serious injuries '4 F4'1 1,328 1 392 1,312 •3 # Serious injuries - unbuckled drivers & passengers -'ia, 7_?t895 7,664 6;9001 6„1O8 y`� 6 �1'ss' Drivers aged 65 and older - 16.8% of statewide fatalities and serious # Fatalities of drivers aged 65+ injuries (all categories) �;i��eis625 339 ' '336, 308 # Serious injuries of drivers aged 65+ r2,059 2,121 "'- 2043. 4054 ` 8T85 # Other fatalities from crashes involving drivers 65+ °r 'w283 347-;>:, 257 292 48; # Other serious injuries from crashes involving drivers 65+ r, 01'-; 4,070 `%-3,208 3 154; Migl Access management and conflict point control - 14.8% of statewide Includes crashes et driveways, flfurns, and on State Roads with a two way left # Fatalities fatalities and serious injuries Turn lane. Local road two way left Turn lane data is not available. cis42 385 4.10: 385; g # Serious injuries r , 42; 4,652 4709 4,39;; Alcohol related - 14.3% of statewide fatalities and serious injuries # Fatalities r, ,�. 9`7:91 1,000 a : -1;00,7 1` 096 ?i ©3' # Serious injuries N' n4`160i 4,128 .. •' ' 3 691. ;3:;;627 - '�490 Pedestrians and bicyclists - 10.3% of statewide fatalities and serious injuries # Fatalities - combined pedestrians and bicyclists €v";589' 617 ::.'• 592 604 *, „r„ -'6 3 # Serious Injuries - combined pedestrians and bicyclists ` 7 2,789 ,?2,832 -2816 5,m , 44:.2 Motorcyclists & motorcycle passengers - 8.5% of statewide fatalities # Fatalities - motorcyclists and serious injuries -',`,'.'2?7 252 ,274 339 # Fatalities - passengers fX 19_ 24 ., .:30 26 x�4 # Serious injuries - motorcyclists NM 82 1,663 ' 1,785 '1 977` aE_ o. # Serious injuries - passengers EMVA,PA 222 ': 210 ,235 NOTE: Italics indicate data from FL Dept. of Transportation crash database, all other data from Dept. of Highway Safety & Motor Vehicles. Percentages noted per category are combined fatal and serious injuries for 2004 only. Percentages are rounded to nearest tenth. The Florida Road Safety Partnership Submitted Into the public r�• in nnectun with item VZ ID on 10-Z5 0�1 Priscilla A. Thompson - ---:�z City Cleric 2-3