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HomeMy WebLinkAboutBack-Up Documents FR/SR1 IN 111P1 DOWNTOWN MIAMI r PEDESTRIAN PRIORITY ZONE AUGUST6, 2013 DOWNTOWN MIAMI BYTHE NUMBERS • more than 200,000 people live, work, and play here every day • is home to more than 1,000 events each year • hosts more than 2 million visitors each year 1 ��■rismain DOWNTOWN MIAMI BYTHE NUMBERS mo • employs 60% of the City's workforce • taxable property values were $12.5 billion in 2013 (up 140%since 2000) • generates 40% of Miami's total tax base DOWNTOWN MIAMI DANGEROUS BY DESIGN • Dangerous by Design 2011 • South Florida is the 4th most dangerous metro area in the U.S. for pedestrians, with an average of 155 pedestrian deaths per year from 2000-2009 DANGEROUS BY DESIGN Solving the Epidemic of Preventable Pedestrian Deaths DOWNTOWN MIAMI DANGEROUS BY DESIGN Miami -Dade Health Department • In 2009 there were 69 pedestrian crashes resulting in fatalities in Miami -Dade County • Most affected communities were Overtown, Allapattah, Downtown, Little Havana, and Little Haiti Evaluation of the Miami -Dade Pedestrian Safe Demonstration Project DOWNTOWN MIAMI DANGEROUS BY DESIGN 1 Hit and Run Crashes: • Miami -Dade is the #1 county in Florida for hit and run crashes, with nearly 13,000 incidents in 2012. • 168 of Florida's hit and run crashes in 2012 resulted in fatalities, of which three in five involved pedestrians DOWNTOWN MIAMI DANGEROUS BY DESIGN • Increased pedestrian and cyclist injuries and fatalities along Brickell Avenue • Likelihood of pedestrian fatality in crash at: 40 MPH - 83% 30 MPH - 37% 20 MPH - 5% Source: 2010 Traffic Safety Facts. National Highway Traffic Safety Administration Brickell roice .corn . GIRRIANI r,10 CiPP.rgMl P 13 CaiT Nh$R dxsearrenrrtyrew,sfar ended eey et' lx,4aN°4aen.s,isfrawr.Gr»avrt Greet B r,,, HIT AND RUNS HAVE BECOME AN EPIDEMIC FLORIDA HAS AN AVERAGE OF 48 HIT AND RUN FATALITIES A YEAR. nil and runs have been increasing wl Miami-deCn county as of late, deports of drivers kitting a person and leaving the scene save Irk enough dead to be consotered an epidemic, Hid and funs arc known to he a li dloeon the par t of a dreet to Slop render aid. and acme: responsibility for their park in a vehltelef accident. Thas art is also called'Inl and skip`- or "leay,lrg the scene" inthe wefts .WfJt er it Bile, led killing many people in Miami Accidents can hatwen to anyone. hutthe :cent turns a ssmple tragic; arndrnt into a rrirrr, turning a prrsnrtaring a had day into a murderer h.l and run atedents affect those of every age, race, sex, and soul staves. tt leaves bohlnd death, perrnanant injury. dt.theistgeral trauma, and grieving iamilpand friendcwcllsone basic question "Why xnuld atryeene hurt, kill or rerun soirreone, and last leave"F° Ft 15 Ir1ppenkle oe often that many di tie acndents are not even reported in the media, leavurg the famahrs and the Wdarcis alone with the toss or: consequences. One curnpin of an unreported Ric and run happened tin Brickell Avenue in March Ana Mareswas born m Arpentinn,the was 51 yrtors old and wrylved trreastranner. After hav,r' dinner with her family of Sushi 5651h, brie 4'035 Sit lick by a tar alai left with brain trauma internal bleeding and a broken defies. The reasons why someone lolls anothei perwn in an accident and Flees are rlurr,yrauu and difficult to measure stalntltadfy. fate herrnt rows -inn reasons though are. tlrteln/ under the Influence, unlicensed driver or t.3r. illegal imrnlgtants, suvgended or reported license, uninsured car. s1if preserv.rdnn a11d keeping the serest, a rrputadon to protect, fear, stolen snhicle. street raring. aggressive drlurng, amgnaliry, and youthful Immanurity.Thes rdETO 10 IS scarily rernmon, and dr-seems single-rdcused attennan prone arwe DOWNTOWN MIAMI PEDESTRIAN PRIORITY ZONE DWNTWN _ ki _ PEDESTRIAN ZONE 1. Create a Clear Pedestrian Path 2. Require Crosswalks at all Intersections 3. Align Curb Ramps with Sidewalks 4. Provide Automatic Countdown Timers with More Crossing Time 5. Designate 25 MPH Speed Limit 6. Reduce Drive Lane Widths 7. Prohibit Right Turns On Red 8. Extend the Sidewalk at all Intersections 9. Enhance Mid -block Lighting 10. Provide Shade at Sidewalks 1. CREATE A CLEAR PEDESTRIAN PATH Every sidewalk should have a minimum 6 ft. unobstructed pedestrian path • safer and more convenient for pedestrians • enhances the retail experience • increases commercial viability • encourages wider sidewalks for other urban elements EXISTING CODE: City: Sec. 54-227 Sidewalk Cafe Ordinance, 6 ft. clear path County, FDOT: 3 ft. clear path ADA: 5 ft. clear area (if path is greater than 200 ft.) 6-foot clear OTHER CITIES: Boston, NYC: 8 ft. clear path or one—half the sidewalk width (whichever is greater) San Diego, Seattle, LA County, Washington DC: 6 ft. clear path or 10 ft. clear path with Sidewalk Cafe Philadelphia, Chicago: 6, 8 or 10 ft. clear path based on street classification REQUIRE CROSSWALKS AT ALL INTERSECTIONS Minimum 10 ft. width marked crosswalks at every intersection • allows for higher pedestrian visibility • creates a larger pedestrian safety zone • accommodates more pedestrians EXISTING CODE: City, County and FDOT: 6 ft. min. crosswalk width (MUTCD) OTHER CITIES: San Diego, Seattle: 10 ft. min., ladder -style design Boston, NYC, Chicago, Portland, DC: 10 ft. local, 15 ft. collector, 20 ft. major Mid -Block Crossings: DC: blocks greater that 600 ft. Most cities: mid -block crossings are based on demand ALIGN CURB RAMPS WITH SIDEWALKS Every intersection should have curb ramps perpendicular to the path of travel • keeps pedestrians out of the intersection • more accommodating for persons with disabilities • more natural/comfortable path of travel EXISTING CODE: OTHER CITIES: City, County and FDOT: Diagonal ramps: 48 in. landing California and Virginia DOT: Perpendicular ramps are "preferred" for new sidewalk (ADA) construction, and where feasible, for upgrades to existing sidewalks. Downtown San Diego and Portland: perpendicular curb ramps for all new construction. 4 • PROVIDE AUTOMATIC COUNTDOWN TIMERS WITH MORE CROSSING TIME All signalized intersections should have button -free countdown timers and provide a walk cycle of at least 1 sec. for every 2.8 ft. of street crossing width • places pedestrian mobility on par with vehicles • creates predictability in the minds of drivers • safer crossing conditions for seniors, children and persons with disabilities EXISTING CODE: OTHER CITIES: City, County and FDOT: 3.5 ft./sec. (MUTCD) San Francisco: 2.8 ft./.sec. 5 • DESIGNATE 25 MPH SPEED LIMIT The speed limit should be no more than 25 MPH throughout Downtown • reduces the potential for pedestrian fatalities • reduces the severity of injury in the case of a vehicle -pedestrian or vehicle -cyclist accident EXISTING CODE: City, County: N/A FDOT: Design Speed based on street classification: Maximum operating speed based on land use, frequency of traffic signals, topography and roadway geometry: Urban Local: 20 MPH<30MPH, Collector:30-35 MPH and Arterial 35-40 MPH. School: 15 MPH OTHER CITIES: Portland: 20 MPH (Residential) and 25 MPH (Commercial) Boston, San Diego, San Jose, Sacramento, Salt Lake City: 25 MPH Madison, Seattle, San Francisco: 25 MPH (majority of streets), 30-35 MPH (Arterials) Chicago: 20 MPH on Residential and Neighborhood Streets 6 • REDUCE DRIVE LANE WIDTHS Driving lanes should be no more than 10 ft. wide (or up to 11 ft. wide at bus or other service vehicle lanes) • creates a safer pedestrian and driving envi- ronment by reducing the speed of vehicles • allows more right-of-way for pedestrians, bicycles and uses EXISTING CODE: City, County: N/A FDOT: Minimum lane widths per roadway classifications: local: 10 ft. lane, collector: 11 ft. lane, arterial: 12 ft. lane AASHTO Standards: 10/11 ft. lanes OTHER CITIES: Portland: 10 ft. drive lanes, 11 ft. tum lanes LA County: 10 ft. drive lanes, 11 ft. heavy service or bus lanes and sharrows are 12 it. 2012 NACTO Urban Design Guidelines: 10 and 11 ft. lanes 7 • PROHIBIT RIGHTTURNS ON RED Right turns should be allowed only with a green signal • places pedestrian mobility on par with vehicles • creates predictability in the minds of drivers • safer crossing conditions for seniors, children and persons with disabilities EXISTING CODE: City: Decision per the discretion of the City Traffic Engineer based on volume and safety of pedestrians at congested street intersections County, FDOT: N/A OTHER CITIES: New York City: No -turn on Red Policy with some exceptions Chicago Pedestrian Plan: proposes No -turn on Red Policy in downtown 8 • EXTEND THE SIDEWALK AT ALL INTERSECTIONS Sidewalk area should be extended to minimize the pedestrian crossing distance at all street intersections • reduces the crossing distance and overall time pedestrians are in the travel lanes • slows and calms traffic • creates the opportunity for more pedestrian space at sidewalks EXISTING CODE: City: 25 ft. typical curb radius County: No parking within 20 ft. of the intersection FDOT: N/A OTHER CITIES: Philadelphia, LA County Model Street Manual: 15 ft. curb radius per residential street classification Seattle City Code: No obstructions within 20 ft. of the legal crosswalk 9 • ENHANCE MID -BLOCK LIGHTING Mid -block lighting levels should be equal to intersection lighting levels to provide for pedestrian safety and comfort • eliminates "dark areas" along the sidewalks and helps increase the perception of safety • allows for a more pleasant nighttime walking experience • enhances opportunities and commercial viability for retailers EXISTING CODE: City, County: N/A FDOT: N/A American National Standard Practice for Roadway Lighting (RP-8), IESNA: Signalized intersection lighting OTHER CITIES: San Francisco, San Diego, Portland, Seattle and San Jose: LED Mid -Block Lighting 10 PROVIDE SHADE AT SIDEWALKS Shade trees, canopies, overhangs and/or arcades should be consistently spaced to provide shade and comfort to pedestrians • allows for a more pleasant daytime walking experience • enhances opportunities and commercial viability for retailers EXISTING CODE: City: Tree spacing per Miami-21 Article 9 Landscape Requirements. Minimum tree spacing: 25 ft. County, FDOT: N/A OTHER CITIES: Boston, San Francisco, San Diego, Portland, Seattle, San Jose and Madison: Urban Forestry Plans