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HomeMy WebLinkAboutExhibitHEALTHY LITTLE HAVAN PEDESTRIAN PRIORITY ZONES: CHILDREN FIRST te„ NEEDS ASSESSMENT & RECOMMENDATIONS ■. it �' `el FINAL OCTOBER, 2020 „ "I i'.`� {r Jf 1.4990 This report was created by MHCP COLAB and Healthy Little Havana Community Liaisons for the City of Miami in partnership with Healthy Little Havana and funded by Health Foundation of South Florida. The work was developed in collaboration with the following agencies and departments: Healthy Little Havana Board of Directors Healthy Little Havana Public Spaces Committee City of Miami Commissioner Joe Carollo Assistant City Manager's Office City of Miami Department of Planning City of Miami Department of Resilience and Public Works City of Miami Office of Capital Improvements Miami Dade County Commissioner Eileen Higgins Miami Dade County Department of Transportation and Public Works Florida Department of Transportation Complete Streets Florida Department of Transportation Safe Routes to Schools Urban Health Partnerships MHCP COLAB CITY PLANNING,TRANSPORTATION, OUTREACH & PUBLIC RELATIONS • HEALTH FOUNDATION -.11. of south f lorida live healthy little havana PAGE 3 TABLE OF CONTENTS I. Executive Summary II. Purpose and Scope III. Crash Data, Current and Historic IV. Community Input V. Community Observations and Analysis VI. Reference VII. Policy and Regulatory Requirements VIII. Previous Studies IX. Solutions and Recommendations X. Appendix 1. EXECUTIVE SUM ViARY The following report provides a needs assessment of the Little Havana Pedestrian Priority Zone (PPZ). A Pedestrian Priority Zone (PPZ) is a designated area that prioritizes pedestrian safety over vehicle movements and encourages safe pedestrian movement. PPZs are particularly appropriate for areas with high instances of pedestrian crashes and fatalities. The initial need to develop a Pedestrian Priority Zone ordinance for Little Havana was first identified in the City of Miami's 2016 Bicycle and Pedestrian Plan for Little Havana. The purpose of this report is to document specific needs and provide recommendations for PPZ boundaries and standards to enhance pedestrian safety in Little Havana. It includes data collected from multiple site visits and windshield surveys, findings from previous studies, local and national case studies, policy requirements from State and Federal transportation agencies, pedestrian crash data and a mapping analysis. The standards shall be incorporated into the City's workflow for all new roadway construction and private developments in Little Havana and the PPZ boundaries shall be officially adopted by the City. PROBLEM Little Havana has the highest number of pedestrian crashes in the County. "...while traffic deaths impact every community in the United States, states and metropolitan areas across the southern continental United States, older adults, people of color, and people walking in low-income communities bear a higher share of this harm.". --Dangerous by Design BY THE NUMBERS From 2008 to 2017: AO OW @ 5v Q Q Pedestrian Vehicle miles Walking as a Traffic deaths deaths traveled share of all trips among motor increased by increased by increased by vehicle occupants decreased by t35.4% 1-$.1%o t thanl%* 4 6.1% •hvm ztOB W 101i DANGEROUS �: i •• Smart Growth America BY! .._�, � , .��. Yrn�l�rr�Imes e,rsmPrn,dngcommunities National Complet Streets Coalition DANGEROUS BY DESIGN MOST DANGEROUS PLACES FOR WALKING: Florida #1, Miami/Fort Lauderdale/ WPB metro area #14 Fork Park ESevrell Park \\ ✓Crove Park (Median S1ripY �iW ]Ih sl r:_kerta Leadership and Menagemen[,ISLAT CHS mad NW 16th Av Grin Gartlen'H6Vr4t' ' Citrus Grove Elementary Oran®Bowl Playyrounrtl Cllru&Grave Middle de CountyAudilerium Glen Royal Perk • • •A • Miami Senior High • )Ns)O�l International S'"1iea Virt aI A cademyWia •S • --.• • M • • de la Cubanidad • • Farmer Region OrtIce Warehouse l • BridgePrep Academy Interamericen 1 Maximo Ga mr Perko--O— • `Mdernon rerk ' Cha'rleryHigh School ai the Americas "In� filer Academy East High Sch 007 0 F1'aderiek Douglass (Henry Reeves Psik HW erh 5[4 .�eldy/ SAh Sl � Y•nmen"siir t story Academy Riverside Elementary ;__; 1,,._.,, • • PEDESTRIAN CRASHES: 2012-2016 (5-YEAR TREND) 293 crashes and 12 fatalities PAGE 5 WHY ARE THERE SO CRASHES? MANY Little Havana has a high concentration of pedestrians: Little Havana is a dense neighborhood with a rich culture with an active and high number ofpedestrians about all day. Aggressive drivers persist here: Drivers are overly aggressive towards pedestrians and pedestrians are wary of drivers who don't yield. The neighborhood is designed to be walkable: Small blocks are good for walking and encourage more pedestrians making them more vulnerable to crashes. RIVERSIDE PARK: SW 8th Avenue has no crosswalk at SW 3rd Street and is dangerous to cross to access the park. RIVERSIDE ELEMENTARY: SW 2nd Street Crosswalk is faded and both the crosswalk and curb ramp are too close to SW 12th Ave traffic. NW 6th Street ZONE 1: CITRUS GROVE 19th Avenue ZONE 4: MIAMI SENIOR HIGH SCHOOL SW 3rd Street 27th 22nd Avenue Avenue 17th Avenue NW 3rd Street Flagler Street SW 1st Street SW 2nd Street SW 3rd Street SW 7th Street SW 8th Street SLAM ZONE 2: RIVERSIDE SW 5th Street 12th Avenue Henderson Park 7th Avenue Jose Marti Park Ada Merritt Mater 4th Avenue ZONE 3: RIVERSIDE PARK/ JOSE MARTI Lincoln Marti 8th Avenue Major Collectors Neighborhood Greenways Reduce pedestrian crashes around schools and senior centers with 4 Pedestrian Priority Zones. PAGE 7 FRAMEWORK A Pedestrian Priority Zone is a designated area that prioritizes pedestrian safety over vehicle movements and encourages safe pedestrian movement. PPZs are particularly appropriate for areas with high instances of pedestrian crashes and fatalities like Little Havana. The policy statement establishes the PPZ intent, zone boundaries and street hierarchy for evaluating projects. POLICY STATEMENT + Focus pedestrian safety improvement measures around schools and senior centers as children and seniors are disproportionately represented in pedestrian collisions. The City of Miami has the responsibility to improve conditions and opportunities for walking in Little Havana and to go beyond minimum standards to provide safe and convenient facilities for pedestrians. Walking has numerous individual and community benefits including health, safety, environmental, transportation, and quality of life. • ESTABLISH FOUR ZONES in Little Havana as follows: o Zone 1: Citrus Grove Middle/Elementary NW 23rd Avenue to NW 18th Avenue from NW 6th Street to NW 1st Terrace o Zone 2: Riverside Elementary: Flagler Street to SW 5th Street from SW 14th Avenue to SW 9th Avenue o Zone 3: Riverside Park to Jose Marti Park SW 1st Street to SW 6th Street and SW 8th Avenue to SW 4th Avenue o Zone 4: Miami Senior High School SW 27th Avenue to SW 22nd Avenue and SW 3rd Street to Flagler Street Citrus Grove STREET HIERARCHY: NEIGHBORHOOD GREENWAYS ZONE 1: CITRUS GROVE ZONE 4: MIAMI SENIOR HIGH SCHOOL Miami Senior High School smaRIMITIR NW 6th St, 19th Avenue Street ,,ram SW 3rd Street Flagler 13th Avenue SW8th Street r'. T vv r 10th Avenue Krversiae Park 7th Avenue 4,11. �} ?'ii/f r W r. o ZONE 3: RIVERSIDE PARK/ JOSE MARTI Jose ! Marti Park Mater Ada Merritt 4th Avenue PAGE 9 Establishing a street hierarchy in Little Havana's Pedestrian Priority Zones, helps identify which streets are most important for people walking and need safety improvements. • NEIGHBORHOOD GREENWAYS A neighborhood greenway connects pedestrians to important destinations in Little Havana including schools and parks. They are safe place for people to walk and have high quality sidewalks and crossings. Neighborhood greenways are defined in the City of Miami Little Havana Bicycle Pedestrian Mobility Plan. Neighborhood greenways have (1) safer crossings, (2) higher visibility and (3) more shade. • DESIGNATE THE FOLLOWING STREETS AS NEIGHBORHOOD GREENWAYS WITHIN THE BOUNDARIES OF THE PPZ: Zone 1 (Riverside Elementary) • SW 13th Avenue • SW l Oth Avenue • SW 3rd Street • SW lst Street Zone 2 (Riverside Park to Jose Marti Park) • SW 9th Avenue • SW 4th Avenue (including Jose Marti Park) • SW 2nd Street • SW 5th Street Zone 3 (Citrus Grove) • NW 19th Avenue • NW 3rd Street • NW 6th Street Zone 4 (MSHS) • SW 25th Avenue • SW 22nd Avenue • NW 2nd Street • SW 3rd Street STREET HIERARCHY: MAJOR COLLECTORS ZONE 1: CITRUS GROVE ZONE 4: MIAMI SENIOR HIGH SCHOOL Miami Senior High Sc ool Citrus Grove SLAMS--'Y I•I 1,4 ty:N_. Flagler SW 1st Street ZONE 2: RIVERSIDE Riverside Elementary & YWP OMNI r Henderson Park ZONE'1 RIVERSIDE PARK/ Lincoln JOSE MARTI Jose Marti Marti Park Ada Merritt Mater Riverside Park 17th 12th 8th Avenue Avenue - •'il Avenue PAGE 11 • MAJOR COLLECTORS Major collectors are the main thoroughfares that move traffic between local and arterial streets. In Little Havana, all of the state roads are classified as C4 Urban General which support a mix of uses within well-connected and small blocks with residential neighborhoods along or behind the uses fronting the corridor. The following streets are considered major collectors within the boundaries of the PPZ: • SW 1 st Street • West Flagler Street • SW 7th Street • SW 8th Street • SW 8th Avenue • SW 12th Avenue • SW 22nd Avenue Key Intersections • Pedestrian crossings are prioritized where major collectors and neighborhood greenways intersect within the pedestrian priority zones. CRITERIA FOR PEDESTRIAN ViPROVEMENTS The Little Havana Pedestrian Priority Zone criteria are a variation on the ten criteria used for Downtown Miami and Miami Beach and offer a more specific set of place based guidelines for the Little Havana community. IJ7r:47s�a3�4141h, New York City protected crosswalk PAGE 13 1. MAKE GREENWAYS THE FOCAL POINT Reconstruct all greenways to include: A. HIGH EMPHASIS CROSSWALKS High emphasis crosswalks with perpendicular curb ramps and detectable warning strips at all four crossings. Beverly Hills, CA Miami, FL B. TREE PLANTINGS Tree plantings at least 30' on center, Neighborhood greenways should be prioritized to have additional shade trees to the greatest extent possible. London, England C. BENCHES + STREET TREES Install and maintain pedestrian amenities including street furniture on established routes to schools. PAGE 15 D. REDUCED TURNING RADII + CURB EXTENSIONS Use paint to change turning radii to 20 or 15'or build curb extensions. Curb extensions are planters which extend into the street at intersections, to reduce crossing distances and add shade. Safe Routes to Schools Los Angeles, CA from LA Streetsblog E. PAVEMENT MARKINGS FOR ONE- WAY STREETS Stripe parking lane for all neighborhood greenways which are one-way streets to change speeding behavior. Little Havana, Miami PAGE 17 2. INTERSECTION IMPROVEMENTS FOR COLLECTORS Intersection improvements for collectors should include: A. HIGH EMPHASIS CROSSWALKS High emphasis crosswalks at all four crossings if none exist. Santa Monica, CA B. CURB RAMPS Perpendicular curb ramps with detectable warning strips. C. REDUCED TURNING RADII Use paint to change turning radii to 20' or 1 5'or build curb extensions for intersections with greenways only. London, England PEDESTRIANS push button and wait for signal opposite PAGE 19 3. EXISTING SIGNALS All existing signalized intersections shall have: A. PEDESTRIAN SIGNALS B. LEADING PEDESTRIAN INTERVALS OR ADJUSTED SIGNAL TIMING FOR CHILDREN C. PEDESTRIAN COUNTDOWNS ON ALL SIGNAL HEADS Little Havana, Miami 4. NO RIGHT ON RED Initiate no right turn on red for turning movement towards schools at signalized intersections during school hours. This applies to SW 1st Street in Zone 2: Riverside and Zone 4: Miami Senior High. Little Havana, Miami PAGE 21 5. MIDBLOCK CROSSINGS Study opportunities for midblock crossings on established routes to schools: A. BASED ON DISTANCE FROM SIGNAL For roadway segments that are more than 300 feet from the nearest traffic signals. B. PEDESTRIAN REFUGE ISLANDS Midblock crossings should include pedestrian refuge islands to enhance safety and physically separate pedestrians from moving traffic. Bordeaux, France C. CONVERT PAINTED ISLANDS TO MIDBLOCK ISLANDS Painted islands should be converted to pedestrian refuge islands when they are not in conflict with driveways. NW 22nd Avenue @ Citrus Grove PAGE 23 Little Havana, Miami 6. MAINTENANCE Maintain existing infrastructure. Much of the existing infrastructure has been poorly maintained A. REPAIR CROSSWALKS Re -stripe crosswalks that are faded B. RE -STRIPE FADED STOP LINES C. REPLACE MISSING OR FADED SCHOOL ZONE SIGNS Little Havana, Miami D. PLANT EXISTING PLANTERS Replant empty curb extension planters • SW 4th Street • SW 3rd Street • SW 2nd Street • NW 6th Street • NW 19th Avenue 7. REDUCED SPEEDS Implement 25mph on all local roads. PM • ZiA...11J; kxe. • ‘;it PAGE 25 REVIEW PROCESS + ENFORCE The City will need to establish guidelines for prioritizing and managing improvements. It is recommended that the following policies be incorporated into the City's workflow and adopted by each department. In addition, we recommend the following approval process. APPROVALS + IMMEDIATE ACTIONS: 1. Determine criteria checklist and approval process. 2. Draft PPZ boundaries for adoption in Miami 21 (the City's zoning code). 3. Develop work plan matrix of projects 4. City Commission approval of boundaries and report. 5. Create matrix of PPZ project improvements and break down by initiative. 6. Make Pedestrian Priority Zone a capital project 7. Perform site reconnaissance for each initiative to confirm need 8. Develop work plan matrix for each project and timeline 9. Coordinate approval process with DTPW Coordinate with FDOT State Safety Office for improvements on State Roads. ViENT • ESTABLISH A LITTLE HAVANA PPZ OVERSIGHT COMMITTEE: The PPZ oversight committee will review potential new roadway improvement projects. The committee can be fulfilled by internal staff or through external representation. If external, the committee should include representatives from the Transportation Planning Organization, Healthy Little Havana Board, School Board, Miami Senior High School, Citrus Grove Elementary or Middle Schools, Riverside Elementary and may also include representatives from local Charter Schools and Magnet schools and residents within the PPZ boundaries. • ESTABLISH REVIEW PRIORITIES. All projects should exhibit the following characteristics: o Prioritize Walking as a Mode: Give the same priority to walking as is given to other transportation modes. Walking is an efficient transportation mode for most short trips and can be easily linked with transit to significantly increase trip distance. o Accessibility: Pedestrian facilities in Little Havana should meet accessibility requirements and provide safe, convenient, and interconnected transportation networks. People who cannot or prefer not to drive should have safe and efficient transportation choices to school and parks. o Going Beyond Minimum Design Standards: Design walking facilities beyond the minimum standards and anticipate likely future demand for walking facilities to accommodate future pedestrian improvements. • IMPROVEMENTS DURING MAINTENANCE PROJECTS: Make facility improvements for pedestrians during resurfacing and other maintenance projects. All of the policy recommendations below should be implemented immediately. All of the design and construction recommendations should be triggered by planned maintenance and resurfacing by City of Miami, Miami Dade County or Florida Department of Transportation. Little Havana, Miami PAGE 27 II. PURPOSE & SCOPE PURPOSE A Pedestrian Priority Zone (PPZ) is a designated area that prioritizes pedestrian safety over vehicle movements and encourages safe pedestrian movement. PPZs are particularly appropriate for areas with high instances of pedestrian crashes and fatalities. The initial need to develop a Pedestrian Priority Zone ordinance for Little Havana was first identified in the City of Miami's 2016 Bicycle and Pedestrian Plan for Little Havana. The purpose of this report is to document specific needs and provide recommendations for PPZ boundaries and standards to enhance pedestrian safety in Little Havana. The standards shall be incorporated into the City's workflow for all new roadway construction and private developments in Little Havana and the PPZ boundaries shall be officially adopted by the City. NEED The entire Little Havana Community will benefit from the outcomes of the Pedestrian Priority Zone as it will enhance the neighborhood's overall walkability. The neighborhood is within City of Miami and has the highest concentration of Hispanics (92%) (City of Miami NET office website) and many immigrants from Central and South America and the Caribbean. The majority (55%) speak little to no English. There is a total population of 76,000 and nearly 49,000 family households with over a fifth of households having children (11,421) . The median income in Little Havana is $15,213, well below the City average of $ 31,051 and with a poverty level of 34%. Little Havana also has one of the highest concentrations of older adults and households without a car, which rely on active or assisted transportation modes. The 2019 report "Dangerous by Design", published by Smart Growth For America, stated that there is a higher rate of pedestrian crashes in low income and minority communities, like Little Havana " while traffic deaths impact every community in the United States, states and metropolitan areas across the southern continental United States, older adults, people of color, and people walking in low-income communities bear a higher share of this harm." This statement is validated by FDOT pedestrian crash data, which demonstrates 12 pedestrian fatalities and 293 total crashes from 2012-2016. In fact, Little Havana has the greatest incidents of pedestrian crashes in the County and is a priority for FDOT. The PPZ would help to reduce these pedestrian injuries and fatalities by creating new standards for street design that enhance walkability with better crossings, sidewalks and mid -block crossings. New roadway projects in Little Havana, would be required to meet these new standards. In addition, the PPZ would provide the rationale and policy language to retrofit existing streets and seek funding from FDOT through their Transportation Alternative Program. The PPZ aligns with Healthy Little Havana's (HLH's) Community Action Plan Strategy PR 4, which calls for "Safe and accessible routes for pedestrians and cyclists to parks and schools. In addition, the PPZ was also identified in the City's 2016 Little Havana Bicycle Pedestrian Mobility Plan and stated the need to prioritize pedestrians and access to transit over other modes during project prioritization and decision -making in Little Havana because non -motorized transportation is vital to the economic, social, health, and mobility well-being of the community. Furthermore, "Dangerous by Design" ranked Florida # 1, Miami/Fort Lauderdale/ WPB metro area # 14 as the most dangerous places for walking. PROCESS The foundation of the project has been outreach and collaboration which has directed and shifted the project approach in terms of the approval process, regulatory requirements and the type of recommendations. Through this multi -agency partnership, our team has had access to new partners at FDOT, the County and the City of Miami. In addition to the outreach and coordination, our team researched existing regulatory standards from the Manual of Uniform Traffic Control Devices (MUTCD), AASHTO and the Florida Design Manual and case studies for PPZs locally and across the country. We also conducted a needs assessment through GIS mapping of current Little Havana infrastructure and through multiple windshield surveys and site visits to determine PPZ elements that would be beneficial to the neighborhood. In drafting the needs assessment and policy recommendations, MHCP COLAB is working with the Healthy Little Havana board of directors to determine the measurements for the health impacts of this project. The Media Plan has been designed to educate the community on the importance of the PPZ and to engage the community to support the policy recommendations and provide additional input. Through this report's adoption and approval by the City Commission, the City can begin to incorporate the recommendations into their workflow for capital improvements and for private development through Planning and Zoning and Public Works. They can also solidify agreements with the County in terms of traffic review and approvals and adopt the PPZ boundaries and recommendations in their code of ordinances and Miami 21 (the City's zoning code). Finally, with the report's approval, the City can pursue State and Federal funds to develop an Action Plan and project lists. The decision to focus the PPZs around schools, also creates opportunities for further collaboration with FDOT through their Safe Routes to Schools program and to trigger special allowances for infrastructure in school zones in the Manual of Uniform Traffic Control Devices, which is the Federal regulatory manual which the City and County follow. PARTNERSHIPS As the intended outcome is a policy change which will impact all residents of the Little Havana neighborhood, all 76,000 residents will be served by this project. Direct participation in crafting the project has come from the two (2) Community Liaisons who are part of the project team and disseminate the information about the PPZ to community. The Community Liaisons are active Little Havana residents who have conducted site visits, prepared site visit surveys to summarize observations, helped to develop PPZ boundaries and identify needs, reviewed recommendations and confirmed solutions, attended meetings with City, County and State agencies and represented the project at committee meetings. The greatest risk to this project's success is resistance from the Commission or the City to this ordinance. Strategies to overcome the risks include starting the process with the City manager and the City Commissioner so that they can PAGE 29 direct their staff to work with us and presenting the PPZ concept elements. Therefore, additional input and participation have come from numerous discussions with FDOT, County Department of Transportation and Public Works, the City of Miami Commissioner, the County Commissioner, Deputy and Assistant City Managers, City Public Works, City Planning and Capital Improvements. This participation has helped to shape the recommendations and identify the best process for approving recommendations through multiple agencies. It has also provided an opportunity to use the Little Havana PPZ as a test case for future pedestrian improvements within the City. Our team also used input from previous community outreach efforts to inform our recommendations. These included the desire for more active zones around Citrus Grove Elementary and Middle Schools to encourage more play and facilitate a safe walking environment and the need for better sidewalks and crosswalks around Henderson Park. Residents surveyed were in agreement that the sidewalks, in particular, were, and are in poor condition with little shade. PERFORMANCE MEASURES Data points to measure the overall impacts of the PPZ would be crash data which is collected from FDOT annually. Additionally, we can measure the number of PPZ projects built annually and set a 5 and 10-year goal. The impacts will be both short-term long-term and will result in fewer pedestrian crashes, injuries and fatalities as new projects are constructed, number of crosswalks built, percentage of compliant curb ramps and tree canopy. PEDESTRIAN CRASHES 2012-2017 (5-YEAR TREND) 293 crashes and 12 fatalities o le :+' South Fork. Park 44) 0 Citrus Grove Elementory Citru., t'arnvr. Midrile • COtantyAaadilc�rium 'Glen R::_v 3I Park } International St, ,dies Viirrtt .al Academy Pedestrian Crashes with Vehicles Less Than 5' Wide Sidewalk 5'-8' Wide Sidewalk More Than 9' Wide Sidewalk 0 Miami Senior High • • MS E.G.EGIIISewell Park Grove Park (MedianStrip) ,4y.arZer114Stmmi 461 W 7111 Sk iSL7nt-htmm.... Unnamed Park.(NW 96th Ave) ports Leadership and Management(SLAM) CHS 4ring Garden r, kh.5r mittliArdiSth st Frederick Douglass E'en' Henry Reeves Perk NW Hth S4 0range,Ba iI I laygrarand Plaza de • Former Region Offfi eiWarehouse • BridgePrep Academy Inte_ramerican • I Maximo Gunnel -Pak -eV— 1111— . • 311 H2 `njtierson vark in O Charter,High,School of theAmericas ater Academy East High School Ernesto Lecuonga Park Young Women' s reparatory Acad my • Riverside Elementary Riwersitle Park O . 3ha Charter of Excellence {ACE; Riverside i4fAda Merritt K▪ -I3 Center -,� — 0 • • • Data Source: FDOT Created by: MHCP Colab Funded by: Health Foundation Al MHCP COLAB • • ghl HEALTH FOUNDATION of south florida PAGE 31 III. CRASH DATA CURRENT & HISTORIC Little Havana has the highest incidents of pedestrian crashes in Miami -Dade county. Between 2012-2017 (5-year trend) there were 293 pedestrian crashes and 12 fatalities WHAT THE CRASH DATA SHOWS The Department of Highway Safety Motor Vehicle (DHSMV) collects crash data for any collision that involves a vehicle on State and non -State roads. This includes crashes that involve pedestrians. The data also includes information about the people involved in the collision, the condition of the road, the circumstances of the crash, location and movement. The Florida Department of Transportation (FDOT) confirms all crash data on State roads only (SSO), but provides both on and off State road (non-SSO) data to the public. The data for the entire state of Florida and the raw data can be sorted by County and City. For the Little Havana analysis, crash data was assembled from raw data files provided by FDOT for the most current five years of SSO and non-SSO DHSMV data. Crash data for Miami Dade County and City of Miami was extracted from each of the databases and then further sorted for crashes involving pedestrians only. The data was then mapped usingArcGIS to give a visual summary of crash locations and intensity. According to FDOT anneal crash data for both State and non -State roadways for the years 2012, 2013 and 2014, there were 174 pedestrian crashes in Little Havana and three fatalities. Based on SSO crash data provided by FDOT, there were 63 crashes in 2015 and two fatalities. And there were 56 crashes in 2016 with seven fatalities. This is a total of 293 crashes and twelve fatalities over a five-year period from 2012 to 2017. FLAGLER STREET CRASH DATA SINCE RECONSTRUCTION FDOT has also been collecting crash data following Flagler Street's reconstruction from January 1, 2019 to November 30, 2019. Improvements to crosswalks and sidewalks have not had the effect anticipated and safety has not increased as anticipated. It is not yet clear why. Since the roadway redesign and construction, there have been seven pedestrian crashes in eleven months. Flagler Street from NW 27th Avenue to NW South River Drive Pedestrian Crash Data (January 1, 2019 to November 30, 2019) Legend Pedestrian Crashes nj City Line GrOvE. Park E InlentaN NW' 71r, NW* 5tr, SI W Superior > < Park .-. N,S 151 Ter:I: ,-..1 N...'sk' ., SI St :7-:,.. :.-- ,- NW I lagle, Ter 14 4 17' Flagler st kliann Senic.: C•.` S.: • High Idlewild Park 1837 SW 4th St 2141 SI SW3rd St r (-• -'5thSt Niles 0.25 0.5 n St .968, 2 z .1) 7.- IVV 4tr' z rd St TVA' 2 rd St 2 SW Flanier SW 4th St ,I1 7-7 L--. z Dr. Rafael ' 4th , ',mu; Pal liann NW 1st S * f-sAN '71 SS 3 rr: St 5.th St 61h St 'J. Merritt K 8 Center r— it St - 2rrl St 7.; IFeet 500 1,000 Source: Signal Four Analytics Produced: December 2019 PAGE 33 +SW 8TH'S IGmley }lorn Muttimodal Mobility Study ` Little Havana Figure 9. Pedeslnan Crashes (201)8-2013) SW 7TH ST 4.� Miami -Dade Co..nty, FL Dyer...hew Map 0.5 SE-1 T-S SE 3RD ST nil sr 2016 LITTLE HAVANA BICYCLE PEDESTRIAN MOBILITY PLAN When compared to previous crash data presented in the 2016 Little Havana Bicycle Pedestrian Mobility Plan prepared for the City of Miami, between 2008 and 2013, there were approximately 500 reported crashes involving pedestrians. Of these, approximately 135 involved an elderly pedestrian. The geographic area of these crashes included Shenandoah and, thus encompassed a greater area. The crashes are concentrated in the northern half of the study area, between SW 8th Street and NW 7th Street. This coincides with the higher density residential areas. Crashes involving elderly pedestrians tend to occur more on major roadways, particularly those with high Metrobus ridership. This may be because elderly residents in Little Havana are regular transit users, and must cross major roadways to reach their final destination. "4t3 p. fr SPEED LIMIT 30 PAGE 35 WHY ARE THERE SO MANY CRASHES? • Little Havana has a high concentration of pedestrians: Little Havana is a dense neighborhood with a rich culture with an active and high number of pedestrians about all day. • Aggressive drivers persist here: Drivers are overly aggressive towards pedestrians and pedestrians are wary of drivers who don't yield. • The neighborhood is designed to be walkable: Small blocks are good for walking and encourage more pedestrians making them more vulnerable to crashes. " ...while traffic deaths impact every community in the United States, states and metropolitan areas across the southern continental United States, older adults, people of color, and people walking in low-income communities bear a higher share of this harm.". --Dangerous by Design BY THE NUMBERS From 2008 to 2017: Pedestrian deaths increased by t35.4% -1.01\07Qo®� e Qi Vehicle miles traveled increased by t8.1% Walking as a share of all trips increased by less 1 ° * than 1 /o Traffic deaths among motor vehicle occupants decreased by 6.1% DANGEROUS " Smart Growth America BY DESIGN '�""� �.'1� Improving lives 6y improving communities irotto National Complete Streets Coalition DANGEROUS BY DESIGN MOST DANGEROUS PLACES FOR WALKING: Florida #1, Miami/Fort Lauderdale/ WPB metro area #14 Overview of Community Survey 1,148 Participants •Lavern • +in • Lim awl W •Pkv. .. 68% Reported Excellent to Good Dealt'. compared to data amiable Ihraigh the &:1_40°al RH. I u .:i ucLe° vice 9jslemwhich miss 552%d Mimrel7adeCounlyadulls o e p rrsc Iti uscl r: cr rrauRk1errdy sore. Participants who.., Currently Ride T-onso 55% 1 Aocess local businesses by walking and bicycling ir*(ti ■ 57 1 36% Think Little Havana is easy to walk and bike 1 39% Yea IN No rmxhsres +e[td Ib%IK.L7e-0I dre no ervret tsParse3. Would access more local businesses with improved walking and bicycling facilities • I 2% Prc tc.d ay._MPn FrrerrE wish Lr.. rarer LICLi w,ra PAGE 37 IV. COMMUNITY INPUT As the intended outcome is a policy change which will impact all residents of the Little Havana neighborhood, all 76,000 residents will be served by this project. Direct participation in crafting the project has come from the two (2) Community Liaisons who are part of the project team and disseminate the information about the PPZ to community. The Community Liaisons are active Little Havana residents who have conducted site visits, prepared site visit surveys to summarize observations, helped to develop PPZ boundaries and identify needs, reviewed recommendations and confirmed solutions, attended meetings with City, County and State agencies and represented the project at committee meetings. Their participation has been integral to this project's success. SITE VISIT During site visits, our team was able to talk with teachers, principals and crossing guards during morning drop-offandafternoon dismissals who all expressed concern about child safety and especially when crossing the main Avenues including NW 22nd Avenue and NW 12th Avenue, as well as SW 1st Street and West Flagler Street. We have also communicated with the School Board Member for District 6 and opportunities to support FDOT's Safe Routes to Schools program. AGENCY MEETINGS Additional input and participation have come from numerous discussions with FDOT, County Department of Transportation and Public Works, the City of Miami Commissioner, the County Commissioner, Deputy and Assistant City Managers, City Public Works, City Planning and Capital Improvements. This participation has helped to shape the recommendations and identify the best process for approving recommendations through multiple agencies. It has also provided an opportunity to use the Little Havana PPZ as a test case for future pedestrian improvements within the City. PREVIOUS OUTREACH EFFORTS Our team also used input from previous community outreach efforts to inform our recommendations. These included the desire for more active zones around Citrus Grove Elementary and Middle Schools to encourage more play and facilitate a safe walking environment and the need for better sidewalks and crosswalks around Henderson Park. Residents surveyed were in agreement that the sidewalks, in particular, were, and are in poor condition with little shade. The Why Little Havana Matters Community Survey identified that half of those surveyed would access more local businesses with improved walking facilities. These included safer and more secure streets and crosswalks and improved sidewalks with more shade and in better repair. Similarly, nearly half of all participants felt the wider crosswalks were an important element that was missing from the community, and 63% of participants desired more pedestrian friendly streets. The strccts with the greatest need for improvements included Flaglcr, SW and NW 3rd Streets, SW and NW 4th Streets, SW 5th Street, SW 6th Street and SW 13th Avenue. SW 6th Street had the greatest need for safer crosswalks, better maintained sidewalks and general safety. WHERE IS THE GREATEST NEED? FOCUS ON SCHOOLS AND PARKS • High number of schools and three main parks= a lot of children walking. Citrus Grove SW 1st Street f' ri ; :IP ' c jl lli.� i.li + fatlf 1, 1. - SW7th Street :IF . ,y .. :.yV'C 'pr ram" SW8th Street .' 22nd Avenue 17th Avenue 12th Avenue Riverside Elementary ` YWP lien erson 8th Avenue Jose M vti Pa k PAGE 39 V. COM V UNITY OBSERVATIONS & ANALYSIS Based on the input from the Public Space Committee and Board Members, our team chose to observe local schools in terms of pedestrian needs and safety. Representatives from MHCP COLAB, UHP, HLH Board and HLH Community Liaisons, conducted two site visits to observe pedestrian traffic around the schools during morning drop-off and afternoon pick-up. We used a survey instrument which was in English and Spanish, to record our findings in terms of pedestrian safety. The survey included the following questions: PEDESTRIAN ACTIVITY/ ACTIVDAD DE PEATONS 1. What streets have most children walking to school?/ Las calles con la mayoria des ninios caminando a la escuela? 2. Busiest intersections. What type of crosswalk is present? / Las intersecciones con mas peatones? Que tipo de cruce peatones hay? 3. Where are pedestrians and children typically crossing the street?/ Donde crucen los peatons? 4. If crossing midblock then where?/ Si cruzan a media calle, adonde? 5. Dangerous intersections/ Las intersecciones mas peligrosas 6. Dangerous streets/ Las calles mas pelligrosas VISIBILITY/ LA VISIBILIDAD 1. What streets/intersections are most difficult to cross?/ Caales calles/intersecciones son las mas difficiles de cruzar? 2. What streets are most difficult to cross due to low visibility?/ Caales calles son mas dificiles de cruzar por baja visibilidad? 3. Where does on street parking obstruct visibility?/ Donde obstrue la visibilidad el parque en la calle? SIDEWALK CONDITIONS/ LAS ACERAS 1. Identify sidewalks in need of improvement./ Caales aceras necesitan ser mejoradas? 2. Identify the best sidewalks/ Identifica las mejores aceras. 3. Missing sidewalks/ Calles sin aceras? 4. Streets w/too many curb cuts/ Calles con muchos entradas de coches. 5. Which streets have good shade from trees?/ Caales calles tienen bastante sombra de los arboles? 6. Which streets need more shade trees?/ Caales calles neccesitan mas arboles que den sombra? 7. What bus stops/trolley stops can be improved?/ Caales paradas de bus o trolley neccesitan ser mejoradas? RIVERSIDE ELEMENTARY SW 12TH AVENUE Midblock crossing requires crossing guard. PAGE 41 WHAT ARE THE COMMON PROBLEMS? • Lack of landscaping in existing swale areas and curb extensions. • Poor visibility for crossing major collectors (Avenues). • Faded crosswalks needing repainting. • Lack of crosswalks on local streets. • Crosswalks that don't align with curb ramps. • One-way streets encourage higher speeds. • Painted and planted medians are being improperly used as mid -block crossings. SITE VISITS Our team conducted site observations during morning drop-off for Miami Senior High, Citrus Grove Elementary and Citrus Grove Middle Schools between 7am and 9am. We conducted observations during afternoon pick-up for Riverside Elementary, Young Womens' Preparatory, Ada Merritt and Mater between 2:30pm and 4pm. Using the surveys and printed maps, our team walked the perimeter of each zone and noted the different movements of school children and their parents on foot and how car drivers were behaving during drop-off, pick-up and through traffic. PEDESTRIAN BEHAVIOR In terms of behaviors, we noted that cars did not observe the school zone speeds. Many cars did not slow down for children. We also noted that children were being dropped off by cars in the middle of the street and running across lanes of moving traffic, or children were being dropped off on the side of the road by cars and blocking traffic. Lack of midblock crossings and crosswalks creates further dangerous situations for both Riverside Elementary and Citrus Grove Elementary and Middle Schools. Crosswalk to Young Women's Preparatory were safer. Additional descriptions of observations are shared in the following section. Crosswalk and curb Ave traffic. PAGE 43 RIVERSIDE ELEMENTARY Below is a summary of our observations and overall assessment of what solutions are needed to improve pedestrian safety around the schools. SW 12th Avenue is dangerous to cross. • Visibility is poor when crossing from SW 3rd on the east side of SW 12th Ave • The crossing guard was essential for helping children cross. • There are a lot of kids walking to school. Lots of pedestrians. SW 1 st Street • Crossing at intcrscction is good but lacks landscaping. • Few kids walk to Young Women's Preparatory or seem to use the bus. Most are driven in. SW 2nd Street • Crosswalk is too close to intersection of SW 12th Avenue. • Crosswalk and stop line need to be repainted at SW 12th Avenue. SW 3rd Street • SW 8th Avenue (FDOT) is difficult to cross at Riverside Park. A crosswalk is needed at SW 3rd Street. • Crosswalks need to be repainted at Riverside Park and SW 7th Avenue. • Better landscaping needed by Riverside Elementary between SW 12th and 11th Avenues. • SW 5th Avenue is difficult to cross. SW 4th Street • Need crosswalks at SW 4th Avenue to connect to Jose Marti Park. • Centro Mater is very active on SW 4th Avenue with pedestrians, cars and buses. Safety is an issue for pedestrians here. Henderson Park • There are no north/south crosswalks on Flagler at NW l Oth Street, but there is a street light. • There is no north/south crosswalk on Flagler at NW 9th Street. o LIGHT. So CRISPY. i MADE FOR YOU. RIVERSIDE ELEMENTARY @SW 12TH AVENUE Illegal parking for after school pick -up - Safety issue. RIVERSIDE ELE\AENTARY @ SW 12TH AVENUE Poorly pneed crosswalk. PAGE 45 RIVERSIDE ELEMENTARY @ SW 3RD STREET AND 11 TH AVENUE Faded stop bars. YOUNG WO\4EN'S PREP @ SW 1ST STREET This is an active student crosswalk. DAYS 6:3018:45 A !45-4:15PI SW 1ST STREET Need a better landscape buffer to separate pedestrians from traffic. SW 2ND STREET AID 11THAVENUE Crosswalk doesn't align with curb ramp. PAGE 47 YOUNG WO ViEN'S PREPARATORY @SW 1ST STREET Landscape in curb extensions is not being maintained. Trash receptacles are needed here. RIVERSIDE PARK @ SW 3RD STREET SW 8th Street has no crosswalk at SW 3rd Street and is dangerous to cross to access the park. Midblock crossing is between 3rd and 4th Streets. ADA MERRITT @ SW 3RD STREET The sidewalk at Ada Merritt K-8 is well landscaped and buffered. PAGE 49 t1'LE �I+�.i, I 1 11 iVtiwkty�f'1\1111 ��i �1 1 i �' JOSE MARTI PARK @SW4TH STREET SW 5th Avenue is difficult to cross without a crosswalk or stop sign. Ill1111illltlllbl 81 JOSE MARTI PARK @SW 4TH STREET After school program at Mater brings pedestrians and multiple school buses to this active intersection across from the park (SW 4th Street and 4th Avenue. 22ND AVENUE CROSSWALKS • No crosswalk across NW 22nd Avenue at NW 3rd Street only crossing NW 3rd Street. •, Studdnts cross at this painted median. WHEN 1� H C PAGE 51 CITRUS GROVE Citrus Grove includes an elementary school and a middle school which are directly adjacent to one another. School Entrances • The entrance to the Citrus Grove Elementary School is on County Road NW 22nd Avenue and mid -block, but there is no mid -block crossing • Parents are stopping in traffic to drop off children in the morning and blocking a single lane of traffic because there is no crosswalk between NW 7th Street and the midblock crossing between NW 5th Street and NW 4th Terrace- nearly 750 feet. There is no crosswalk and any of the nearest intersections to either school. There is no crosswalk to cross NW 22nd Avenue at NW 3rd Avenue which is the main entrance to the Middle School. • Parents are dropping off kids in the middle of the street. • Pedestrians are using painted medians as pedestrian refuges between NW 4th Terrace and NW 4th Street because there is no crosswalk. This is not a safe place to wait and is not meant for pedestrians. • The street is very wide and there is no parking lane. NW 6th Street • NW 6th Street has a secondary entrance to the school and could be safer for pedestrians. • It is missing a complete crosswalk at NW 22nd Avenue. Double lines, but no ladder. Low visibility and no traffic light. • Need crosswalk at NW 21 st Avenue entrance. • Sidewalk is deteriorated west of NW 20th Avenue. • Curb extensions are not maintained. NW 5th Street • Need crosswalk at NW 20th Avenue. • Curb extensions need to be planted. NW 3rd Street • Missing sidewalk opposite the school on south side of the street between NW 22nd Avenue and NW 21 st Avenue. • Need more plantings and grass on north side of street adjacent to the school. • Crosswalks are faded. CG ELEMENTARY @ f� 22ND AVE Midblock crossings occurring and drop off in the middle of the street is dangerous. W CG ELEMENTARY @ I� 22ND AVE W There is no light or crosswalk to cross NW 22nd Ave at NW 6th Street, at NW 3rd Street or at the entrance to the Elementary School. PAGE 53 III__ IINI�n11�IIII 11114 III111injkillOo CG ELEV\EN 22ND AVE TARY@NW Only one midblock crossing with a HAWK fixture which doesn't directly connect to any entrance. 700' between NW 7th Street and midblock crossing is too far. CG ELEMEN STREET TARY@NW6TH Lacking crosswalk on NW 22nd Ave and NW 6th Street. CG ELEMENTARY @NW 3RD STREET NW 6th Street secondary school entrance lacks a crosswalk. CG MIDDLE @NW 3RD STREET NW 3rd Street missing sidewalk, lacks landscaping and faded crosswalks. PAGE 55 CG V\IDDLE @ IOW 3RD STREET North sidewalk in front of the Citrus Grove Middle School is wide and painted with interactive games. MIA MI SENIOR HIGH SCHOOL FLAGLER STREET CROSSING AT MEDIAN Students are crossing to SW 24th Street before reaching the crosswalk. View from Flagler Street looking west. PAGE 57 MIA V SENIOR HIGH SCHOOL While many of the roads around the perimeter of Miami Senior High School were recently upgraded when the school underwent its renovation, the conditions on Flagler and east of the school on SW 1st Avenue are dangerous. Many students walk east along SW 1st Avenue where there no crosswalks between SW 24th Avenue and SW 17th Avenue. We observed students crossing midblock in several places along SW 1st Avenue. FDOT is currently evaluating the intersection at SW 24th Avenue at our request and will evaluate potential locations for other crosswalks should we request them. Crosswalks should occur where there is a need and also a destination which attracts more people like a restaurant, retail, municipal building or park. • Crossing West Flagler is dangerous. Crosswalk is not wide enough or visible enough at 24th Avenue west side of intersection. • Students are crossing at the median on the east side of 24th Avenue and waiting in the median to cross. This isn't safe. We have asked FDOT to evaluate this crossing. • Generally, all other entrances are easy to access with clear crosswalks and sidewalks and landscaping is in excellent conditions since the school was renovated and expanded. 10 COMMON CRITERIA THAT DEFINE PEDESTRIAN PRIORITY ZONES Below are the ten criteria used downtown and in Miami Beach: 1. Minimum six-foot unobstructed clear pedestrian path 2. Crosswalks on all intersection approaches 3. Curb ramps aligned with sidewalks 4. Posted speed of 25 MPH 5. Reduced lane width 6. Bulb -outs at intersections 7. Automated countdown timers 8. Shaded sidewalks 9. Mid -block lighting 10. No right turn on red PAGE 59 VI. REFERENCES MIAMI BEACH PEDESTRIAN PRIORITY ZONE Locally, there are several examples of Pedestrian Priority Zones (PPZs). Additionally, Miami Dade County's Vision Zero Plan, recommends PPZs in areas with high incidents of pedestrian crash rates. The City of Miami Beach produced 2016 Street Design Guidelines which include standards for Pedestrian Priority Zones for all areas where the combined pedestrian and transit mode share is higher than 40% . The Miami Beach Street Design Guide is meant to be a starting point for engineers, city staff, and citizens in their ongoing work to provide safer streets for Miami Beach residents and visitors, and in the implementation of the 2016 Transportation Master Plan and Bicycle Pedestrian Plans. It is not part of the City's regulatory policy or code of ordinances, however, the City is developing a pedestrian priority zone study which includes evaluating the feasibility of applying the PPZ as defined in the City Design Guidelines and to develop conceptual designs for short-term improvements and costs which implement PPZ concepts. Areas which qualify as PPZs follow more stringent standards for street and intersection design for a safer walking environment. These include: 1. Providing continuous, unobstructed sidewalks with a clear width of 6 feet minimum 2. Aligning curb ramps and sidewalks. 3. All intersections have visible crosswalks of 10 feet in width, longer crossing signals times in consideration of elderly and handicap users and travel lanes with a reduced width of 10 feet. 4. Curb extensions (bulb -outs) at intersections on all arterials, crossings at intervals not to exceed 350', regularly spaced, pedestrian scale lighting, requiring shade trees on all sidewalks, providing shade structures on sidewalk and in building frontage. 5. Limit speed limits to 25 mph max, preferably 20mph; ensure consistent design speed for streets, prohibiting right turns on red, providing green signal turn, providing exclusive pedestrian phase at intersections where the volume of pedestrian crossings is greater than X pedestrians per minute. In addition, corner radii should be no greater than 25 degrees to encourage slow turning movements for automobiles, and shorter crossing distances for pedestrians. Crosswalks should be provided at intervals no less than 350', at locations controlled by traffic control signals, at intersections controlled by stop or yield signs and where judgment dictates the need of a marked crosswalk because of high demand, or to indicate safest path. MIAMI DDA PEDESTRIAN PRIORITY ZONE The Downtown Miami Pedestrian Priority Zone (DPPZ) was initiated to safeguard downtown Miami's unique relationship between land use and multi -modal transportation infrastructure, and to promote safety, health, amenity, economic vitality and general welfare. The DPPZ applies to all public right-of- ways within the downtown and has been adopted into the City's Code of Ordinances. The Downtown Development Authority, which drafted the legislation, is spearheading its implementation as the PPZ is not referenced in other parts of the code or in Miami 21 to trigger implementation measures. Many of the PPZ policies within the ordinance are in process. (1) Provide a minimum six-foot unobstructed pedestrian path at all sidewalks; The DDA conducted an inventory of some streets in 2016 to determine ability to provide a minimum six- foot unobstructed pedestrian path. DDA Urbanism Committcc agreed to support kccping sidewalks open during construction. They need todctcrminc hou tome muuicatcwith building/construction community' pendingchange. PAGE 61 (2) Provide perpendicular curb ramps at all intersections; Every intersection should have curb ramps perpendicular to the path of travel. This is already a Federal mandate. (3) Provide marked crosswalks at all intersections at all four corners and mid -block crosswalks at blocks greater than 400 feet; DDA and the City applied for grants to try to increase crosswalks in Metromover areas. City ofMiami has secured two LAP grants to help realize more crosswalks. FDOT is installing more crosswalks on Biscayne. (4) Provide pre -timed fixed signals at all traffic controlled intersections with a minimum of one second of crossing time for every two and eight - tenths feet of street width. DDA -will workwith the County's Age Friendly Initiative to see if they can advocate for countdown signals in downtown. Nothing has been done yet to implement this initiative. (5) Provide driving lane widths of no more than ten feet, turning lanes of no more than 12 feet, and sharrow lanes of no more than 12 feet; DDA is working with DTPW on new software thatwill identify - opportunities for shrinking lanes to ten feet. (6) Provide sidewalk bulb -outs extending at least 20 feet from crosswalks in either direction at all street intersections and curb radii not exceeding 15 feet; DDA has conducted an inventory of all downtown streets to determine number of new sidewalk bulb -outs and will develop a phasing/priority plan. New developments are already extending curbs and the County is exploring curb extensions in certain areas. (7) Provide broad spectrum (white) mid -block street lighting that ensures a consistent and uniform distribution of illumination on all sidewalks; DDA has conducted an inventory of all downtown streets to determine the number of mid -block lights required for implementation and has developed a phasing/priorityplan. (8) Provide continuous shade tree canopy on all sidewalks with widths ten feet or greater; where sidewalks are less than ten feet wide, require adjacent buildings to have canopies, overhangs and/or other architectural devices that provide shade onto the sidewalk area; Inventory of downtown streets was conducted in 2016. DDA applied with City for agrantfor more street trees. Baywalk Guidelines include shade trees. Next step would be Speakwith City ofPlanningregardingMiami 21 changes to offer incentives. (9) Be designed to and posted at a maximum speed limit of 25 miles per hour. The City has approved 25mph speed limitwith the PPZ. (10) Prohibit "right turn on red" at all intersections. No turn on red will need legislation to be implemented. Prioritization is based on available pedestrian counts. FDOT is implementing no turn on red in new offramps ofI-395 Bridge and the City of Miami is trying to implement a shorter signal cycle that will help pedestrians and motorists. MIAMI DADE COUNTY VISION ZERO Vision Zero is a program to end pedestrian fatalities from car collisions and setting new standards in roadway design and policy to achieve this. Miami Dade County prepared a Vision Zero Plan which proposes the total elimination of all traffic -related deaths and serious injuries by the year 2030. The plan includes specific counter measures to protect pedestrians. Many of these have been considered for the Little Havana PPZ. Common countermeasures that have shown to immediately increase safety across all modes include: PEDESTRIAN PRIORITY ZONE (PPZ): Create PPZs in areas where there is a high concentration of crashes. Elements of a PPZ might include many of the countermeasures described in this section. LEADING PEDESTRIAN INTERVALS (LPI) AND INCREASED CROSSING TIMES: One low-cost method of addressing pedestrian safety at intersections, and a proven Vision Zero tool, is the use of Leading Pedestrian Intervals at signalized intersections and increased crossing times. LPIs give pedestrians a 3-5 second head -start to cross and should be adapted to the needs of the local context. Locations around schools, hospitals, retirement communities, retail districts, etc. should be given greater consideration for crossing times. The current assumption for walk speed of 3.5 feet per second should be re-evaluated. LANE REDUCTIONS (ROAD DIETS): This strategy includesnarrowing the vehicular travel way by eliminating lanes and/or reducing lane widths. The reclaimed space can be used for separated bike lanes, wider sidewalks, landscaping, bus -only lanes, etc. LEFT -TURN TRAFFIC CALMING: Failure to yield right-of-way is a major cause of traffic collisions, particularly at intersections. Left -turn movements comprise most of failure -to -yield crashes. Design countermeasures for increasing safety for turns include: hardened center lines and protected left -turn signals. NO -TURN -ON -RED POLICIES: Locations where there is a high volume of pedestrian and/or bicycle activity should be prioritized for No -Turn -on -Red' policies. These are common in commercial corridors, trail and bike lane crossings, and other areas of high bicycle/pedestrian activity. CURB EXTENSIONS (BULB -OUTS) : Curb extensions are areas at intersections that are converted into expanded sidewalks. They arc typically created by reducing the curb radius of an intersection and sometimes occupy pavement area created by on -street parking Curb extensions reduce the crossing distance for pedestrians and slow turning traffic. This can permit installing traffic control devices closer to the travel lanes where they become more visible (notice the apparent blockage of the Stop sign by the tree and on -street parking Where feasible, this method is also one that can be quickly implemented in a relatively short period of time at moderate cost. PAGE 63 • RECTANGULAR RAPID FLASHING BEACONS R R F B S) : At un-signalized or mid -block crossings, RRFBs are repeatedly flashing lights accompanied by large pedestrian crossing signage). • PEDESTRIAN COUNTDOWN SIGNALS: This on -street display provides information to pedestrians regarding the amount of time available to complete a street crossing. This is a standard requirement on new installations on State roads which should also be adopted by Miami -Dade County DTPW . • PEDESTRIAN SCRAMBLE: This technique allows pedestrians to cross an intersection in any direction while vehicular traffic is completely stopped by a traffic signals. • IMPROVED SIDEWALKS: In conjunction with Road Diets, sidewalk widths can be increased, allowing area to accommodate pedestrians, provide space for landscaping and street furniture, such as benches, and encourage the development of sidewalk cafes, and retail uses. Crosswalks can be marked to raise awareness to the pedestrian. • PARKING RESTRICTIONS/DAYLIGHTING: This treatment, which can also fall under the category of a curb extension, restricts on -street parking adjacent to crossings (both at intersections and mid -block) to increase pedestrian visibility and shorten crossing distances. • STREET LIGHTING: Crosswalks should have adequate overhead lighting. The FDOT has introduced new standards that provide "front - lighting" on pedestrians. Traditional intersection lighting has provided the most intense lighting within the intersection itself, thereby reducing pedestrians to "silhouettes". Providing additional lighting in advance of the crosswalks provides improved awareness of pedestrians. • SPECIAL EMPHASIS CROSSWALKS: Crosswalks can be dramatically improved by including advance -warning signage, ADA accessible ramps, speed tables, pedestrian refuge islands, and/or curb extensions. Mid -block crosswalks are especially improved by these measures. • MEDIAN REFUGE ISLANDS: Whencrossingwideor multi -lane streets, median refuge islands can provide places for pedestrians and bicyclists to cross in two stages. These can be implemented in locations where there may be median space that is unused at intersections. Splitter islands at modern roundabouts are a requirement that serve as refuge islands. At signalized locations, it is important to install additional pedestrian detectors on the refuge island to ensure the two -stage crossing can be accomplished. • Shared Streets: A shared street is a narrow street without pavement markings that is intended for all road users share the entire street. It is typically a slow speed, continuous yield condition and should be used in areas with moderate to high volumes of pedestrian and bicycle activity. RAINIER DRIVE, SEATTLE As part of their Vision Zero initiative, Rainer Drive is an example of one large scale project that utilized solutions which are applicable to the Little Havana Pedestrian Priority Zone. The main solution was narrowing the crossing distances of this four - lane road by adding a bus lane. Below is a list of the elements they employed. One of the poster projects for reconfiguring a collector road to enhance pedestrian safety is Rainier Drive in Seattle, Washington. Rainier Avenue South runs eight miles long within the City of Seattle to the southeast of the center city. As a principal arterials street, Rainier also facilitates regional transportation for cities southeast of Seattle. It is also the highest collision corridor in the city. Between 2005 and 2014, there were nearly 3,600 total collisions along Rainier Ave S. During a 6-month study in 2015, on average, there was 1 crash per day that took 45 minutes to clear. • Built a curb bulb and rebuilt the sidewalk at Rainier and Holly near the Southeast Seattle Senior Center • Re -striped sections of Rainier Ave S to add bus lanes • Optimized the signal timing to better coordinate the signals • Added leading pedestrian intervals which make for better (and safer!) crossings for pedestrians • Repainted the crosswalks and added reflectors to lane lines and stop signs so they stand out more • Extended the 25 mph speed limit north from Rainier Beach to Rainier and Kenyon • Adding a rainbow crosswalk and upgrading the signal to add northbound and southbound left turn arrows at Rainier and Holly (planned for 2020) • Re -striping to add bus lanes and a center turn lane and reduce travel lanes throughout project area (planned for 2020) The first mile was designed and constructed in 2016 which reduced the roadway from 4 to 3 lanes and with the following positive results: • Overall collisions decreased by 15%. Injury collisions decreased by 30% and collisions with people walking and biking were down 40%. • The percent of drivers speeding decreased by just over 1/2 in the northbound direction and almost 1/3 in the southbound direction. • During the PM peak commute, southbound buses were traveling the corridor about 1 minute faster. Transit travel times during the morning peak hours increased slightly (2 seconds). PAGE 65 LOWER SAN FRANCISCO CLIMATE ACTION AND PEDESTRIAN MASTER PLAN The Lower San Francisco Climate Action and Pedestrian Master Plan recommends pedestrian improvements throughout the City including closing the key pedestrian network gaps, programmatic improvements, as well as specific site improvements. Many of the recommendations are applicable to the Pedestrian Priority Zone for Little Havana. These recommendations are described below. SOLUTIONS FOR REDUCING SITE DISTANCE BARRIERS: • Pedestrian Bulb -outs extend sidewalks into the street to create shorter crossing distances for pedestrians and smaller vehicle turning radii at intersections. • Curb extensions/pedestrian bulb -outs should not extend into the bicyclist line of travel to avoid impeding bicyclists and motorists. This can be achieved by designing the bulb -out width to be the same as the adjacent on -street parking (7-8' for parallel parking, or wider as necessary at locations with angled parking). They may also require removal of on street parking. • Landscaping within bulb -outs can further enhance the character and comfort of the pedestrian realm. Bulb -outs may also create space for pedestrian amenities or bicycle parking. Bulb -outs typically range in cost from between $10,000-50,000 per corner. • Bulb -outs already exist in Little Havana, but they lack landscaping which has created unattractive spaces which are barren and often filled with trash and bulky household items. SOLUTIONS FOR SIDEWALK IMPROVEMENTS: Two types of sidewalk improvements are recommended: those that fill in the gaps where sidewalks do not currently exist, and those that improve existing sidewalks that do not meet ADA standards. • ADA sidewalk regulations specify that routes with less than 1.525 meters (60 inches, or 5 feet) of clear width must provide passing spaces at least 1.525 meters (60 inches) wide at reasonable intervals not exceeding 61 meters (200 feet), and a 5 feet by 5 feet turning space should be provided where turning or maneuvering is necessary. At locations where obstacles are blocking the sidewalk, the obstacles should either be removed, or the sidewalk should be widened to provide sufficient width for ADA access. • Future development should require sidewalks on both sides of the street to maximize connectivity to existing and future pedestrian facilities. INTERSECTION CROSSING TREATMENTS: • Intersections should be designed to enable access for all users. Best practices include providing uniform crosswalk markings, providing high visibility crossing treatments at high risk High visibility crosswalk striping with refuge islands in Bordeaux, France un-signalized crossings, providing pedestrian countdowns at signalized intersections, and providing pedestrian islands or median tips. • At stop controlled intersections, replace all crossings marked with a stop bar and the word "STOP" with the uniform crosswalk treatment identified by the City. At signalized intersections, all crossings are legal and should be marked. If the City chooses not to mark a crosswalk, the crossing should be closed to pedestrians with a barrier and signage directing them to the closest legal crossing. • Crossings near schools should be marked in yellow to designate that they are located in a school zone. Additional crossing treatments may be applied in school zones to ensure safe crossing of students or at other un-signalized crossings designated as high risk areas. This may include advanced yield lines, commonly referred to as "sharks teeth", advanced stop bars, pedestrian signage, or flashing beacons. • Refuge islands provide a space in the middle of an intersection for pedestrian to comfortably wait until traffic clears and they can finish crossing the intersection. The minimum recommended width for a median island is 5-8 feet based on the average roadway speed. CURB RAMPS: Bi-directional curb ramps (i.e., two ramps per corner) are preferred whenever possible, to direct pedestrians into a crosswalk instead of diagonally into the intersection. Curb ramps should be provided at all intersections where they are currently missing in order to provide an accessible pedestrian network. This is important not just for people with disabilities, but for people with strollers, children and seniors. SPECIFIC POLICY MEASURES: The following policy measures are applicable to Little Havana and have been incorporated into the PPZ recommendations. • Focus pedestrian safety improvements measures at hot spot collision locations, and around schools and senior facilities, as children and seniors are disproportionately represented in pedestrian collisions. • Install pedestrian amenities including street furniture, street trees and wayfinding and destination signage in commercial areas, transit hubs and other major destinations. PAGE 67 • Construct pedestrian facilities in accordance with a prioritized list of facilities and transit hub locations. • Maintain sidewalks, marked crossings, pedestrian traffic control devices and paths as a high priority. • High Visibility Crosswalk Stripping- FHWAApproved In areas with high pedestrian volumes and where land uses may generate significant pedestrian activity (at least 15 pedestrians/hour), high visibility striping is a tool that brings attention to pedestrians crossing typically at an uncontrolled or mid -block location and helps to direct pedestrian traffic to specific locations. It should be used in combination with other design treatments, like refuge islands, bulb -outs, and other active device enhancements for roadways with more than four lanes or speeds over 40 mph. There are several treatments for high visibility markings, including the ladder, continental, and zebra designs. Curb ramps aligning with crosswalks in Great Barrington, MA Vil. POLICY & REGULATORY REQUIREMENTS FEDERAL STANDARDS There are several federal standards which govern roadway design and traffic control devices. These are described below. + FUNCTIONAL CLASSIFICATION Functional classification is the grouping of highways by the character of service and connectivity they provide. Functional classification categorizes streets according to their ability to 1) move traffic, and 2) provide access to adjacent properties. Federal, State and Local transportation agencies use functional classification for roadway design. Arterials carry heavy volumes of traffic for employment, as well as the movement of goods and services. Arterial roadways provide for regional movement; travel to destinations outside the City; and for non -local traffic through traffic. These are typically major highways like 836 and I-95. Collector facilities serve an intermediate function to distribute traffic between regional arterial facilities and local roadways. These include most of the state roads in Little Havana — SW 8th and 7th Streets, West Flagler and SW 1st Street and the main north/south roadways including NW/SW 27th Avenue, NW/SW 22nd Avenue and NW/SW 12th Avenue. Local streets, in turn, serve as site -specific routes for each end of a trip. These are local streets which connect to collectors. + UNITED STATES DEPARTMENT OF TRANSPORTATION Additional policy has been developed to address pedestrian and bicycle infrastructure. The US Department of Transportation's policy is to incorporate safe and convenient walking and bicycling facilities into transportation projects. Every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems. Because of the numerous individual and community benefits that walking and bicycling provide — including health, safety, environmental, transportation, and quality of life — transportation agencies are encouraged to go beyond minimum standards to provide safe and convenient facilities for these modes. PAGE 69 MANUAL OF UNIFORM TRAFFIC CONTROL DEVICES (MUTCD) The MUTCD sets the national standard for the design and application of traffic control devices including roadway markings, traffic signs, and signals. The Federal Highway Administration oversees application of the MUTCD. The State of Florida chooses to adopt the Federal MUTCD as its manual for signs, pavement markings, and traffic control devices. All municipalities must follow the procedures and policies set out in the Manual on Uniform Traffic Control Devices (MUTCD). Traffic control devices include traffic signals, traffic signs, and street markings. The manual covers the placement, construction, and maintenance of devices. Under the guidelines, all devices must • fulfill a need • command attention • convey a clear, simple meaning • command the respect of all road users • give adequate time for proper response The MUTCD emphasizes uniformity of traffic control devices to protect the clarity of their message. A uniform device conforms to regulations for dimensions, color, wording, and graphics. Uniformity also means treating similar situations in the same way. MUTCD STANDARDS FOR CROSSWALK MARKINGS AT SCHOOLS There are also special regulations for crosswalk markings as schools in the 2009 MUTCD. SECTION 7C.02 CROSSWALK MARKINGS + GUIDANCE 01 Crosswalks should be marked at all intersections on established routes to a school where there is substantial conflict between motorists, bicyclists, and student movements; where students are encouraged to cross between intersections; where students would not otherwise recognize the proper place to cross; or where motorists or bicyclists might not expect students to cross. The school route plan, developed in a systematic manner by the school, law enforcement, and traffic officials responsible for school pedestrian safety, should consist of a map showing streets, the school, existing traffic controls, established school walk routes, and established school crossings. The type(s) of school area traffic control devices used, either warning or regulatory, should be related to the volume and speed of vehicular traffic, street width, and the number and age of the students using the crossing. 09 School area traffic control devices should be included in a school traffic control plan. 02 Crosswalk lines should not be used indiscriminately. An engineering study considering the factors described in Section 3B.18 should be performed before a marked crosswalk is installed at a location away from a traffic control signal or an approach controlled by a STOP or YIELD sign. 03 Because non -intersection school crossings are generally unexpected by the road user, warning signs (see Sections 7B.11 and 7B.12) should be installed for all marked school crosswalks at non -intersection locations. Adequate visibility of students by approaching motorists and of approaching motorists by students should be provided by parking prohibitions or other appropriate measures. Guidance: 02 School walk routes should be planned to take advantage of existing traffic controls. 03 The following factors should be considered when determining the feasibility of requiring children to walk a longer distance to a crossing with existing traffic control: A. The availability of adequate sidewalks or other pedestrian walkways to and from the location with existing control, B. The number of students using the crossing, C. The age levels of the students using the crossing, and D. The total extra walking distance. PAGE 71 STATE REQUIREMENTS Roadways is Little Havana are C4 Urban General. C4 is described as a mix of uses set within small blocks with a well-connected roadway network. May extend long distances. The roadway network usually connects to residential neighborhoods immediately along the corridor or behind the uses fronting the roadway. + FDOT DESIGN MANUAL (FDM) This Florida Department of Transportation (FDOT) Design Manual (FDM), sets forth geometric and other design criteria, as well as procedures, for FDOT projects. The information contained herein applies to the preparation of contract plans for roadways and structures. + COMPLETE STREETS FDOT has created a policy and guidance document to support Complete Streets for state roadways according to context classification system. Complete Streets are context -sensitive and require transportation system design that considers local land development patterns and built form. Projects are uniquely planned and designed to be in harmony with the surrounding land use characteristics and the intended uses of the roadway according on of eight context classifications. This Complete Streets Policy is integrated into the Department's internal manuals, guidelines and related documents governing the planning, design, construction and operation of transportation facilities. The criteria in this manual represent requirements for the State Highway System which must be met for the design of FDOT projects unless approved Design Exceptions or Design Variations are obtained in accordance with procedures outlined in this manual. Roadway and structures design is primarily a matter of sound application of acceptable. + SAFE ROUTES TO SCHOOLS Florida Safe Routes to School (SRTS) is a statewide program, funded by the Florida Department of Transportation, whose goal is to make it safer for children to walk and bicycle to school. Projects may include planning, design, and construction of infrastructure -related projects that will substantially improve the ability of students to walk and bicycle to school. The following types of projects are eligible for Safe Routes to School funds under Florida Guidelines: Pedestrian Facilities: Includes new sidewalks and other pathways, sidewalk widening and sidewalk gap closures, all on the public right of way. All of these facilities must include Americans with Disabilities Act (ADA) ramps and meet other ADA requirements. Short pedestrian bridges may be able to be funded. Improvements to routes leading to bus stops. Traffic Control Devices: Includes new or upgraded marked crosswalks, pavement markings, traffic signs and signals, flashing beacons, bicycle -sensitive signal actuation devices, pedestrian countdown signals, pedestrian activated signal upgrades, and all other pedestrian and bicycle related traffic control devices. Generally these are included as part of a larger bicycle or pedestrian facility project instead of as stand-alone projects. + COUNTY REQUIREMENTS The County has exclusive jurisdiction over all traffic engineering within of Miami -Dade County except for state and federal highways. This includes planning, installation, operation and maintenance for all traffic control devices -- signals, signs, markings and street name signs on all public streets and is described in Sec. 2-95.1. - Traffic and Transportation Department created; duties, powers. The County is also responsible for installing, maintaining and replacing all signs, signals and markings, as well as designating street use and traffic regulations. The County determines and designates arterial streets, residential streets, parkways, play streets, bus streets, scenic routes, bus routes, truck routes, one-way streets, alleys, service roads, speed zones, stop signs, crosswalks, safety zones, truck loading zones, passenger loading zones, taxi zones, bus loading zones, no -parking zones, restricted parking zones, time limit parking zones, school crossing zones, automatic signal devices, pedestrian signals, channelization, pavement markings, warning signs, yield right-of-way signs, advisory speed signs, turn restrictions, regulation and routing of overweight vehicles. Warrants The federal MUTCD establishes warrants for the use of some traffic control devices. The FDOT Traffic Engineering Manual provides statewide guidance on a range of traffic engineering applications, including intersection traffic control devices. PAGE 73 SUMMARY OF INDUSTRY STANDARDS The National Association of City Transportation Officials (NACTO) is an association of 81 major North American cities and transit agencies formed to exchange transportation ideas, insights, and practices and cooperatively approach national transportation issues. Its mission is to build cities as places for people, with safe, sustainable, accessible, and equitable transportation choices that support a strong economy and vibrant quality of life. They are a resource for the best roadway design solutions and their policies are recognized at the Federal and State levels. Below are some of the design solutions which may be applicable to Little Havana. + OTHER TRAFFIC CONTROL DEVICES In -Pavement flashers This enhanced treatment helps to improve the visibility of pedestrians at uncontrolled crosswalks. In -pavement markers are lined on both sides of a crosswalk, often containing an amber LED strobe light. They can either be actuated by a push-button or using remote pedestrian detection. Flashing Beacons This treatment enhances driver visibility of pedestrians by installing flashing amber lights either overhead or on apost-mounted sign before avehicle approaches the crosswalk or at the crossing Pinchpoints or Curb Extensions Curb extensions may be applied at midblock to slow traffic speeds and add public space. When utilized as a traffic calming treatment, mid -block curb extensions are referred to as "pinchpoints" or "chokers". Curb extensions visually and physically narrow the roadway, creating safer and shorter crossings for pedestrians while increasing the available space for street furniture, benches, plantings, and street trees. They may be implemented on downtown, neighborhood, and residential streets, large and small Curb extensions have multiple applications and may be segmented into various sub- categories, ranging from traffic calming to bus bulbs and midblock crossings. Two-way Street or Yield Street 2-way streets, especially those with narrower profiles, encourage motorists to be more cautious and wary of oncoming traffic. 2-way yield streets are appropriate in residential environments where drivers are expected to travel at low speeds. Many yield streets have significant off-street parking provisions and on -street parking utilization of 40-60% or less. Midblock Crosswalk Midblock crosswalks facilitate crossings to places that people want to go but that are not well served by the existing traffic network. These pedestrian crossings, which commonly occur at schools, parks, museums, waterfronts, and other destinations, have historically been overlooked or difficult to access, creating unsafe or unpredictable situations for both pedestrians and vehicles. Designers should study both existing and projected pedestrian volumes in assessing warrants for midblock crossings to account for latent demand. Narrowing the corner turning radius at intersections slows the speed of cars and makes it safer for people to cross. Corner Radii Corner radii directly impact vehicle turning speeds and pedestrian crossing distances Minimizing the size of a corner radius is critical to creating compact intersections with safe turning speeds. While standard curb radii are 10-15 feet, many cities use corner radii as small as 2 feet. In urban settings, smaller corner radii are preferred and actual corner radii exceeding 15 feet should be the exception. PAGE 75 VIII. PREVIOUS STUDIES + LITTLE HAVANA BICYCLE/PEDESTRIAN MOBILITY PLAN According to the study, pedestrians generally have a good walking environment. The high level of service can partially be attributed to generally wide sidewalks that are separated from traffic by either on -street parking or other types of buffers, and shade -providing trees. The following criteria are used for measuring pedestrian level of service (PLOS): Existence of a sidewalk Lateral separation of pedestrians from motorized vehicles Motorized vehicle volumes Motorized vehicle speeds The majority of main roadways within Little Havana have a PLOS of C. Less than one percent of major roadway segments within the study area that have a PLOS of A or F. The study also recommends twenty-one specific projects to enhance pedestrian and bicycle mobility in Little Havana. Several of these projects are relevant to the Pedestrian Priority Zone (PPZ) and have been incorporated in the overall PPZ policy and project recommendations. Below is a description of these relevant project recommendations. Project #2: Proposed Neighborhood Greenways Neighborhood greenways incorporate avariety of elements including shared lane markings, traffic calming, and bike route and wayfinding signage to provide a comfortable and low -stress environment that encourages the use of non -motorized modes of transportation. The following segments are within the Little Havana neighborhood and are candidates for neighborhood greenways: SE Quadrant: o SW 3rd Street SW 14th Avenue to SW 4th Avenue o NW/SW l Oth Avenue NW 7th Street to SW 13th Street o SW 7th Avenue South River Drive to SW 11th Street o SW 5th Avenue SW 12th Avenue to West Flagler Street a Existing 10 Traffic Circles Paved Path Bike Lanes Miami Cade Greenways Shared Lane Markings Funded -LE Bike Lanes = Paved Paths " 3RL Sf -A 4TI I ST 'I'. =s sw 7TH.51_ cif) 8H si - Proposed 0 Roundabout SW 8 St Crosswalk Crosswalk Traffic Calming Intersection Neighborhood Greenway Crossing Neighborhood Greenway Express Bus Corridor Right -Siding FDOT Complete Street ▪ 1 Shared Bus -Bike Lane ▪ 1 Bicycle Lane Pedestrian Priority Zane :o co rn Yt i Diagram of proposed improvements from 2016 Bicycle and Pedestrian Mobility Plan including Neighborhood Greenways. PAGE 77 NE Quadrant: o NW 3rd Street NW 27th Avenue to South River Drive o NW 4th Street NW 14th Avenue to NW 8th Avenue o NW/SW l 0th Avenue NW 7th Street to SW 13th Street o SW 7th Avenue South River Drive to SW 11th Street NW Quadrant: o NW l lth Street/NW 14th Court NW 27th Avenue to NW 7th Street SW Quadrant: o NW 25th Avenue NW 7th Street to SW 6th Street o SW 16th Avenue West Flagler Street to SW 8th Street o SW 19th Avenue NW 3rd Street to South Dixie Highway o SW 15th Avenue West Flagler Street to SW 8th Street o SW 14th Avenue NW 7th Street to SW 8th Street o SW 13th Avenue West Flagler Street to SW 8th Street Project # 3: Safe crossings Provide crosswalks and signage at intersections where a neighborhood greenway meets with a major roadway. These neighborhood greenway intersections include crosswalks, aesthetic treatments, and safety features such as rectangular rapid flashing beacons (RRFBs) and lighting. o At un-signalized intersections < 12,000 AADT: o Marked crosswalks and warning signs o At un-signalized intersections > 12,000 AADT: o Marked crosswalks and warning signs o State law crosswalk signage o Rectangular Rapid Flashing Beacons (RRFB) o Median refuges where feasible Project # 6: Pedestrian Priority Zone Adopt a Little Havana Pedestrian Priority Zone designation within the area bounded by SW 8th Street in the south, the Miami River in the north, SW 22nd Avenue in the west, and SW 2nd Avenue in the east. Adopt the Pedestrian Priority Zone through local government ordinance. Coordinate with the City of Miami, Miami -Dade County, and FDOT to support implementation of the Pedestrian Priority Zone principles through project design. • Prioritize pedestrians and access to transit over other modes during project prioritization and decision -making to recognize that the Little Havana area is a unique setting where non -motorized transportation is vital to the economic, social, health, and mobility well-being of the community and a particularly viable transportation solution • Roadway studies and projects must consider all modes and provide improvements for all modes • Improvements to motor vehicle traffic flow must be designed in such a way that does not compromise pedestrian safety • Pedestrian priority zone principles include o maintaining appropriate clear sidewalk width for pedestrian travel, o aligning curb ramps with sidewalks, o requiring crosswalk at all intersections, o increasing pedestrian crossing times beyond the minimum, o reducing travel lane widths, o providing shade for sidewalks, o reducing speed limits, and o eliminating right -turn -on -red in dense pedestrian corridors Slap: Litile Havana urpierstccd ltrfaugh iI designaV n by street t type. (Sal ir.: Pluwrtiia Cosign) GREEN STREETS STUDYMEA NEMGH BORHOOD STREETS - COMMUTER SIREE s PAGE 79 Gaphie: Concept ug fefldefirigs 0I al-16mef1greet hat priegtire peduir nfttrycle sit ty.(Source:F1usurtia Deis nl + LITTLE HAVANA MI IMPORTA SUMMARY OF RELEVANT FINDINGS The Little Havana Mi Importa Plan includes a section on mobility to support Little Havana as a multi -modal neighborhood. The section objectives that relate to the PPZ include: (1) (2) (3) Create an efficient and convenient multi -modal transportation network Increase pedestrian and bicycle safety Improve public transportation and increase transit ridership In terms of bicycle and pedestrian safety, the plan identifies several recommendations which are relevant to the PPZ. These are described below. The plan also suggests a hierarchy of streets which has been incorporated into the PPZ policy recommendations along with the recommendations from the Bicycle Pedestrian Mobility Plan for neighborhood greenways. Not all of the recommendations meet the Federal standards for roadway design, but the hierarchy provides a system for considering how streets could function to enhance walkability. GREEN STREETS, like neighborhood greenways provide local access for automobiles with parking ad slower speeds. NEIGHBORHOOD STREETS are envisioned as one-way with parking on both sides. They are a single lane with a bike lane, curb extensions at intersections and decreased curb radii. COMMUTER STREETS are what FDOT classifies as collectors. Little Havana Mi Importa recommends following the City's Complete Streets Guidelines for collectors, prioritizing public transit with dedicated transit lanes and providing protected bike lanes. ZONE 1: CITRUS GROVE ZONE 4: MIAMI SENIOR HIGH SCHOOL 27th Avenue NW 6th Street !afi w; ; r• 19th Avenue SW 3rd Street NW 3rd Street Flagler Street SW 1st Street SW 2nd Street SW 3rd Street SW 7th Street SW 8th Street T SLAM ZONE 2: RIVERSIDE SW 5th Street 13th 10th Avenue Avenue 22nd 17th 12th Avenue Avenue Avenue ZONE 3: IVERSIDE PARK/ JOSE MARTI Lincoln Marti 8th Avenue 7th Avenue Ada Merritt Jose Marti Park Mater 4th Avenue Major Collectors Neighborhood Greenways Reduce pedestrian crashes around schools and senior centers with 4 Pedestrian Priority Zones. PAGE 81 FRAMEWORK A Pedestrian Priority Zone is a designated area that prioritizes pedestrian safety over vehicle movements and encourages safe pedestrian movement. PPZs are particularly appropriate for areas with high instances of pedestrian crashes and fatalities like Little Havana. The policy statement establishes the PPZ intent, zone boundaries and street hierarchy for evaluating projects. POLICY STATEMENT + Focus pedestrian safety improvement measures around schools and senior centers as children and seniors are disproportionately represented in pedestrian collisions. The City of Miami has the responsibility to improve conditions and opportunities for walking in Little Havana and to go beyond minimum standards to provide safe and convenient facilities for pedestrians. Walking has numerous individual and community benefits including health, safety, environmental, transportation, and quality of life. • ESTABLISH FOUR ZONES in Little Havana as follows: o Zone 1: Citrus Grove Middle/Elementary NW 23rd Avenue to NW 18th Avenue from NW 6th Street to NW 1st Terrace o Zone 2: Riverside Elementary: Flagler Street to SW 5th Street from SW 14th Avenue to SW 9th Avenue o Zone 3: Riverside Park to Jose Marti Park SW 1st Street to SW 6th Street and SW 8th Avenue to SW 4th Avenue o Zone 4: Miami Senior High School SW 27th Avenue to SW 22nd Avenue and SW 3rd Street to Flagler Street STREET HIERARCHY: NEIGHBORHOOD GREENWAYS ZONE 1: CITRUS GROVE ZONE 4: MIAMI SENIOR HIGH SCHOOL Miami Senior High School Citrus Grove NW 6th Street 19th Avenue NW 3rd Street SW 3rd Street Flagler SW8th Street SLAM ZONE 2: RIVERSIDE 13th Avenue E1 y & TVVF` 10th Avenue Henderson Park Lincoln Marti Riverside Park ZONE 3: RIVERSIDE PARK/ JOSE MARTI 7th Avenue Ada Merritt Mater 4th Avenue ON t Jose Marti Park PAGE 83 Establishing a street hierarchy in Little Havana's Pedestrian Priority Zones, helps identify which streets are most important for people walking and need safety improvements. • NEIGHBORHOOD GREENWAYS A neighborhood greenway connects pedestrians to important destinations in Little Havana including schools and parks. They are safe place for people to walk and have high quality sidewalks and crossings. • DESIGNATE THE FOLLOWING STREETS AS NEIGHBORHOOD GREENWAYS WITHIN THE BOUNDARIES OF THE PPZ: Zone 1 (Riverside Elementary) • SW 13th Avenue • SW l Oth Avenue • SW 3rd Street • SW lst Street Zone 2 (Riverside Park to Jose Marti Park) • SW 9th Avenue • SW 4th Avenue (including Jose Marti Park) • SW 2nd Street • SW 5th Street Zone 3 (Citrus Grove) • NW 19th Avenue • NW 3rd Street • NW 6th Street Zone 4 (MSHS) Neighborhood greenways are • SW25thAvenue defined in the City of Miami Little • SW 22ndAvenue • Havana Bicycle Pedestrian Mobility NW 2nd Street Plan. • SW 3rd Street Neighborhood greenways have (1) safer crossings, (2) higher visibility and (3) more shade. STREET HIERARCHY: MAJOR COLLECTORS m411,7714_ it err liM • e r 4 . ZONE 1: CITRUS GROVE ZONE 4: MIAMI SENIOR HIGH SCHOO Miami Senior High School r Citrus Grove 22nd Avenue 17th Avenue Flagler SW 1st Street SW7th Street SW8th Street ZONE 2: RIVERSIDE Riverside Elementary & YWP - r Henderson Park ZONE 3: RIVERSIDE PARK/ Lincoln JOSE MARTI Marti Riverside Park 12tk 8th Avenue rw •y Avenue Ada Merritt Mater Jose Marti Park PAGE 85 • MAJOR COLLECTORS Major collectors are the main thoroughfares that move traffic between local and arterial streets. In Little Havana, all of the state roads are classified as C4 Urban General which support a mix of uses within well-connected and small blocks with residential neighborhoods along or behind the uses fronting the corridor. The following streets are considered major collectors within the boundaries of the PPZ: • SW 1 st Street • West Flagler Street • SW 7th Street • SW 8th Street • SW 8th Avenue • SW 12th Avenue • SW 22nd Avenue Key Intersections • Pedestrian crossings are prioritized where major collectors and neighborhood greenways intersect within the pedestrian priority zones. CRITERIA FOR PEDESTRIAN ViPROVEMENTS The Little Havana Pedestrian Priority Zone criteria are a variation on the ten criteria used for Downtown Miami and Miami Beach and offer a more specific set of place based guidelines for the Little Havana community. IJ7r:47s�a3�4141h, New York City protected crosswalk PAGE 87 1. MAKE GREENWAYS THE FOCAL POINT Reconstruct all greenways to include: A. HIGH EMPHASIS CROSSWALKS High emphasis crosswalks with perpendicular curb ramps and detectable warning strips at all four crossings. Beverly Hills, CA Miami, FL B. TREE PLANTINGS Tree plantings at least 30' on center, Neighborhood greenways should be prioritized to have additional shade trees to the greatest extent possible. London, England C. BENCHES + STREET TREES Install and maintain pedestrian amenities including street furniture on established routes to schools. PAGE 89 D. REDUCED TURNING RADII + CURB EXTENSIONS Use paint to change turning radii to 20 or 15'or build curb extensions . Curb extensions are planters which extend into the street at intersections, to reduce crossing distances and add shade. Safe Routes to Schools Great Barrington, MA E. PAVEMENT MARKINGS FOR ONE- WAY STREETS Stripe parking lane for all neighborhood greenways which are one-way streets to change speeding behavior. Little Havana, Miami PAGE 91 2. INTERSECTION IMPROVEMENTS FOR COLLECTORS Intersection improvements for collectors should include: A. HIGH EMPHASIS CROSSWALKS High emphasis crosswalks at all four crossings if none exist. Santa Monica, CA B. CURB RAMPS Perpendicular curb ramps with detectable warning strips. C. REDUCED TURNING RADII Use paint to change turning radii to 20' or 1 5'or build curb extensions for intersections with greenways only London, England PEDESTRIANS push button and wait for signal opposite PAGE 93 3. EXISTING SIGNALS All existing signalized intersections shall have: A. PEDESTRIAN SIGNALS B. LEADING PEDESTRIAN INTERVALS OR ADJUSTED SIGNAL TIMING FOR CHILDREN C. PEDESTRIAN COUNTDOWNS ON ALL SIGNAL HEADS Little Havana, Miami 4. NO RIGHT ON RED Initiate no right turn on red for turning movement towards schools at signalized intersections during school hours. This applies to SW 1st Street in Zone 2: Riverside and Zone 4: Miami Senior High. Little Havana, Miami PAGE 95 5. MIDBLOCK CROSSINGS Study opportunities for midblock crossings on established routes to schools: A. BASED ON DISTANCE FROM SIGNAL For roadway segments that are more than 300 feet from the nearest traffic signals. B. PEDESTRIAN REFUGE ISLANDS Midblock crossings should include pedestrian refuge islands to enhance safety and physically separate pedestrians from moving traffic. C. CONVERT PAINTED ISLANDS TO MIDBLOCK ISLANDS Painted islands should be converted to pedestrian refuge islands when they are not in conflict with driveways. Bordeaux, France 6. MAINTENANCE Little Havana, Miami Maintain existing infrastructure. Much of the existing infrastructure has been poorly maintained. A. REPAIR CROSSWALKS Re -stripe crosswalks that are faded B. RE -STRIPE FADED STOP LINES C. REPLACE MISSING OR FADED SCHOOL ZONE SIGNS Little Havana, Miami D. PLANT EXISTING PLANTERS Replant empty curb extension planters • SW 4th Street • SW 3rd Street • SW 2nd Street • NW 6th Street • NW 19th Avenue 6. REDUCED SPEEDS Implement 25mph on all local roads. PAGE 97 REVIEW PROCESS + ENFORCE The City will need to establish guidelines for prioritizing and managing improvements. It is recommended that the following policies be incorporated into the City's workflow and adopted by each department. In addition, we recommend the following approval process. APPROVALS + IMMEDIATE ACTIONS: 1. Determine criteria checklist and approval process. 2. Draft PPZ boundaries for adoption in Miami 21 (the City's zoning code). 3. Develop work plan matrix of projects 4. City Commission approval of boundaries and report. 5. Create matrix of PPZ project improvements and break down by initiative. 6. Make Pedestrian Priority Zone a capital project 7. Perform site reconnaissance for each initiative to confirm need 8. Develop work plan matrix for each project and timeline 9. Coordinate approval process with DTPW Coordinate with FDOT State Safety Office for improvements on State Roads. ViENT • ESTABLISH A LITTLE HAVANA PPZ OVERSIGHT COMMITTEE: The PPZ oversight committee will review potential new roadway improvement projects. The committee can be fulfilled by internal staff or through external representation. If external, the committee should include representatives from the Transportation Planning Organization, Healthy Little Havana Board, School Board, Miami Senior High School, Citrus Grove Elementary or Middle Schools, Riverside Elementary and may also include representatives from local Charter Schools and Magnet schools and residents within the PPZ boundaries. • ESTABLISH REVIEW PRIORITIES. All projects should exhibit the following characteristics: o Prioritize Walking as a Mode: Give the same priority to walking as is given to other transportation modes. Walking is an efficient transportation mode for most short trips and can be easily linked with transit to significantly increase trip distance. o Accessibility: Pedestrian facilities in Little Havana should meet accessibility requirements and provide safe, convenient, and interconnected transportation networks. People who cannot or prefer not to drive should have safe and efficient transportation choices to school and parks. o Going Beyond Minimum Design Standards: Design walking facilities beyond the minimum standards and anticipate likely future demand for walking facilities to accommodate future pedestrian improvements. • IMPROVEMENTS DURING MAINTENANCE PROJECTS: Make facility improvements for pedestrians during resurfacing and other maintenance projects. All of the policy recommendations below should be implemented immediately. All of the design and construction recommendations should be triggered by planned maintenance and resurfacing by City of Miami, Miami Dade County or Florida Department of Transportation. X. APPENDIX The appendix includes a summary of all meeting minutes and provides more detailed information about previous studies and federal, state and county policies and regulations for roadway design.