HomeMy WebLinkAboutR-74-1056MEA/ca
7/22/74
RESOLUTION NO. 7$4" 0r
A RESOLUTION ACCEPTING THE "SUMMARY OF
RECOMMENDATIONS" OF THE PLANNING DEPART-
MENT AS CONTAINED IN THE "LATIN COMMUNITY
STUDY" AND OF DADE COUNTY DEPARTMENT OF
TRAFFIC AND TRANSPORTATION (ATTACHED HERETO
AS EXHIBIT "A") WITH THE FOLLOWING MOD-
IFICATIONS: (1) THAT ITEM NO. 6 BE REFER-
RED BACK FOR FURTHER STUDY; (2) THAT ITEM
NO. 11 BE MODIFIED TO ELIMINATE THE PHRASE
"ALONG SOUTHWEST 8TH STREET"; AND,(3) THAT
ITEM NO. 14 BE MODIFIED TO DELETE PART 1
AND TRANSFER PART 2 FOR IMMEDIATE ACTION;
AND, URGING THE DADE COUNTY DEPARTMENT
OF TRAFFIC AND TRANSPORTATION TO IMPLE-
MENT SAID RECOMMENDATIONS.
WHEREAS, the Miami Planning Advisory Board at its meet-
ing of June 19, 1974, following an advertised hearing, adop-
ted Resolution No. PAB 24-74 by a seven to zero vote recom-
mending the "Summary of Recommendations" of the Planning
Department as contained in the "Latin Community Study" and
of the Dade County Department of Traffic and Transportation
(attached hereto as Exhibit "A"), subject to modifications
as hereinafter set forth; and
WHEREAS, the Commission deems it advisable and in
the best interest of the City of Miami and its inhabitants
to follow the recommendations of the Planning Advisory Board
and to urge the Dade County Department of Transportation
to implement the recommendations as hereinafter set forth;
NOW, THEREFORE, BE IT RESOLVED BY THE COMMISSION OF
TIE CITY OF MIAMI, FLORIDA:
Section 1. The City Commission of the City of Miami
hereby accepts the"summary of recommendations" of the Plan-
ning Department as contained in the "Latin Community Study"
and of Dade County Department of Traffic and T
"DOCUMENT INDEX
ITEM NO. "
CITY COMMISSi-ON
MEETING OF
SEP271974
RESOLUTION ND.. . 1 U S1'
REMARKS:
v
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
(attached hereto as Exhibit "A") with the following modi-
fications: (1) that item No. 6 be referred back for further
study; (2) that item No. 11 be modified to eliminate the
phrase "along Southwest 8th Street"; and, (3) that item No. 14
be modified to delete part 1 and transfer part 2 for immed-
iate iate action.
Section 2. The City Commission hereby urges the Dade
County Department of Traffic and Transportation to implement
the recommendations as set forth in Section 1.
PASSED AND ADOPTED this 7 day o r� is
, 1974.
ATTEST:
CITY CLERK
PREPARED AND APPROVED BY:
MICHEL E. ANDERSON
Assistant City Attorney
APPROVED AS TO FORM AND CORRECTNESS:
ITT S . LLOYD
ity Attorney
MAYOR
- Page 2 ot3-
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;I.ZRY OF RECOMMENDN3 OF THE P. Dt`iiN.. ::t=.:!i ;! =1' )d.`..
OUNTY nEPARTMENT OF TRAFFIC A%0 iRAti3PC,=2TA: !ON :r IT)
TO THE L.ATIN COMMUNITY STUDr AREA.
FOR I!'1EDIATE ACTION
7 0 •
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EXCEPT FOR 3TH AVENUE. i27N AV:N.I.'_ ANO t: r•! .1•._PI'.1t. I:tr"_tmtit! •.
ONE-WAY STREET SYSTEM SOUTHG' OF FLAG' -ER) STP_ _- ANU 4ORTH ,IF ;. W. IH
STREET BETWEEN S. W. 4rH AVENUE AND .. 'a. 17 7 H :!.V_•iUE:. I f.'LANN I N ; I
DEPARTMENT I-A.1 AND LADE )OTT 1)
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1
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2
EXPAND THE ONE-WAY STREET SYSTEM NuRTH OF : L:1•'•!_EP STREET I ::
N. W. 7TH STREET BETWEEN N. W. SOUTH RIVER :1/IV A:,6 N. W. I4tH
AVENUE. (PLANNING DEPARTMENT I -A.2)
—T—
RECOMMEND TO THE OFF-STREET PARKING AUTHORITY THAT iT STUDY THE:
FEASIBILITY OF CONSTRUCTING PARK I R1 LOTS ANC:/GP. GARAGES NEAR THE
INTERSECTION OF FLAGLEP, STREET ANU 12TH AVENUE, AND ALONG S. W.
8TH STREET BETWEEN 22ND AVENUE AND I-95. (PLANNtNr DEPARTMENT I-A.3\
EXPAND METERED PARKING IN COMMERCIAL AREAS WHERE STREETS PRO-
VIDING CURBSIDE PARKING CURRENTL( HAVE A PARK NG OCCUPANCY RATE OF
GREATER THAN 50%. (PLANNING DEPARTMENT 1-A.4)
RESTRICT PARKING ON THE SOUTH SIDE OF S. W. 9TH STREET, 9ETwEEN
I7TH AND I9TH AVENUES. (PLANNING DEPARTMENT i-A.5)
RESTRICT PARKING ON BOTH SIDES OF S. W. I7TH AVENUE BETWEEN
FLAGLER STREET AND S. W. 8TH STREET. (PLANNING DEPARTMENT I-A.b
AND DADE DOTT 91
ENFORCE CURRENT PARKING REGULATIONS. (PLANNING D PART-1ENT I-:.1)
7
CONTINUE S. W. 3RD AVENUE AS A ONE-WAY NORTHROiJNf' STREET PETwFEN
S. W. 7TH STREET AND S. W. 6TH STREET. (DADE FO I 7)
CONVERT THE RIGHT ANGLE PARKING ALONG S. W. ENO STREET TO 30``
PARKING. (DADE DOTT 3)
13
PROVIDE ADDITIONAL LEFT-TuRN POCKETS ALONG 3TH, IETH, ANC' I7TH
AVENUES AT S. W. 6TH STREET AND S. W. 8TH STREET {i1ADE T)OrT R)
ii
EASTBOUND MTA BUSSES CURRENTLY USING S. W. 6TH STREET SHOULD
BE REROUTED ALONG S. W. 8TH STREET. (DADE DOTT II)
12
. CONTINUE S. W. 7TH AND S. W. 8TH STREETS AS ONE-WAY T;:1 .1
STREETS FROM (7TH AVENUE TO 27TH AVENUE AND MAKE S. W. t-• T ►; `-iTRE r
A ONE-WAY WESTBOUND STREET FROM I7TH AVENUE TO 27TH AVENUE. -)LA',E-! IC;:.
DEPARTMENT I-8.1 AND DADE COTT 1)
FOR FUTURE ACTION
13
IF CAR OWNERSHIP INCREASES, CONSIDER ANGLE PARKING FOR THOSE
ROADWAYS SUFFICIENTLY WIDE TO ACCOMMODATE ANGLE PARKING WITH AT LEAST
ONE, ONE-WAY MOVING LANE. (PLANNING DEPARTMENT 11-4.1)
STUDY THE FEASIBILITY OF INITIATING PARKING PROGRAMS CURRENTLY
BEING IMPLEMENTED IN OTHER AMERICAN CITIES, LIKE THE FOLLOWING: I) RE-
QUIRE ALL MOTORISTS PARKING THEIR CARS ON THE PUBLIC RIGHT-UF-WAY WITHIN
A CERTAIN DISTRICT TO PURCHASE ANO DISPLAY A PERMIT FOR PARKING., ANU _')
BUILD SMALL PUBLIC RESIDENTIAL PARKING FACILITIES THROUGHOUT A DISTRICT.
PLANNING DEPARTMENT I I -A. 2)
15
WIDEN AND IMPROVE S. W. 4TH STREET BETWEEN S. W. 22No ANO l7T.i
AVENUES TO ACCOMMODATE TWO MOVING LANES OF TRAFFIC OR MAKE IT A ONE -way
LOCAL STREET. (PLANNING DEPARTMENT 11-8.I)
18
PROGRESSIVELY WIDEN AND IMPROVE STREETS UNDER 18 FEET TO ALLOd I'UR
TWO PASSING LANES. (PLANNING DEPARTMENT 11-6.2)
17
BEAUTIFY S. W. 8TH STREET BY PP,OV IO ING LANDSCAPED AREAS, ';:i PELT
FURNITURE AND OTHER IMPROVEMENTS WITHIN THE RIGHT-' F-'wAY. (F'l. Al4N i N .
DEPARTMENT 11-8.3)
• 8
REBUILD AND BEAUTIFY SOME MINOR AVENUES THAT C^OS5 MAJOR EAST-WI:=T
STREETS TO PROVIDE LANDSCAPED OPEN SPACE AND T. t.MANNt1_ IL! i)N'.-WA
TRAFFIC OR PROVIDE TRAFFIC CONTROL DEVICES. (PLANNING DEPT. I1-13.4'
19
PROGRESSIVELY IMPROVE THE RIGHTS-0E-WAY THROUGHOUT THE AREA. WH€.•t.
APPROPRIATE (CURBS', GUTTERS, SIDEWALKS, STORM SEWERS ACID UTtLINEt.!.
PLANNING DEPARTMENT 11-3.5)
NAME PLE*SE PRINT
ADDRESS
COMMENTS OR OPINIONS `SI11POLI-:,l-_
DOC
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Mil
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FOLLeitt
Itme 19 1974 item 4+4
PAB •
EXHIBIT "Au
Page 3 of 3-
CITY OF MIAMt. FLORIDA
INTER -OFFICE MEMORANDUM
•
FROM:
Honorable Members of the
City Commission
P. W. Andrews
City Manager
DATE:
SUBJECT:
REFERENC7.S:
ENCLOSURES:
AL191974
Summary of Recommendations
Latin Community Study
Agenda Item #12
The Latin Community Study dated June 1974, was prepared by the Planning Depart-
ment in response to City Commission Resolution No. 73-387 of May 24,1973, that
requested the Planning Department to institute a comprehensive study of the Latin
community, with special emphasis on the parking, circulation and zoning problems.
The "Summary of Recommendations" is an integral part of the Latin Community Study
and was considered separately at a Planning Advisory Board hearing at Ada Merritt
Jr. High School Auditorium on June 19, 1974, specifically to receive input from the
community on the traffic, circulation and parking recommendations.
The "Summary of Recommendations" contains immediate and future action on parking
and circulation recommendations accomplished cooperatively with the Dade County
Department of Traffic and Transportation. A one-way street system is proposed
south of Flagler Street and will be shortly suggested for implementation by Dade
County Department of Traffic and Transportation in response to a City Commission
request of Dade County DOTT to study the feasibility of a one-way street system in
the area. Parking recommendations were also made and these were accepted by the
Planning Advisory Board with minor modifications.
"SUPPORTIVE DOCUMENT
TO: /?- 7 c‘a A�
•
Honorable City Commission
Attentions Mr. P. W. Andrews
City of Miami, Florida
Gentlemen:
•
June 27, 1974
Re: TRAFFIC AND CIRCULATION PORTIONS
OF THE "LATIN COMMUNITY STUDY" -
RECOMMENDED
Initiated by Planning Department
The Miami Planning Advisory Board, at its meeting of June 19, 1974,
Item #4, following an advertised Hearing, adopted Resolution PAB 24-74
by a 7 to 0 vote recommending the Nineteen (19) items, "SUMMARY OF
RECOMMENDATIONS" of the Planning Department, as contained in the
"LATIN COMMUNITY STUDY•, and of Dade County Department of Traffic
and Transportation, as set forth on Pages 36, 37, and 38 of the
attached Minutes; further recommending that Item #6 be referred
back for further study, Item #11 be modified to eliminate the phrase
"Along S.W. 8th Street", Item #14 be modified to delete part one (1)
and transfer part two (2) for immediate action.
A RESOLUTION to provide for the above has been prepared by the City
Attorney's office and submitted for consideration of the City
Commission.
David Simpson, Jr„ Di`tector
Department of Administration
Planning and Zoning Boards
cm
Attached: Minutes
Draft (Latin Community Study)
cc: Law Department
"nttitIEN,T, 1Wt)(11144-40-.16
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°SUPPORTIVf nGCUMENi' 3
ITY OF MIAMI PLANNING DEPARTMENT
TABLE OF CONTENTS
A SUMMARY OF RECOMMENDATIONS
INTRODUCTION
HISTORICAL EVOLUTION
D SUMMARY OF FINDINGS
▪ INFORMATION AND ANALYSIS
I. Existing Conditions
IL. Parking and Circulation Conditions
III. Actual Parking and Circulation Problem Areas •
IV. Potential Parking and Circulation Problems .. •
• R ECOMMENDATIONS
I. For Immediate Action
A.
B.
Parking
•••••••...
one-way street system
expanded one-way street system
public parking facilities
metered parking
S. W. 9th Street parking
S. W. 17th Avenue parking
current parking regulations
Circulation
1
3
4
6
9
10
34
40
48
62
63
63
63
63
64
66
66
68
68
C. Legislation
commercial vehicles
B. Circulation
70
70
R -4 lot area and width requirements 71
driveways and landscaped strips 80
Zoning Ordinance ambiguities 80
new commercial zoning for S. W.
8th and Flagler Streets 81
U. For Future Action
A. Parking
angle parking
82
82
82
parking programs elsewhere 84
86
S. W. 4th Street widening 86
streets less than 18 feet wide 86
S. W. 8th Street beautification 87
minor avenue improvements 88
general right-of-way improvements 90
C. Legislation 40
69 13 APPENDIX
S. W. 8th, 7th and 6th through streets . . 69
parking space review procedures 90
zoning controls around rapid transit
stations 91
official zoned right-of-way 92
special assessment parking district 92
Definition of Tern -is
Or
93
A
SUMMARY OF RECOMMENDATIONS
I. FOR IMMEDIATE ACTION
A. Parking
1. Except for 8th Avenue, 12th Avenue and
17th Avenue, implement a one-way street
system south of Flagler Street and north
of S. W. 8th Street between S. W. 4th
Avenue and S. W. 17th Avenue.
2. Expand the one-way street system north
of Flagler Street to N. W. 7th Street
between N. W. South River Drive and
N. W. 14th Avenue.
3. Recommend to the Off -Street Parking
Authority that it study the feasibility of
constructing parking lots and/or garages
near the intersection of Flagler Street
and 12th Avenue and along S. W. 8th
Street between I-95 and S. W. 22nd
Avenue.
4. Expand metered parking in commercial
areas where streets providing curbside
parking currently have a parking occu-
pancy rate of greater than 50%.
5. Prohibit parking on the south side of S.W.
9th Street, between 17th and 19th Avenues.
6. Restrict parking on both sides of S. W.
17th Avenue between Flagler Street and
S. W. 8th Street.
7. Enforce current parking regulations.
1
B. Circulation
1. Continue S. W. 7th and S. W. 8th Streets
as one-way through streets from 17th
Avenue to 27th Avenue and make S. W.
6th Street a one-way westbound street
from 17th Avenue to 27th Avenue.
C. Legislation
1. Enact new Legislation and enforce present
Legislation controlling the parking of com-
mercial vehicles and other wide vehicles
on public streets.
Z. Amend in part Article VIII, which allows
R-4 multi -family development on Lots Leas
than 60 feet wide with Less than 10.000 sq.
ft. of lot area which were platted prior to
September 25, 1946. and establish a new
schedule of minimum lot areas and mini-
mum lot widths, which should reduce hous-
ing densities on smaller lots. increase the
average size dwelling unit. increase usabl
open space. encourage land assembly and
provide additional amenities.
3. Change Article XXIII (Off -Street Parking
and Loading). Section 2. Paragraph (2)
to require that on lots having a width of
fifty (50) feet or leas a minimum twenty
(20) inch landscaped strip shall "separate
the driveway from any building or struc-
tune to improve the visual appearance, to
provide a natural drainage area, and to
reduce damage by cars to buildings.
4. Correct ambiguities in Article XXIII (Off -
Street Parking and Loading) of the Com-
prehensive Zoning Ordinance referring to
"parking surface, " "decorative wall" and
"convenient access."
5. Appoint a Spanish-speaking citizens task
force to work with the Planning Depart-
ment in identifying areas along S. W. 8th
and Flagler Streets, that could be changed
from the current C-4 zoning classification
prohibiting residences to a new commer-
cial zoning classification, allowing mixed
commercial and residential activities. The
task force and the Planning Department
should also prepare amendments to encour-
age developers to include those Spanish
style architectural elements or urban
amenities the Spanish-speaking task force
believes desirable along S. W. 8th or
Flagler Streets.
II. FOR FUTURE ACTION
A. Parking
1. If car ownership increases, consider angle
parking for those roadways sufficiently
wide to accommodate angle parking with
at least one, one-way moving lane.
2. Study the feasibility of initiating parking
programs currently being implemented
in other American cities like the following:
1) require all motorists parking their cars
on the-publi.i right-of-way within a certain
district to purchase and display a permit
for parking, and 2) build small public resi-
dential parking facilities throughout a
district.
2
B. Circulation
1. Widen and improve S. W. 4th Street between
S. W. 22nd and 17th Avenues to accommo-
date two moving lanes of traffic or make it
a one-way local street.
2. Progressively widen and improve streets
under 18 feet to allow for two passing lanes.
3. Beautify S. W. 8th Street by providing land-
scaped areas, street furniture and other
improvements within the right-of-way.
4. Rebuild and beautify some minor avenues
that cross major east -west streets to pro-
vide landscaped open space and to channel-
ize one-way traffic or provide traffic con-
trol devices.
5. Progressively improve the rights -of -way
throughout the area, where appropriate
(curbs, gutters, sidewalks, storm sewers
and utilities).
C. Legislation
1. Establish a periodic review procedure to
evaluate the parking space per residential
unit requirements.
2. If the proposed rapid transit station is
built at Flagler Street and 12th Avenue,
special zoning controls and incentives
should be developed for new construction
in the immediate vicinity to obtain wider
sidewalks, more open space, arcades,
rapid transit connections and other physi-
cal amenities.
3. Periodically review the official zoned
right-of-way widths in the Latin Com-
munity Study Area with the State of
Florida Department of Transportation,
Dade County Department of Traffic and
Transportation, and other interested
official agencies to determine if the
widths are adequate or excessive in
terms of proposed right-of-way and
transportation improvements.
4. Change Section 56 of the City Chat ter
to permit the establishment of Special
Assessment Parking Districts and study
the possibility of establishing such a
District in parts of the Latin Community,
where on -street parking problems are
most severe.
3
B INTRODUCTION
The Latin Community Study was prepared in response to City
Commission Resolution No. 73-387, May 24, 1973, that re-
quested the Planning Department to institute a, comprehensive -
study of the Latin. Community, with special emphasis on the
parking, circulation and zoning problems in the R -4 zoning
district.
The Latin Community Study is bounded on the north by N. W. 7th
Street, on the south by S. W. 8th Street, on the west by 22nd:
Avenue and on the east by the Miami River and the FEC Rail-
road tracks. (See Location Map)
Special thanks are given to the following agencies, organizations
and Departments for their review, cooperation and assistance
in the preparation of this study:
1)
2)
3),
4)
5)
6)
7)
8)
9)
Dade County Department of Traffic and Transportation
Off -Street Parking Authority
Florida Department of Transportation
Latin Chamber of Commerce
Metropolitan_ Transit Authority
Third Century Corporation, U. S.A.
Public Works Department
Building Department
Law Department
This study has resulted in a series of recommendations for Im-
mediate action, pertaining to parking, circulation and legislation.
Public hearings on the parking and circulation recommendations
will be held within the Latin Community Study Area, since they are
of community interest. Hearings on the amendments to the Zoning
Ordinance and the City Code will be scheduled separately. since
they affect the whole City of Miami.
C HISTORICAL EVOLUTION
In 1912 and 1913, much of the area between N. W. 7th Street and
S. W. 8th Street west of the Miami River was subdivided and legally
platted. Soon after World War I, the area began to develop with
wood -frame, single family homes, built on standard fifty foot wide
Iota.
By 1920, developers began to construct larger apartment buildings
of from four to eighteen dwelling units, capitalizing on the area's
close proximity to downtown and its ability to satisfy a rental
demand. It was not until 1937 that the City prepared its first
zoning ordinance and zoned the area R-4, which established upper
limits of density.
In the mid 1950's signs of urban blight appeared. Wood frame
houses began deteriorating and properties were not maintained.
A large number of commercial vacancies existed. and the econo-
mic vitality of the community began to decrease.
After Castro's takeover in January, 1959, the R-4 Little Havana
area became the home for thousands of Cubans arriving in Miami
with little or no material possessions; housing units were avail-
able, rents were low and vacant shops offered business opportuni-
ties. The area also enjoyed good public transportation, had many
public services and was located close to employment centers.
Gradually a city within a city began to develop --Little Havana --
primarily consisting of Cubans and other Latin Americans.
Many of the Spanish-speaking people migrating to the Little Havana
area were younger and more economically mobile that the pre-
vious residents. Increases in income precipated increased con-
sumption and small scale investments.
One of the first items purchased was a car, which became more
a necessity than a luxury in a large metropolitan area like Miami
with dispersed employment opportunities. Between 1960 and
1970, car ownership increased by 20 percent. Since adequate
on -site parking spaces were often not available, residents in the
4
area were forced to park on the street.
Because many of the recently -arrived Cuban exiles had little
capital, initially investments were small scale, sometimes
resulting from joint efforts. Several individuals often would
pool their savings to acquire a 50 foot wide lot in the R-4 area
for development of a four or six unit apartment building. Spanish
speaking architects, contractors and laborers were available
locally. Moat important, there began to develop a great housing
demand, created by the recent arrival of so many Spanish-speaking
people. Between 1960 and 1970, population in the Latin commu-
nity study area increased by 50 percent.
The supply of new housing began to lag behind the housing demand,
so new dwelling units were easy to rent and buildings were easy
to sell- As individual savings increased, so did the investments.
However only within the last few years has there been an increase
in the number and variety of apartment buildings built with more
than nix units in the Latin Community Study Area.
Today the R-4 area between N. W. 7th Street and S. W. 8th
Street west of the Miami River is a vital part of the Miami
community. Businesses are flourishing. Residents are gradual-
ly becoming integrated into the socio-political system of Miami.
The e is a great deal of individual energy and economic mobility.
Rapid growth and change has occured and, with them, problems
which were not anticipated. Since many older structures lack
adequate on -site parking spaces, on -street parking has become
a serious problem. The acquisition of so many 50 foot wide lots
for development of four and six unit buildings has Left the area
with little open space, vegetation, or other physical amenities.
The Latin Community Study addresses some of these problems and
recommends both immediate and long range actions to solve the
problems. Public involvement is needed immediately to preserve
the existing desirable characteristics of the community and to solve
the multitude of problems created by recent rapid growth.
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LOCATION MAP
1 MILE
I II II 111
VUMNLA.RT OF FINDINGS
General Finning.
Within the study :area., there have been significant increases since
1960 in the following characteristics:
1. Increaee in Total Population
1960
Miami 292,000
Study Area 29,439
1970
335,000
44,289
2. Increase in Population of Foreign Stock
Miami
Study Area
1960
93, 000
14, 500
1970
182, 000
38,000
3. increase in Population under 25 years of Age
Miami
Study Area
1960
33%
24%
4. Increase in Beater Occupancy
1960
Miami 52%
Study Area 62%
1970
34%
29%
1970
6. Increase in Number of Cars per Dwelling Unit
Study Area
1960
.70
1970
.84
7. Development of vacant and under-utilized Iota
8. New apartment construction
% increase 9.
14
50 10.
11.
% increase
96 12.
163
13.
14.
% increase
1 15.
5
16.
% increase
18.
18
24
To increase
17
% increase
20
Removal of trees and vegetation
Conversion of seasonal rooming houses, hotels and motels
to year -long dwelling units
Renovation and high occupancy of older apartment buildings
Overcrowding
Renovation of older commercial structures
Revitalization of commerce
Overflow of commercial parking onto residential streets
Social and economic mobility of the residents
17. Personal affluence and consumption
Demand for public services
86% 19. Socializing and visiting
5. Increase in Dwelling Units per Net Residential Acre 20. Storage of commercial vehicles on public roadways.
1960 1970 When these variables are applied to a physical infrastructure
Study Area 15. 5 18.0 that was not designed for these changes, serious problems
occur. Some of the Limitations of the existing infrastructure
are:
70%
6
a
w
s
The street system was originally designed for low -density
residential development. Many of the streets are only 28
feet wide, allowing only one parking lane with two moving
lanes.
2. Many older structures (residential, commercial and insti-
tutional),'lack adequate on -site parking facilities. Almost
half of all dwelling units were built before 1950, when the
City's first parking ordinance became effective. These
older structures are the principal generators of the cur-
rent parking and circulation problem and are concentrated
rather than spread out evenly throughout the area.
3. Most platted lots are 50 feet wide and from 100 feet to
150 feet long. Having been zoned R-4 in 1937, many of
these small lots permit multi -family apartment buildings
with densities of up to 58 units per acre.
4. Utilities and community facilities were not originally de-
signed for the density and type of population currently
residing in the area. Currently there are many more
young, mobile adults and more children than resided
in the area prior to 1960. Their interests, activities
and sports are different from those of the
residents they replaced.
5. The gridiron street system, the standard size blocks and
the typical 50 foot wide platted lots have not encouraged
much variety in development.
Other Findings
1. New mu1H-family apartment buildings currenty c dents l although
e
adequate on -site parking spaces
at is questionable if the number of spaces required for
visitors and service vehicles is adequate, if the existing
Off-street parking requirements will be adequate for future
increases in car ownership or if all of the spaces provided
are readily accessible.
7
2. Although the construction of new apartment buildings is
satisfying a demand for housing in the area, it is doubtful
if most of the new housing will be able to retain a stable
population or if it will prove beneficial to the City in the
future.
3. In many sectors of the Little Havana area, physical
amenities within the existing right-of-way and in the areas
adjacent to the right-of-way are inadequate, i. e. , vegeta-
tion, street furniture, usable open space, curbs and gutters.
4. Commercial streets lack many of the facilities and impr ove-
menta that help maintain a regional consumer market, i.e. ,
adequate and inexpensive parking facilities, street land -
scaping and furniture. non -congested movement of traffic
and adequate separation of pedestrians from vehicles.
5. Neither residential or commercial areas have much of an
identity reflecting the culture, architecture, or activities
of the Spanish-speaking residents.
6. The same building types have been used repetitively
throughout the Latin Community Study Area, particularly
the four and six unit types.
7. New residential construction on 50 foot wide lots is re-
ducing the street capacity for curbside parking. due to
the minimum 18 foot curb -cut required in conjunction
with parking areas in front yards.
8. Few amenities are provided with new apartment construc-
tion on 50 foot wide tots.
9. Home ownership has decreased through the construction
of new multi -family apartment buildings.
10. Residential densities are increasing with inadequate pro-
vision of community or private usable open space.
. Many :Spanish-speaking residents have a great deal of socio-
economic mobility, which allows them to move from the
Latin Community Study Area to suburban locations offering
more open space, varied housing types, less congestion and
other amenities.
Findings from the Parking and Circulation Analysis
1. Presently, it is not difficult for a motorist to find an on -
street parking space within 500 to 800 feet from any dwell-
ing unit in the study area. During the day, residents of
only four blocks have difficulty in finding a parking space,
while at night, residents of seventeen blocks have parking
problems.
2. When vehicles are parked on both sides of narrow roadways,
circulation becomes a serious problem. Throughout the
study area, two vehicles cannot pass on many roadways --
except by weaving in and out of parking spaces.
3. The area that is currently most adversely affected by these
parking and circulation problems is bounded by S. W. 1st
and 8th Streets between S. W. 4th and S. W. 17th Avenues.
4. An increase in car ownership could have detrimental effects
upon the cornmunity--unless remedial action is taken. If
car ownership increases to one car per family (from . 84
cars/ family in 1970), over 45 blocks will lack sufficient
curbside parking. If residential development continues and
car ownership increases to 1.2 automobiles per family,
almost all of the study area will become impacted.
5. Daytime parking problems are caused by commercial park-
ing on residential streets, since many businesses lack ade-
quate on -site parking facilities.
1''IIIII!I1IIIII11
II
llPll IllslII'J�11„
INFORMATION AND ANALYSIS
The following section contains a series of 26 maps.
Data is presented, which relates directly or indirectly to the
parking and circulation problems in the Latin Community Study
Area. The data shows existing conditions and identifies the
causes of the problems.
Each iten •is shown graphically, explained and where possible,
related to other factors affecting parking and circulation. The
first twelve maps present general information and include: the
location of low density residential areas, non-residential parking
lots, traffic controls, the number of vehicles circulating on
major collector streets and parked on principal metered streets,
zoning and zoned right-of-way, land use, bus routes, recently
constructed residential structures and the principal generators
of the parking problem.
Actual parking distribution (daytime and evening) and roadway
widths are shown on three maps. By analyzing the information
on these three maps, the actual parking and circulation problems
were identified and are shown on four subsequent maps. The
circulation problem has been defined first as those curbed streets
less than 36 feet wide with parking on both sides and second as
those streets without curbs less than 18 feet wide. These di -
men lions are related to the roadway widths required for two
moving lanes and two parking lanes. The parking problem areas
are identified as those blocks where vehicles currently occupy
more than 90 percent of the estimated perimeter parking spaces.
The concluding seven maps show where and why the problem of
circulation and parking will become more severe in the future.
It has been estimated that in a short term (two or five years),
all existing dwelling units will have at least one car and that in
a long term (five to ten years), the number of cars per dwelling
unit will increase to 1.2 and numerous vacant or less -intensively
used lots will become developed.
II
E INFORMATION AND ANALYSIS
I. Existing Conditions
Map 1 Zoning
2 Existing Land Use
3 Low density Residential Areas
4 Residential Units Constructed, 1960-1972
5 . New Structures on 50 Foot Lots, 1970-1972
6 Location of Non -Residential Parking Lots
7 Bus Routes
Ii.
8 Average Daily Traffic
9 Percentage of Parking Spaces Occupied on
Principal Metered Streets
10 Parking Restrictions, Meters and Directional
Arrows
11 Zoned Right -of -Way
12 Principal Generators of the Parking Problem
Parking and Circulation Conditions
13 Actual Daytime Parking
14 Actual Evening Parking
15 Roadways 35 Feet Wide or Less
9
Actual Parking and Circulation Problem Areas
Map 16
17
18
Actual Daytime Parking Problem Areas
Actual Evening Parking Problem Areas
Actual Circulation Problems
19 Actual Parking and Circulation Problem Areas
IV. Potential Parking and Circulation Problems
20 1972 On -Site Residential Parking Deficiency
21 Short Term (2 to 5 years) -Potential Parking
Problem Areas
22 Short Term (2 to 5 years) -Potential Circulation
Problems
23 Short Term (2 to 5 years) -Potential Parking and
Circulation Problem Areas
24 Potential for New Residential Units (1980)
25 Long Term (5 to 10 years) -Potential Parking
Problem Areas
26 Long Term (5 to 10 years) -Potential Parking and
Circulation Problem Areas
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Existing Conditions
Tb1s =.p shows the zoning districts in the Latin Community which
Study area. The total land area on the map is 1315 acres,
represents approximately six percent of the City. Twenty-seven
percent of the area is devoted to streets and right-of-way.
The net land area (excluding streets and
sidewaa 1 inks)
ti 94 owing
8.8
acres, which is classified into zoning
spanner:
Zonin
R-2
R-3
R -4
Cumulative
Acres Percent Percent
87. 8
18.5
549. 8
9.2
1.9
58.0
69. 1
R-C 9.2
1.0 1.0
C-1.
C-2
C-4
72.1
17.8
133. 9
7.6
1. 9
14. 1
23. 6
P-R 37.5
4.0 4.0
--
1-1 6.2 0.6
1.2. 3
W-1. 16.0
Total 948. 8
100.0 100.0
R-4 zoning co`-ers 58 percent of the net land area. The Zoning
t area for
-4 residential
Ordinanceenshll be ates that the least10, 000osquare feetRwith a minimumaverage
shall before September 25,
width of 60 feet, unless the lot was platted
1946. Many of the lots in the study area are 50 by 100 feet,
which would normally disqualify them for R-4 development both
in terms of minimum width ananedium density mufea. Since much f ple family
of the area
was platted in 1912, however,
development occurs on very small lots.
Densities of up to 58 units per acre are permitted in an R-4 zone.
The floor area ratio allowed is 1.0, with bonuses up to 1.10. A
minimum of 200 square feet of usable open space is required for
each dwelling unit.
The C-1, C-2 and R-C zoning districts will also permit densi-
ties up to 72 residential units per acre. Although residential
represents
units are not allowed in the C-en district,
commerclal uses are
4
percent d the net land area, general
along S. W. 8th and Flagler
Streets, C-4 zoning P regional shopping streets. As a result,
Streets, which serve as reg'
local parking and circulation problems are oftentimes aggravated
by shoppers from outside the area.
10
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CITY OF MIAMI PLANNING DEPARTMENT
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Thie map illustrates the existing land use, as determined through
a survey Clone by the Planning Department in October, 1972.
A. Residential
Most of the Latin Community Study Area is in residential
use. The study area originally developed as a low density
residential neighborhood with a limited number of multiple
family structures, and the existing street system,
parks
arks
and public facilities were built to serve
this
type of us has
During the last thirteen years, apartment
proliferated, resulting in a gradual replacement of one and
two unit residences and the conversion of single family
structures to multiple units. Since 1960, over 5,000 new
residential units have been constructed, the majority of
which are 4, 6 and 8 unit structures. Present trends show
an increase in the construction of larger apartment build-
ings.
B. Grou Quarters, Hotels, Motels
Throughout the study area are located rooming houses
:{group quarters) and residential hotels having little or no
on -site parking. Originally they catered to seasonal resi-
dents, who Tacked vehicles. With the large Cuban influx,
many of these structures were converted into low-income,
year-round housing. Residents now own vehicles, but are
forced to park them on the street.
C. Commercial
•
Commercial activity is concentrated along S. W. 8th
Street, Flagler and S. W• 1st Streets, and, to a lesser
degree, along 8th, 12th, 17th, and 22nd Avenues. Only a
few commercial establishments provide sufficient on -site
parking.
D. Industrial/Wholesale
Industrial and wholesale activity is concentrated along the
Miami River, where numerous marine oriented businesses
are found. Because limited on -site loading areas exist,
trucks often block roadways to service these industrial/
wholesale establishments.
E. Public/Semi-Public
The Latin Community Study Area contains four public
schools, several private schools and numerous churches.
Existing parks include Henderson, Riverside, the Orange
Bowl Playground, Southside and Triangle Park. Properties
for the proposed Latin Community Riverfront Park are cur-
rently being acquired.
The Orange Bowl Stadium has parking for 4000 automobiles.
The overflow of parking onto residential areas and the high
traffic volumes resulting from Orange Bowl events have had
a detrimental effect on the community. Parking is restrict-
ed on many streets around the stadium during sports events,
causing serious hardships to residents.
12
F. Vacant Land
Almost all vacant land has been depleted. as a result of the
large amount of new construction. The few remaining
vacant parcels are fragmented.
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GROUP QUARTERS. HOTELS, MOTELS
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CITY OF MIAMI PLANNING DEPARTMENT
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Low density residential areas (one and two family structures)
within each zoning district are shown on this map. Since R-4
zoning allows densities at least six times higher than the density
of the previous single family residence on the same size lot with
an obvious greater rate of return on investments, many of these
structures will probably be replaced by new apartment buildings.
Many structures east of 12th .Avenue are of wood frame construc-
tion, functionally obsolete, and show signs of deterioration. The
difficulty in obtaining mortgages for the resale of these older
structures greatly restricts their utility for future residential
use. As a result, they are prime targets for developers to
acquire and develop multi -family apartment buildings.
One and two unit residential structures do not generally contri-
bute to the parking problem, since most of them provide suffi-
cient on -site parking. A problem does arise when these struc-
tures are illegally converted to multi -family use with no provi-
sion for additional on -site parking.
14
i^i i i i i i° i .,
The location of new housing units constructed between 1960 and
1972 is indicated by this map.
Since 1960, almost 5,000 new units have been constructed,
comprising thirty percent of the 1960 total housing stock.
Almost all new construction has been in multiple family struc-
tures of 12 units or less, although recent trends show an in-
crease in larger multi -family structures.
New construction has been dispersed throughout the study area
during this 12 year period. The new apartment buildings erected
generally provide adequate on -site parking for residents. How-
ever it is questionable if they provide sufficient parking spaces
for visitors and service vehicles. Any surplus vehicles that
might be generated by these new apartment buildings are stored
on the street, thus aggravating the situation. Moreover curbcuts
of 18 feet are required with new construction, reducing the total
street length that can be used for curbside parking.
16
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RESIDENTIAL UNITS CONSTRUCTED
1960-I972
ittititt
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36-47
24-35
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CITY OF MIAMI PLANNING DEPARTMENT 17
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This snap illustrates the location of new structures built on 50
foot wide lots from April 1970 to July 1972. During this 27
month period, 148 structures were erected on these narrow,
sub -standard lots. Of the 148 new structures, 30 contained 4
units, 107 contained 6 units, 1 contained 7 units, 8 contained 8
units, and 2 contained 9 units.
New construction on 50 foot wide lots has been dispersed, although
there have been concentrations south of Flagler Street between
12th and 22ad Avenues and north of Ada Merritt Junior High School
(S. W. 7th and 3rd Streets).
The fragmented pattern of new construction results from many
factors, including the difficulty of assembling contiguous parcels
due to recent isolated development; non -uniform ownership pat-
terns; the resistance of some older residents to sell their single-
family homes: and local speculation.
A continued demand for new housing construction could result in
the near total replacement of one and two-family structures by
new apartment structures in the next few years.
18
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1970 -1972
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The location of non-residential parking lots within the Latin
Community Study Area is indicated on this map.
These parking tots are concentrated along major east -west
arterials (N. W. 7th, Flagler, S. W. lst, S. W 7th and S. W.
8th Streets) and to a leaser extent along the north -south arterials
(2nd, 8th, 17th and 22nd Avenues). In general, these private lots
are small and inadequate to handle the volume of cars generated
from commercial areas. Most commercial structures were built
prior to off-street parking requirements and do not provide any,
or just a minimal, amount of parking.
Extremely limited parking is available at public and semi-public
facilities within the area. The major exception is the Orange
Bowl, which has space for approximately 4,000 automobiles, but
is used only during Orange Bowl events and, to a lesser degree,
for civic center parking.
The 'Scarcity of non-residential parking has resulted in an over-
flow of commercial parking onto residential streets.
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LOCATION Off' NON- RESI DENTIAL
PARKING LOTS
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CITY OF MIAMI PLANNING DEPARTMENT
21
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This map shows the bus routes within the Latin Community Study
.Area. Currently 21 routes exist, providing bus service from this
area to all portions of Dade County.
According to the Metropolitan Transit Authority, this district is
one of the best served within Dade County. Although there are suf-
ficient east -west bus routes, north -south service is inadequate.
This is characteristic of the whole MTA system.
Within the last few years, bus routes have been extended to major
suburban employment centers, to the Airport and to Hialeah -
Miami Lakes. Although buses do not operate on express routes,
service is generally infrequent and transfers are necessary.
Existing fiscal restraints have prevented the MTA from expanding
service to outlying industrial areas.
(According to the 1970 Census, only forty-five percent of the work-
ing force living in this area was employed within the City of Miami,
with only six percent working within the CBD. )
As a result of these inadequacies, many people presently rely on
the automobile as their primary means
of transportationation to work
according
(72 percent vs. 19 percent using p
to the 1970 Census). Also, the increase in the number of house-
holds with multiple wage earners and the relative low cost of auto
ownership has contributed to greater automobile ownership and use
in the Little Havana area.
22
EXISTING BUS ROUTES
Metropolitan Transit Authority
# 1 South Miami and South Campus, Miami -Dade Community
College - Downtown
#3 Grapeland Heights - Downtown
#4 Coral Way - N. W. 12th Avenue, via Downtown
#5 Westchester - N.W. 151st Street
#6 Coconut Grove - Hialeah
#11 Tamiami Boulevard - North Miami
# 14 Coconut Grove - Hialeah
# 15 Junior College North - Downtown
#16 South Dixie Highway Express - Downtown
#17 Dinner Key - Downtown
# 18 Junior College North - Mercy Hospital
#19 N. W. 64th Court and 7th Street - Downtown
#20 Airport and Miami Springs - Downtown
#25 Miami Shores - Downtown
#27 Coral Way - Miami Beach
#28 Coconut Grove - Hialeah
#29 Coconut Grove - Miami Lakes
#30 Coconut Grove - Miami Springs
#37 Coconut Grove - Biscayne Shopping Plaza
Coral Gables Transit Authority
#7 Coral Gables - Downtown
#8 Coral Gables - Downtown
0 _■w..
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11.1 _ II 1111
BUS ROUTES
CITY OF MIAMI PLANNING DEPARTMENT
111111 ,11111
23
.4111111
400' 1200'
The average daily traffic (ADT) on all major arterials and some
local streets is shown on this map. These counts were compiled
by Dade County Department of Traffic and Transportation be-
tween 1969 and 1972.
Northwest 7th Street. Flagler Street, S. W. 1st Street, S. W.
7th and S. W. 8th Streets are major east -west arterials within
the City of Miami, with S. W. 8th Street carrying the heaviest
volume eastbound. The combined Average Daily Traffic on
these five east -west arterials surpasses 100, 000 trips daily,
which is approximately two-thirds the traffic volume of I-95.
Major north -south arterials include S. W. 2nd Avenue, 8th
Avenue, 12th Avenue, 17th Avenue, and 22nd Avenue, with the
highest traffic volumes on 12th and 22nd Avenues.
The high volume of traffic on major arterials in the study area
has created problems for internal circulation and parking.
Motorists often use local streets to avoid congested major
arterials, thus disrupting residential neighborhoods.
24
ww ••
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; ; : 3 3 ! ; 3
• • • • • • • • • • •
AVERAGE DAI LY TRAFFIC
O -- 9,999
104000 - I9,999
20,000-4-
CITY OF MIAMI PLANNING DEPARTMENT
25
Latin
Community
Study MAP 8
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This map shows the percentage of parking spaces occupied on
principal metered streets.
in October, 1973., in conjunction with this study, the Off -Street
Parking Authority conducted a survey of the frequency of use of
curbside parking along S. W. 8th Street, Flagler Street, and
S. W. let Street within the study area to determine the possibility
of installing additional meters. It is economically feasible to
place meters on streets where more than 50% of the spaces are
utilized.
A. S. W. 8th Street
Meters are found along S. W. 8th Street between 12th and
22nd Avenues, where there are concentrated commercial
activities. Additional commercial concentrations are
found east of S. W. 8th Avenue to 1-95 along S. W. 8th
Street, although this strip is presently unmetered. The
proposed elimination of parking along one side of S. W.
8th Street (State of Florida, Department of Transporta-
tion) would probably result in maximum utilization of the
parking spaces on one side of S. W. 8th Street.
B. West Flagler Street
Metered parking is found along West Flagler Street
between N. W. South River Drive and 16th Avenue. In
general, the meters along Flagler Street are under-
utilized -- except in the blocks adjacent to 12th Avenue,
where there are concentrated commercial activities.
There are no meters along three blocks of Flagler Street
that are used frequently for curb parking, namely, be-
tween 16th and 19th Avenues.
C. S. W. 1st Street
Metered parking is found along S. W. lst Street, between
9th and 12th Avenues. Commercial concentrations exist
between 14th and i 7 th Avenues and at 8th Avenue.
26
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PERCENTAGE OF PARKING SPACES OCCUPIED �
ON PRINCIPAL METERED STREETS
+`� METERED STREET
CITY OF MIAMI PLANNING DEPARTMENT
2?
400' lame
Parking restrictions, meters and directional arrows are shown
on this map.
A. No Parkin& Zones
Scattered throughout the study area are streets where
parking is restricted, because roadways are unable to
accommodate two parking lanes and traffic vo times o m
oving lanes of
traffic or because roadways have high
B. Parking Meters
As mentioned, only a limited amount of metered parking
exists, which is found along Flagler-S. W. lst Street
corridors between the Miami River and 17th Avenue,
along S. W. 8th Street between S. W. 12tWi and S. W.
22nd Avenues, and on some of the minor avenues.
Meters are usually located in areas of concentrated
commercial activity.
C. Street. Direction
A two-way street system exists along all but six streets.
To expedite the flow of through traffic, traffic has been
directed one way along a section of Flagler and along all
of S. W. 1st, S. E. 7th and 8th Streets.
28
4
PARK! NG RESTRICTIONS, METERS AND
DI RECT TONAL ARROWS
*wpm* PARKING METERS
ensumvs NO PARKING
.141111•11 STREET DIRECTION
OTY OF MIAMI PLANNING DEPARTMENT
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Latin
Community
Study MAP 10
400'
The official toned right-of-way is indicated by this map. The
zoned right-of-way line is the base building line, back from
which any new structures must be set. The zoned right-of-way
line is usually measured equi-distant from the centerline of the
street. Most local streets in the Latin Community Study Area
have a zoned right-of-way of 50 feet. Greater zoned rights -of -
way are indicated on the map.
The old right-of-way on many existing streets is 40 feet, mea-
sured from the inside sidewalk line abutting private property.
Although the City requests that the additional area included
within the zoned right-of-way be dedicated with new develop-
ment, property owners are sometimes reluctant to lose their
property rights. They anticipate that the City will pay them
the future capital value of the land, if and when condemnation
proceedings are initiated. In the meantime, however, prop-
erty owners must pay taxes on this property.
30
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Latin
Community
Study MAP
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ZONED RIGHT OF WAY
• STREET R.O.W.
• AVENUE R.O.W.
Op , WIDTH IN FEET
ALL STREETS AND AVENUES NOT SHOWN
HAVE A 50 FOOT RIGHT OF WAY
-CITY OF MIAMI PLANNING DEPARTMENT
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The principal generators of the parking problem within the 7. Ada Merritt Junior High School - Hope Schoolg, Jesuit Preparatory School
Latin Community are illustrated on this map.
A. Concentration of A artment Buildings Lacking On -Site
Parkin
The major factor contributing to the parking problem has
been the large number of apartment structures built
prior to the off-street parking requirements in 1950.
Scattered throughout the study area are old eight and
twelve unit apartment structures built on 50 foot wide
lots, lacking on -site parking. Prior to the large Cuban
influx and the resulting increase in residential densities,
there was adequate on -street parking to store the few
automobiles owned by residents of this inner city neigh-
borhood. Today cars are parked bumper to bumper
the areas where these old apartment building are con-
centrated.
B. Commercial Parking
The lack of on -site commercial parking has
ao been
an
important generator of street parking problems.
Em-
ployees and shoppers have been forced to park along
major arterials and on adjacent residential streets.
C. Public and Semi -Public Generators
Major public and semi-public generators include the fol-
lowing, many of which lack any or enough on -site parking:
1. Orange Bowl (during scheduled events)
2. YMCA
3. Riverside Elementary School
4, Victoris Hospital
5, Miami Aerospace Academy
.;, School
D. Entertainment Generators
The parking problem has also been caused by entertain-
ment facilities, which lack any or sufficient on -site
parking. These facilities include:
9. Amusement Park
10. Tower Movie Theater
11. Tivoli Movie Theater
12. Marti Movie Theater
32
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Study MAP la
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PRINCIPAL GENERATORS OF THE
PARKING PROBLEM
ED CONCENTRATION OF APARTMENT BUILDING
PARKING
PREDOMINANTLY COMMERCIAL PARK 1 NG
0 PUBLIC SEMI— PUBLIC GENERATORS
0 ENTERTAINMENT GENERATORS
CITY OF MIAMI PLANNING DEPARTMENT
LACKING ON SITE
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T, Parking and Circulation Conditions
,Actual daytime parking is shown on this map. A total of 4,534
cars were amounted by the Planning Department in a survey done
between 9:00 A.M. and 4:00 P.M. on August 14, 1973. Each dot
represents a car, although the dots are graphically larger than
the actual scale of a car.
It is unusual that so many vehicles are stored on residential
streets during the day. This may indicate that second vehicles
are stored on the street and used intermittently during the day by
mothers and young adults. while the head of the household uses
the parking space provided on site, if available. Parking on
residential streets by employees and patrons of local businesses
also accounts for a portion of this high daytime volume.
Vehicles are evenly distributed throughout the area -- except the
area surrounding and to the west of the Orange Bowl (where there
are no dwelling units or residential development is of low density).
Even during the day, circulation of traffic on local streets la often
difficult, because of the numerous parked vehicles.
34
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ACTUAL DAYTI M E PARKING 4,534 CARS
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This map shows the actual evening parking. A total of 6,024
cars were counted when the survey was done, between 6:30 and
8:30 P.M. on Tuesday evenings in August, 1973. This repre-
sents an increase of 1,492 vehicles (about 33 percent) above the
daytime parking- Vehicles are parked on streets throughout the
area, but are particularly concentrated near the older apart-
ment buildings lacking on -site parking.
Dividing the total number of vehicles parked on the street
(6,000 approximately) by the total number of streets (300 ap-
proximately) provides an average parking ratio of 20 vehicles
per street. Theoretically there is curbside capacity in the
study area for on -street storage of 12, 600 vehicles (not taking
into account existing parking restrictions, limited roadway
widths, and other physical characteristics that prohibit curb-
side parking). It can be seen that actual evening parking occu-
pies about half of that theoretical capacity and perhaps as much
as three -fourths of the actual capacity.
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Latin
Community
Study MAP ►4
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ACTUAL EVENS NG PARK' NG 6,026 CARS
CITY OF MIAMI PLANNING DEPARTMENT
37
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oadways that are less than 36 feet wide are indicated on this
map. The roadways have been grouped into the following four
classiiications:
1. With curbs (28 feet or less)
2. With curbs (29 to 35 feet)
3. Without curbs (20 feet or less)
4. Without curbs (21 to 27 feet)
Approximately one-half of all the streets within the Latin
Community Study Area are 35 feet or less. Those streets
that have curbs and permit parking on both sides represent a
serious circulation problem: there is not enough street width
remaining for two vehicles to pass in opposite directions.
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ROADVVAYS 35 FEET OR LESS
ROADWAY WITH CURBS (28 FEET OR LESS)'
ROADWAY WITH CURBS (29-35 FEET)'
ROADWAY WITHOUT CURBS (20 FEET OR LESS)
••••• ROADWAY WITHOUT CURBS (21-27 FEET)
AIMS.
CITY OF MIAMI PLANNING DEPARTMENT
Latin
Community
Study MAP 15
400' 1200'
Actual Parking and Circulation Problem Areas
The actual daytime parking problem areas, as defined by those
blocks where vehicles actually occupy more than 90 percent of
the estimated perimeter parking spaces are shown on this map.
There are four blocks which could be considered problem areas,
representing less than two percent of the total number of blocks.
This conclusion was derived from the following methodology:
1. Select 12 typical blocks in the area.
2. Measure the length of these blocks, where
parking would not be allowed because of
hydrants, curb cuts, proximity to inter-
sections, etc.
3. Quantify this information, deducting that only
two-thirds of the total perimeter of a typical
block could be used for parking.
4. Sum up the number of cars actually parked
around all 300 blocks in the study area.
5. Identify the problem areas, i. e. those
blocks where vehicles actually occupy more
than 90% of the two-thirds allowable perimeter
length.
The following is a sketch of the quantitative variables men-
tioned above.
40
PERIMETER LENGTHS
1
1
ME -- sr•
TOTAL PERIMETER LENGTH
2/3rds PERIMETER LENGTH
9/IOx 2/3 PERIMETER LENGTH
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ACTUAL DAYTIME PARKING : •t
Latin.,, .W. 7 $T.
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Study MAP 1.6
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•• 31
PROBLEM AREAS
ADM
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r
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11
41114
•
CITY OF MIAMI PLANNING DEPARTMENT
-41 400
This map illustrates the actual evening parking problem areas,
as defined by those blocks where vehicles actually occupy more
than 90 percent of the estimated perimeter parking spaces.
The sane method used to identify the daytime parking problem
areas was utilized here.
Seventeen blocks appear as problem areas, only one of which
existed as a daytime problem area.
42
11 II 1 111111111111 111 111 IIII11'IIIIIIIII11111II1111111111101111 P RIMI4
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Latin
Community
Study MAP 17
•••
. ••• •
••
•
W. ItAOLEfl ST.
LW 4 ST.
S
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ACTUAL EVENING PARKING
PROBLEM AREAS
• •...A+.w •...
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•
CITY OF 1VIIAMI PLANNING DEPARTMENT
43
•
t•.....N..4••••••••
' • *
41,
800 BO
O'
400" 111/00'
This map shows the actual circulation problems, as defined by
the following criteria:
Those .curbed streets that are less than 36 feet
wide that have parking on both sides.
2. Those streets that are less than 18 feet wide
and lack curbs.
The first s:as identified as a problem, since parking on both
sides of a street less than 36 feet wide with curbs would pro-
hibit smooth circulation of two moving lanes. A parking lane
should be at least eight feet and a moving lane should be at
least ten feet, (totalling 36 feet for two parking and two moving
1anes).
The second was identified as a problem, since any street less
than 18 feet in width would prohibit smooth circulation of two
moving lanes, as currently allowed. One car would probably
be forced onto a soft shoulder or private property to allow
another vehicle to pass.
CURB
MINIMUM ROADWAY STANDARDS
MINIMUM STANDARDS
FOR CURBED ROADWAYS
3S
MOVING LANES
PARKING LANES—�
CURB
MINIMUM STANDARDS
FOR ROADWAYS WITHOUT
CURBS
18
MOVING LANES
PARKING LANES ON GRASS
44
•
4.
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ill
ACTUAL. CIRCULATION PROBLEMS
arin CURBED 81 tt. i S LESS THAN 36 FEET WITH PARKING
ON sor*-§ SIDES
Mini STREETS wrrmouT CURBS LESS THAN I 13 FEET WIDE
CITY OF MIAMI PLANNING DEPARTMENT
4 5
• • •
• •
uLr
EIO
Latin
Community
Study MAP is
w. PLAOLiall 111%
• av,
•
1
• "V
a 14
SUS IS, •Vt
sur
i;aUII parking And circulation problem areas are indicated
40.12 this map. It is a composite of the previous three maps.
The most seriouslyimpacted area is that bounded by S. W. lat
andS. W.Sth:Streets. S. W. 4th and S. W. 22nd Avenues.
• 46
-777171101till
10,1,1,11110111111111111111111111
04.10
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1
ACTUAL PARKING AND CIRCULATION
PROBLEM AREAS
CITY OF M1AM1 PLANNING DEPARTMENT
ED
ACAS.
LJ
[-1
Latin
Community
Study MAP �g
• 1
W. sI.AoL*A s
Sara $ S1.
•
• BOW
400` 1E00'
W. Potential parking and Circulation Problems
Tb.e.1972 residential parking deficiency (based on an estimate
rof one car per housing unit) is shown on this map. The dif-
ference per block between the total number of housing units
'having one car (demand) and the number of on -site parking
spaces (supply) results in this deficiency.
Blocks with the highest deficient number of parking spaces are
concentrated south of Flagler Street between 1-95 and S. W. 17th
Avenue. No block within the study area had a surplus of on -site
residential parking spaces.
Areas of high concentration coincide with the location of multi-
amily structures built prior to the first off-street parking
ordinance in 1950. The vast majority of these 8, 12 and 16 unit
structures provide no on -site parking for their tenants.
.5,
,,,, ,,,:JU000 -JUU JUuu 1 + IU! iuuU
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Latin
Community
Study MAP 20
1=1 If
1
1972 ON -SITE RESIDENTIAL
PARKING DEFICIENCY
REZ
GO OR MORE SPACES
40-59
fi 20-39
11 0-19
CITY OF MIAMI PLANNING DEPARTMENT
1
•
49
0' •
400' laoo'
Abort term a-.to5 years)) potential parking problem areas are
.
listd
ioated an this map. The problem areas were defined as those
blocks lacking sufficient perimeter parking based on one car per
unit an.d two-thirds the total perimeter length. The two-thirds
of the total perimeter length was ne third of a blockat aisyusually
, after
studying twelve typical blocks
devoted to hydrants, curb cuts and no parking zones near
intersections.
The actual parking problem areas are also included.
'h'
1.11111 !'I IIIIM''I i,i,,V, �1;I1III'0no
PERIMETER LENGTHS
- ems ma
1
r 1
WM W sr
TOTAL PERIMETER LENGTH
2/3rds PERIMETER LENGTH
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Latin
Community
Study MAP 2.1
W. IPLAW.2011
n Lill 17-1
15111EL___;
I • .11
tI
SHORT TERM (2 TO 5 YEARS)
POTENTIAL. PARKING PROBLEM AREAS a • •
CITY OF MIAMI PLANNING DEPARTMENT
•
' - •
S.W. I NM
1
• •
.. • at
••• vast
414.
The short term potential circulation problems are indicated on
thin map. Short term is considered to be from two to five
years.
The potential circulation problem was defined as all curbed
streets less than 36 feet wide (not just those that currently
have parking on both sides) and all streets without curbs lees
than 18 feet wide. Since car ownership will probably increase
to at least one car per residential unit within the next few years
and since many of those families purchasing cars will still be
living in older apartment buildings that lack on -site parking,
it is estimated that parking on both sides of the street will
increase. Therefore, all streets less than 36 feet wide are
considered potential problem corridors, since they will be
unable to accommodate two parking lanes and two moving lanes.
5Z
M`. •
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iuuu�
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aw a .T
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r i ; • 1 •g
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1 4
SHORT TERM (2 TO 5 YEARS ) M S
POTENTIAL... CIRCULATION PROBLE
Latin
Community
Study mAP 22
f
CITY OF MIAMI PLANNING DEPARTMENT
g
W.Rsawasw R
LIM 1 OT.
•
gm a ..
MW N
Ova IS WV
�„- OM Is s•
.s M..
.r► N imps
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'Ill
The short term AZ to 5 :,years) potential parking and circulation
prtiblem area. are shown ± on this map. It is a composite of the
Previous two maps. .The area south of S. W. lst Street between
S. W. 4tband S. !W.:ZZnd Avenues will become more severely
impacted, as well as the area around Victoria Hospital.
►. 7 :•,: U U ! .J U LL-Jut U
/El
i
tw••*
..fw • .*TKw..„J 1
box Sr
ww . •*J
idi .AOL11A S7:
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N.W. 7 ST.
1
m m mnr;
1 , 1
• . . . d• . .�
SHORT TERM (2 TO 5 YEARS)
POTENTIAL PARKING AND CIRCULATION
PROBLEM AREAS
CITY OF MIAMI PLANNING DEPARTMENT
55
}
•
Latin
Community
Study MAP 23
a
1•
i
• .
W.PLAOL•A at
S.W.1 •T
400`
�`. •.Ma?arr.
r..�.•.MR a•T.
•w • .*
The potential for new residential units in 1980 is shown on this
map. This estimation presumes that all one or two family
structures and vacant lots will be replaced by multiple family
structures, constructed on an individual lot basis.
Approximately 5,000 additional units could be added under
existing zoning, which would represent a 30 percent increase
in the- total number of housing units in 1972. The population
would number between 60, 000 and 65, 000 people as compared
with 43,000 in 1971.
Areas most susceptible to new multiple family construction are
located south of Flagler Street between 17th and 22nd Avenues
and south of the Orange Bowl between N. W. 12th and N. W.
17th Avenues. These two areas contain the largest concentra-
tion of wood frame, one and two family structures.
The impact upon the community of an additional 5, 000 units could
be detrimental -- unless public facilities and services are ex-
panded to meet the future needs of the area.
Although new residential construction presently provides ade-
quate on -site parking for residents of these structures, it does
not always meet the additional demand for related visitors and
service vehicles. In some areas, streets are congested with
parked cars, and spaces are not available to handle the additional
demand resulting from new construction in the area. The cur-
rent requirement of an 18 foot wide curb cut with new construc-
tion also effectively reduces the street length that can serve for
curbside parking.
56
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Latin
Cornrnunity
Study MAP 2..
La
ED46,\�
eeee••
W. Pi.AULTA
•'eeee tt`t`
II II !
i I i •
POTENTIAL FOR
NEW RESIDENTIAL UNITS 1980
t..... J
48 +
36-4?
24-35
12-23
fl-II
CITY OF MIAMI PLANNING DEPARTMENT
••••••
The long term potential parking problem areas are indicated on
this map. Long term is considered to be from five to ten years.
The potential parking problem areas were identified by making
the following assumptions:
1. Increase in car ownership from 1.0 to 1.2
cars per dwelling unit.
2. Construction of new residential units on sites
currently vacant, or on sites with single-family
and duplex structures in R-3 and R-4 zoning
districts.
3. Decrease from two-thirds to one-half of the
total perimeter length of blocks that would
allow parking. Current Building Department
standards requiring 18 foot wide curb cuts
would bring about this reduction in usable
perimeter length.
It is anticipated that new construction will remove some
vehicles from the street, but that current off-street parking
standards will become inadequate if car ownership continues
t o increase.
The map includes those blocks identified as actual and short
term potential problem areas.
5:
LONG TERM (5 TO 10 YEARS)
POTENTIAL PARKING PROBLEM AREAS
CITY OF MIAMI PLANNING DEPARTMENT 59
111.W. 7 ay.
W. FLAai..ava it%
11200'
This map illustrates the long term (5 to 10 yearn) potential
parking and circulation problem areas. The streets with
circulation problems are the same streets identified as short
term (2 to 5 years) problems. The parking problem areas
are identical to the previous map.
it can be seen that by 1983, if no improvements were made,
virtually the whole Latin Community Study Area would suffer
from serious parking and circulation problems. The one
notable exception is the R-2 area between N. W. 7th and N. W.
2nd Streets, 1Y. W. 22nd and N. W. 17th Avenues, which is
protected by its less active zoning classification, permitting
maximum densities of only 14 units per acre.
60
.r
LONG TERM (5 TO 10 YEARS)
s i 1 i
POTENTIAL,. PARKING AND CIRCULATION
PROBLEM AREAS
W. FLAo6ER O7.
400' 1e00'
F RECOIAMENDATtONS
This section of the Latin Community Study contains a series of
24 recommendations for consideration. Of the 24 recommenda-
tions, 13 are proposed for immediate action and 11 are proposed
for future action. The recommendations are also subdivided
into parking, circulation and legislation.
I. FOR IMMEDIATE ACTION
A. Parking
1. one-way street system
2. expanded one-way street system
3. public parking facilities
4. metered parking
5. S. W. 9th Street parking
b. S. W. 17th Avenue parking
7 current parking regulations
B.
Circulation
1. S. W. 8th, 7th, and 6th through
streets
C. Legislation
1. commercial vehicles
2. R-4 lot area and width requirements
3. driveways and landscaped strips
4. Zoning Ordinance ambiguities
5, new commercial zoning for S. W.
8th and Flagler Streets
II. FOR FUTURE ACTION
A. Parking
1. angle parking
2, parking programs elsewhere
B. Circulation
1. S. W. 4th Street widening
2. streets less than 18 feet wide
3. S. W. 8th Street beautification
4. minor avenue improvements
5. general right-of-way improvements
C. Legislation
1. parking space review procedures
2. zoning controls around rapid transit
stations
3. official zoned right-of-way
4. special assessment parking district
FOR
IMMEDIATE
ACTION
FUR IMMEDIATE ACTION
I -A. PARKING
h
1. Implement t for at one-way street system soufh and of r Cagler,
Street and north of S. W. 8th Street between S. W. 4th
Avenue and S. W. 17th Avenue.
Since it is financially impossible to rebuild all the streets
in the Latin Community Study Area to a roadway width
that could accommodate two passing lanes and two parking
lanes and since it is impractical to require all vehicles to
park off-street without previously providing parking facil-
ities, it is recommended that a one-way street system be
impleinented as a short term solution for the parking and
circulation problems.
This will improve traffic circulation in the area and may
actually increase the number of curbside parking spaces
by allowing parking on both sides. of some streets that
previously had parking on only one side.
The area selected for implementing the one-way street
system is the area most congested with curbside parking,
where numerous narrow roadways and older structures
lacking on -site parking exist. The target area (south of
Flagler and north of S. W. 8th Street between S. W. 4th
Avenue and S. W. 17th Avenue) is a well-defined district,
laid out in a standard, gridiron form. These physical
characteristics should help residents to adapt more easily
to one-way traffic movement. (See Map 27)
63
2. Expand the one-way street system north of Flagler Street
to N. W. 7th Street between N. W. South River Drive and
N. W. 14th Avenue.
The area mentioned above also contains numerous, older
structures lacking on -site parking and narrow roadways.
Following the area below Flagler between S. W. 4th and
S. W. 17th Avenues, this is the most appropriate area
for application of a one-way street system. It is also a
well-defined district, which could serve to extend the
one-way gridiron pattern applied south of Flagler.
Problems that might be encountered in implementing the
first one-way street system could be avoided in this second
priority target area.
The one-way street system should be established only to
S. W. 14th Avenue, since the area to the west does not
continue the gridiron pattern (due to the Orange Bowl
Complex), and it has special ingress and egress problems.
(See Map 27)
Recommend to the Off -Street Parking Authority that it
study the feasibility of constructing parking Lots and/or
gaga es near the intersection of Flagler Street and 12th
Avenue and along S. W. 8th Street between I-95 and S. W.
22nd Avenue.
Public off-street parking facilities may be needed at the
following locations:
1) Flagler Street and 12th Avenue
A concentration of commercial activity, both retail
and office, is located near this intersection. Existing
rapid transit proposals call for the construction of a
transit station at this location, which could further
strengthen its economic viability and spur new office,
retail and high density residential development in the
immediate vicinity. Since there exists a severe on -
site parking deficiency in the residential area im-
mediately south of this intersection, a jointly -used,
residential -commercial parking facility appears
feasible.
2) S. W. Eighth Street
1) S. W. 12th to 22nd Avenue: A concentration of
retail establishments is found along this seg-
ment of S. W. 8th Street. The limited on -site
and curbside parking spaces are occupied much
of the time. (See Map 28) The adjacent resi-
dential streets are cluttered with the overflow
of customer and employee parking from S. W.
8th Street, creating a greater deficiency of
parking spaces for residents.
2) 1-95 to S. W. 12th Avenue: Currently the
curbside parking spaces along this segment
64
of S. W. 8th Street are actively used. The
percentage of parking spaces occupied is
typically from 71 to 90%, although no meters
exist.
For the continued success of the S. W. 8th
Street commercial area, it is essential to
provide adequate, low cost customer parking.
Where available, sites for public parking lots
and small garages should be acquired between
S. W. 7th and 8th Streets. A recommendation
made later in this report for the elimination
of parking along part of S. W. 9th Street,
along S. W. 17th Avenue, where traffic is ex-
tremely congested, will also increase the
demand for off-street parking facilities on
S. W. 8th Street.
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PROPOSED ONE WAY STREET SYSTEM
FIRST PRIORITIES
LOCAL ONE-WAY STREETS
SECOND PRIORITIES
LOCAL ONE-WAY STREETS
CITY OF MIAMI PLANNING DEPARTMENT
6
Latin
Community
Study 27
i 3 i ri1JI --,3---_._r
1 • . �iS1
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6
metered rkin in commercial areas where
streetsrovidin curbside arkin currentl have a
skin oc, anc rate of reater than 50%.
Metered parking in commercial areas could encourage a
greater turnover of patrons and discourage all -day
parking, thus providing direct economic benefits to
neighboring commercial establishments.
Map 28 shows the location of areas that could be con-
sidered for the expansion of metered parking .of All
of
these locations had a parking occupancy
ore
than 50% and are presently unrnetered.
5. Prohibit arkin on the south side of S. W. 9th Street,
between 17th and 19th Avenues.
S. W. 9th Street between 17th and 19th Avenues is about
28 feet wide from curb to curb. Such a roadway width is
capable of permitting two moving lanes of 10 feet each and
one parking lane of 8 feet. Since the area is only one
block south from the concentrated retail activities on
Street
lvehicles
parked bumper to bumper on both sides of the streetrently.
S. W. 9th Street east of 17th Avenue to 14th Avenue also
has a roadway width of about 28 feet. However, parking is
restricted on the south side of the street, where residential
eier east of 17th Avenue on 9th Street thancirculation
gasasit is between
17th and 19th Avenues.
It is recommended that parking be restricted on the resi-
dential side, i.e., the south side, of S. W. 9th Street
between 17th and 19th Avenues. Parallel with the imple-
mentation of this proposal., it will be necessary to con-
struct off-street parking facilities near S. W. 8th Street,
between 12th and 22nd Avenues. (See Map 28)
u1 \ Latin
'N.UV.7•T.
-11- 11 Community
,L ,, L..,
i ii 1 ►I--______7 9/ Study MAP 28
r.
g 3 ! ! t r 9 • • •- �r I
'• i i i i i i i i i i iL ,
•PROPOSED PARKING FACILITIES- RESTRICTIONS�'`�� �`'•��.�
ZONES FOR PUBLIC OFF-STREET PARKING FACILITIES •
ZONES FOR ADDITIONAL STREET METERS
ZONES FOR RESTRICTED PARKING
CITY OF MIAMI PLANNING DEPARTMENT
67
400' 15200'
Restrict a on both sides of S. W. 17th Avenue between
Fla ler Street and S. W. 8th Street
Between Flagler and N. W. 7th Streets, N. W. 17th Avenue
is 82 feet wide from curb to bound. Between Flagler andcurb. It has three lanes rth-
bound and three lanes sou
thS. W. 8th Streets, S. W. 17th Avenue is only 39 feet wide
from curb to curb, and it loin currently occurs on both only one lane norhbound and
one lane southbound. Parking
sides, limiting the vehicular capacity of this roadway. As
a result, motorists travelling in a north
sg S. W. dir ctiothnd
often prefer to use local avenues
S. W. 7th Streets withouttor betweeniFlagler
traf-
fic congestion on the 17th Avenue collec
and S. W. 8th Streets.
Dade County's Secondary Road Program has earmarked
funds to widen 17th Avenue to six lanes (68 feet) between
Flagler Street and S. W. 8th Street and to four lanes south
of S. W. 8th Street to U. S. 1. However construction is
not scheduled to begin until 1978 or 1979, and traffic con-
gestion will not be improved during the interim unless some-
thing is done.
For these reasons, it is presently advisable to restrict
parking on both sides of S. W. 17th Avenue from Flagler
Street to S. W. 8th Street, at least during morning and
late afternoon rush hour traffic. If parking is restricted,
S. W. 17th Avenue below Flagler will have a total of four
moving lanes, connecting into six moving lanes north of
FlaglerStreet.Also,
residents y
en-
couraged to use 17th Avenue more frequently as a collector
)
street •(which is its principal tof usctionnoro travavel
e in a north -
south direction, rather than
7. Enforce Current Parking Regulations.
Flagrant violation of current parking restrictions has been
noted within the study area. Vehicles often park within
restricted zones, impeding the flow of traffic. Parking
has been prohibited on one side of various streets (see
Map 10), which are too narrow to support two moving lanes
of traffic and two parking lanes. The continued parking of
vehicles along both sides of such streets hinders traffic
movement.
Throughout the study area, vehicles block driveways and
fire hydrants and park within twenty-five feet of intersec-
tions, all of which violate existing parking regulations and
threaten the public safety.
The areas of greatest non-compliance are those that are
most seriously impacted by the lack of sufficient on -site
parking. More intensified enforcement is needed to cope
with the existing situation.
68
i-B. CIRCULATION
NMI. '1 ST.
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69
Continue S. W. 7th and S. W. 8th Streets as one-way
through streets from 17th Avenue to westbound 27th
street Avenue
frand make
S. W. 6th Street a one-way.
Avenue to 27th Avenue.
As suggested in Recommendation I-B-1. S. W. 6th, 7th
and 8th Streets should be made one-way streets between
S. W. 4th and S. W. 17th Avenues. During morning rush
hours, S.W. 8th Street could provide three moving lanes
eastbound: and during evening rush hours, S. W. 6th and
7th Streets could provide a combined total of four moving
lanes westbound. Since these three streets are arterials
and will function to move regional traffic passing through
the area, they should logically be continued from. 17th
Avenue to 27th Avenue - to tie in with State Highway No. 9
(27th Avenue) and U. S. Highway 41 (8th Street).
Currently, these three streets are functioning to
m ve high
volumes of through traffic. Moreover, MTA busese
routed along all three streets. Therefore. their character
as regional arterials would not change by the proposal.
Only the direction of traffic movement and the capacity of
the arterials would change. Instead of two-way traffic on
6th Street, traffic would be routed one-way. westbound.
Proposed right-of-way improvements on S. W. 8th Street
would guarantee smoother eastbound traffic flow.
1-C. LEGISLATION
1. Enact new legislation and enforce present legislation con-
trolling the parking of commercial vehicles and other wide
to
vehicles on public streets.
Wide commercial vehicles, not being used for job -related
purposes, are frequently parked on residential streets in
the Study Area, especially evenings and week -ends. Such
vehicles include school buses, ice cream trucks, and
commercial pick-up trucks. These vehicles may reduce
the width of existing moving lanes or may actually ob-
struct traffic.
The City of Miami has very little legislation dealing with
trucks or commercial vehicles. Section 34-45 of the City
Code states that "No vehicle shall be parked so as to ob-
struct traffic," yet it is too general in terminology to be
useful for the type of problem mentioned above.
The Dade County Code dealing with Traffic and Motor
Vehicles, Section 36. 388. 3, states "In areas zoned resi-
dential, it shall be unlawful for a truck of one ton capacity
or over to be parked for more than one (1) hour, unless
engaged in the loading or unloading of materials." Al-
though this section controls trucks greater than one ton
in capacity, it does not prohibit private school buses and
other wide vehicles of less than one ton capacity to be
parked on residential streets.
Therefore. it is recommended that the City of Miami
Police Department identify and penalize offenders of Dade
County's City Code (up to S50 or 10 days in jail as indica-
ted) and that the City include an additional section in the
City of Miami Code to control other commercial vehicles.
Such additional section might read:
IT SHALL BE UNLAWFUL TO LEAVE UNATTENDED
FOR MORE THAN TEN MINUTES ON A PUBLIC STREET
IN A RESIDENTIALLY ZONED AREA ANY VEHICLE OF
A WIDTH GREATER THAN SEVEN AND ONE-HALF (71)
FEET, NOT ACTIVELY ENGAGED IN DELIVERING
GOODS OR PEOPLE TO THE AREA OR ANY COMMER-
CIAL VEHICLE, WHOSE CONTENTS, IF EXPOSED, ARE
DANGEROUS OR UNSIGHTLY.
A single ticketing campaign in the Little Havana Area
should be adequate to make offenders aware of the laws
and to alleviate circulation problems. Checks could be
made intermittently to control continued offenders.
7!)
2. Amend in part Article VIII, which allows R-4 multi -family
_development on lots less than 60 feet wide with less than
10,000 square feet of lot area that were platted prior to
September 25, 1946. The following schedule of minimum
lot areas, minimum widths and densities, is recommended
for development of less than four units on lots platted prior
to September 25, 1946.
No. of Units Min. Lot Min. Lot Aver. Lot Area per
Permitted Area Req. Width Req. iDws Dwelling Unit
in sq. ft.. in feet q-
4000 or less
2000
1666
1
2
3
4000or less 40or less
4000 40
5000 50
In addition, 1500 square feet of lot area shall be provided
for each dwelling unit in multi -family developments of
from four to fifteen units. The following table results:
4
5
6
7
8
•
15
6000
7500
9000
10500
12000
22500
60
60
60
60
60
1500
1500
1500
1500
1500
60 1500
Moreover, 750 square feet of lot area shall be provided
for each dwelling unit above 15 in multi -family develop-
ments greater than 15 units. The following table results:
16
17
43
100 150/A)
159 (531A)
23250
(22500) + (750)
24000
60 1453
60 1411
43500 (1 A) 60
87000 (2 A) 60
130500 (3 A) 60
1012
870
821
71
if a lot has a minimum average width of at least fifty (501
feet and a minimum lot area of at least six thousand (6000)
square feet, which was a platted lot of record prior to
September 25, 1946, it may be used for four (4) units. pro-
vided that neither the side nor rear •ards are used for park-
ing surfaces or driveways. If a lot has a minimum average
width of at least fifty (50) feet and a minimum lot area of
seventy five hundred (7500) square feet, which was a platted
lot of record prior to September 25, 1946. it may be used
for five (5) units. provided that neither the side nor rear
yards are used for parking surfaces or driveways.
Reasons for the Recommendation
In the twelve year period between 1960 and 1972, 634
residential structures of two units or more were built in
the Latin Community Study Area, three -fourths of which
were built on lots no wider than 50 feet and more than
one-third of which were six -unit apartment buildings.
New Residential Structures, 1960-1972
Latin Community Study Area
Units per No. of
Structure Structures
2 66
4 112
6 219
8 89
10 26
12 38
Over 12 66
Other 18
Total 634
Average Units per Structure = 7.8
Percent
10.4
17.7
34.6
14.0
4. 1
6. 0
10.4
2.8
100.0
Sub -Total
Percent
76.7
23. 3
100.0
The following chart is a statistical summary of the stan-
dard size lots zoned.R-4 in the Latin Community Study
Area, 71 percent of which are 50 feet wide by 150 feet
long. Sketch A shows the typical development patterns
of blocks and lots for four and six unit residential
structures.
Size Of Lots Zoned R-4 in the Latin Community Study Area
Size of Lot
50' x less than 100'
50' x 100'
50' x 101' to 149'
50' x 150'
50' x more than 150'
other width lots
Total
No. of Lots % of Total
33
49
545
2291
109
204
3231
1
2
17
71
3
6
100
Although new construction provides increased revenues
to the City (via property taxes) and helps to satisfy the
demand for housing in the Little Havana area, it is
questionable whether the quality and quantity of new
construction will prove beneficial to the City in the long
run for the following reasons:
1) Many parks, schools, day care centers, trans-
portation corridors, storm sewers, community
centers and other public facilities are currently
.:;•; er-burdened, and the public sector is unable to
respond adequately to the rapid increase in resi-
dential density. These problems will become ag-
gravated in the future.
2) The little remaining vegetation, open space and
natural amenities are gradually disappearing.
3) On -street parking is reaching a saturation level, yet
the demand for curbside parking for visitors and
service vehicles is not always satisfied on -site
through new residential construction. Moreover, an
increase in future car ownership could make the cur-
rent off-street parking regulations inadequate. As a
result, recently constructed apartment buildings may
generate additional on -street parking in the near future.
4) New residential construction on 50 foot wide lots is
reducing street capacity for curbside parking. due
to the minimum 18 foot curb -cut required in con-
junction with parking areas in front yards. If one
side of a typical street having ten 50 foot wide lots
were developed, the street would be able to store 10
cars at curbside, i. e. , one vehicle in front of every
Lot. This is about half the number of vehicles that
could be stored before new construction occurred.
5) Few, if any. amenities are provided when new apart-
ment buildings are constructed on 50 foot wide lots.
6) There is little diversity in the size of new dwelling
units, i.e. , most are one or two bedroom apartments.
7) Home ownership is decreasing through new multi-
family residential development. The old single family
homes provided some community stability, but the new
multi -family residential buildings almost always con-
tain small rental units. Condominiums appear suc-
cessful only if they provide amenities available in other
parts of Miami, i. e., swimming pools, recreational
facilities, landscaped open space and quality construc-
tion. However, there are few of these building proto-
types within the study area.
8) The limited alternatives possible for developing a
standard 50 foot wide lot restrict new construction to
designs which offer very little variety in terms of site
layout, building design or apartment unit design.
72
STANDARD LOTS
4 UNITS
ON 6000 SO. FT.
so*
6 TO 6 UNITS
ON 7600 SO. FT.
BO"•*" DECORATIVE wAL.t.
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Ino.
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STANDARD BLOCKS
P
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Latin
Community
Study TCH A
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TYPICAL DEVELOPMENT PATTERNS WITH EXISTING R -4 ZON 1 NG
73
100`
9
i
Q
1BO'
00' TYPICAL.
9) Street facades are becoming monotonous with repeti-
tion of the same building type on 50 foot wide lots.
The areas immediately adjacent to the right-of-way
are becoming asphalted and divested of mature
vegetation.
10) If R-4 multi -family development continues in a
similar quality and quantity as has occurred since
1960, it is possible that a permanent physical infra-
structure will be established, conducive to future
slum conditions, because of the following reasons:
a� Residential densities are increasing with in-
adequate provision of private or community
usable open space. The orientation of many
of these buildings on small lots allows little
privacy or quiet.
b) Tenants are typically less likely to maintain
their dwelling units or buildings in good condi-
tions than are home owners, yet the tenancy
rate is increasing in the area.
c) The number of absentee landlords has and
will increase. Many of the new apartment
buildings are currently owned by South
American businessmen and non -local inves-
tors,who consider them stable investments.
Adequate property maintenance and landlord -
tenant communications are therefore restricted.
New apartment buildings are beginning to dete-
riorate. overcrowding is occurring and on -site
parking is becoming inadequate.
Since many of the Spanish-speaking residents
currently living in the area prefer home owner-
ship and have a great deal of socio-economic
mobility, Little Havana could continue to func-
d)
e)
74
tion as a transitional neighborhood_ Eventually
only those people lacking socio-economic mobil-
ity -- the old and the marginally poor -- may
remain as residents of the area.
f) Private renewal is currently occurring, due to
the housing demand and the relative economic
non -productivity of single family structures on
R-4 zoned lots. In the future, housing demand
wilt probably decrease, much of the area will
have been developed to maximum R -4 intensity,
and there will be less likelihood that investors
will acquire one or more of these built-up tots
for new residential development.
For all these reasons, it is of utmost importance that the
current private renewal be as good as possible. Similar
problems as those mentioned above can occur in other parts
of the City, especially in the NDP #3 area, where small lots.
only 50 feet in width, platted before September 25, 1946, cur-
rently permit multi -family development.
Map 29 shows the location of all R-4 districts within City
limits. In total, there exist 1664 net acres zoned R-4,
representing about ten percent of the City's net land acre-
age. In the Latin Community Study Area, there are 550
net acres zoned R-4, which is about one-third of the total
net acreage zoned for multi -family (R-4) development in
Miami.
The amendments to the Zoning Ordinance, as proposed,
should accomplish the following changes:
1) Establish an inverse relationship between residential
densities and lot area requirements per residential
unit. The higher the number of dwelling units in R-4
multi -family development, the less the lot area require-
ments per unit will be; the fewer the units, the greater
the lot area requirements.
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Study 29
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R- 4 ZONING DISTRICTS
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75
Currently there is one constant lot area requirement
per apartment unit in R-4 diatricts, i. e. , each unit
must have 750 square feet. This requirement is in-
adequate for smaller residential projects, since most
of the lot is consumed by surface parking and building
coverage.R-4 also encourages developers to build small-
er, two and three story apartment buildings with only
one and two bedroom units. These units are unsuitable
for long term occupancy by larger Spanish speaking
families in the Little Havana area or for larger black
families in the NDP #3 area zoned R-4. Small, 50 foot
wide lots are typical in both these areas.
Due to the open space requirements (200 square feet
per dwelling unit) and the parking space requirements
(1 space per unit, increasing with the number of units
and the number of bedrooms), a total of about 650 square
feet of lot area is necessary -- without including such
things as driveways, building areas and other areas
required by setbacks in the calculations. For that rea-
son, densities approaching 58 dwelling units per acre,
as currently permitted, are possible only with develop-
ment of large lots, parking garages and high-rise struc-
tures that occupy a small percent of the lot area. Such
high rise structures are more suitable for single occu-
pants, childless couples and smaller families, requiring
one and two bedroom units. Such units would be encour-
aged by reducing the lot area requirements per residen-
tial unit in projects with more than 15 units.
2) The net residential density in the Latin Community
Study Area would ultimately be less than the current
holding capacity permitted under R-4 regulations. One
net residential acre in the Latin Community Study Area
that is developed typically, i.e. , six units on a 100 foot
by 150 foot lot (or 1,250 square feet per dwelling unit)
results in a density of about 35 units per acre. This
is thirteen dwelling units per acre less than the theo-
76
retical maximum density allowed in the R-3, Low
Density Multiple District (48-35 units) and 23 dwel-
ling units per acre less than the theoretical density
currently allowed in the R-4 district (58-35 units).
If the proposed 1500 square foot per dwelling unit
requirement for development of from four to fifteen
units were incorporated in the Zoning Ordinance, the
residential density in the Latin Community Study Area
for typical new construction would be reduced to about
29 units per acre (about one -sixth) of 35. Such a re-
quirement would obviously produce more open space
and variety in residential projects with less than 15
units. It is precisely these smaller projects that have
the greatest problems of building bulk, lot coverage,
and unimaginative site or building designs.
Higher densities could be achieved in projects greater
than 15 units. For instance, the density permitted in a
one acre project would be only 15 units less than the
density currently permitted in R-4 districts (58-43=15).
The permitted density would increase to 50 units per
acre with land assembly and development of two acres.
(53 units with 3 acres, etc.)
3) The 1500 square foot requirement per dwelling unit
would also prohibit developers from assembling two
50 foot by 150 foot lots, replatting them to 100 feet
by 150 feet to satisfy the 60 foot width and 10,000
square feet lot requirements and subsequently con-
structing two typical six unit buildings. Without the
1500 square feet per dwelling unit requirements,
three 50 foot by 150 foot lots could be replatted to a
150 foot by 150 foot lot for development of three
typical six unit buildings. Current R-4 zoning re-
gulations would allow these densities and arrange-
ments. Fifteen units were chosen as the upper limit,
because of the difficulty in assembling more than
three contiguous 50 foot wide lots in the Latin Cor^-
)DEVELOPERS
WILL PROBABLY
ASSEMBLE TWO
OR THREE LOTS
1=]
0
d
0
I1
0
0
0
•
0
Lath
Community
Study SKETCH B
O AND THEN CONSTRUCT:
0
Eat
0
d
ANTICIPATED EFFECTS OF PROPOSED REGULATIONS
rr
q
a
0
P
I9
10 UNITS ON
A lap• x IOd LOT (1a BEFORE
6
6
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A UNITS
uturre
0
0
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0
I
a
10 UNITS ON
A 1O0' X 1ao LOT (12 SESORE}
0
0
16 UNITS ON
A 160• x160. 1.O ('8 OE SORE}
manity Study Area and because of the diminishing
rate of return in constructing free standing apart-
ment buiidingswithoutpartywalls. Thus the density
limitations based on lot area requirements would
essentially function as a sliding scale. However,
the sliding scale would be calibrated in ranges to
correspond to existing platted lot characteristics
in the City of Miami and trends in building construc-
tion. Sketch B shows the anticipated effects of the
proposed 1500 square foot requirements per dwelling
unit in the 4 unit to 15 unit category.
4) Cause a gradual decline in the development of in-
dividual, 50 foot wide lots for apartment buildings,
thus allowing the City to better perceive the impact
of the recent rush in residential construction and to
respond more adequately with the needed community
facilities and right-of-way improvements.
5) Reduce the number of curb -cuts that might have been
required on a residential street containing only 50
foot wide lots.
6) Precipitate new building types and different site lay-
outs.
7) Increase the possibility that developers will provide
more amenities and conserve existing mature vege-
tation, since there will be more lot area to consider
in design preparation.
8) Increase the number of on -site parking spaces re-
quired per dwelling unit (larger scale residential
projects must provide proportionately more parking
spaces, since the number of bedrooms per unit is the
basis for calculating the required number of spaces
for residential structures containing seven or m,re
units).
9) Increase the size of the typical apartment unit, since
a minimum of 1500 square feet of lot area will be re-
quired per dwelling unit, whether it has one, two or
three bedrooms in the 4 to 15 unit category.
10) Induce residents to remain in the Little Havana area,
due to the additional amenities provided, the various
housing types available and the improved general
environment.
78
EXIST
I BUI LD NGS FOR SIX UNIT
APARTMENT
CITY OF MIAMI PLANNING DEPARTMENT
Change Article XXIII (Off -Street Parking and Loading),
Section 2, Paragraph (2) to require that on lots having a
width of fifty (50) feet or less, a minimum twenty (20)
inch landscayed strip shall separate the driveway from
any building, or structure to improve the visual appear-
ance, to provide a natural drainage area, and to reduce
damage by cars to buildings.
Currently, Paragraph (2) reads as follows: "Except
for lots fifty (50) feet or less in width, driveways
leading to parking areas shall have no less than eight
(8) feet of paved width with no projections into the
driveway area for a height of seven (7) feet, and shall
be a minimum of three (3) feet from any building or
structure, and a minimum of two (2) feet from any
property line. On lots that have a width of fifty (50)
feet or less, driveways leading to parking areas
shall have no less than eight (8) feet of paved width
with no projections into the driveway area for a
height of seven (7) feet, and shall be a minimum of
two (2) feet from any property line. The aforemen-
tioned areas of separation for the driveway shall be
appropriately landscaped and protected from vehicular
encroachment. (ORD. 8069)
It would be desirable to change the requirements for
a lot 50 feet wide or less in order to have a minimum
landscaped strip of twenty inches between the drive-
way and the building or structure for at least four rea-
sons:
al
b)
c)
d)
to prevent damage to the structure and to
vehicles
to facilitate vehicle turning movements at
the end of buildings
to provide a natural drainage area for storm
water run-off
to obtain a more visually pleasing separation
of asphalt and concrete.
4. Correct ambiguities in Article XXIII (Off -Street Parking
and Loading) of the Comprehensive Zoning Ordinance re-
ferring to "parking surface, " "decorative wall," and "con-
venient access."
The following terms found in Article XXIII of the Compre-
hensive Zoning Ordinance may cause some misinterpreta-
tion by developers and should therefore be clarified to
avoid any difficulties:
1) "Parking surface" versus "access aisle" or
"driveways"
It should be clarified that an access aisle is to be
considered the same as a parking surface or drive-
way so that it be separated from any wall, building
or structure by a minimum twenty (20) inch land-
scaped strip.
2) "Decorative wall"
The term "decorative wall" should be defined more
specifically as being a solid and continuous masonry
wall, two and one-half (2f) feet in height, whose
surfaces are painted, tiled or textured in such a way
to provide a decorative effect.
3) "Convenient access to parking space"
This term should be qualified and quantified_ Some
additional standards, which consider vehicle maneu-
vers in backing out, turning and conveniently exiting
from parking spaces, should be developed. The 20-
inch landscaped strip required from all buildings
and side walls adjacent to parking lots has improved
accessibility to parking spaces, although it is still
difficult to enter and exit from some spaces.
80
p
Presently, it is premature to suggest changes in the
size of the required parking space. The requirement
of a 9 foot by 20 foot parking space per vehicle re-
cently replaced the requirement of a 10 foot by 20
foot space, and the impact of the energy crisis on the
production of compact cars is difficult to evaluate.
In addition to clarifying the ambiguous terms men-
tioned above, the site requirements that the Building
Department is currently enforcing should be included
in the Ordinance, i. e., "At the front street base
building line, all driveway curb -cuts built in conjunc-
tion with front yard parking areas shall be at least
eighteen (18) feet wide and separated from either
side property line by a minimum of five (5) feet.
There should also be an amendment to the ordinance
prohibiting the opening of doors at ground level
directly onto a driveway.
5. Appoint a Spanish-speaking citizens' task force to
work with the Planning Department in identifying areas
along S. W. 8th and Flagler Streets, that could be changed
from the current C-4 zoning classification prohibiting resi-
dences to a new commercial zoning classification allowing
mixed commercial and residential activities. The task
force and the Planning Department should also prepare
amendments to encourage developers to include those
Spanish style architectural elements or urban amenities
the Spanish-speaking task force believes desirable along
81
S. W• 8th or Flagler Streets.
The zoning on both sides of Flagler Street and S. W. 8th
Street within the Latin Community Study area is C-4, i.e. ,
General Commercial. C-4 zoning permits hotels and motels
but excludes all other structures used for dwelling purposes.
It is very common throughout Latin America to find mixed
residential and commercial activities. In many Latin Ameri-
can cities, retail establishments similar to these on S. W.
8th and Flagler Streets typically have apartments above the
ground floor. In terms of land use compatibility, mixed com-
mercial and residential activities are desirable. Residents
do not have to walk or ride great distances to shop, parking facili-
ties are used daytime and nighttime by store patrons and
residents.and commercial streets are active throughout the
day. Through a new zoning classification, developers could
also be required to build continuous pedestrian arcades,
plazas and balconies, as well as to use building materials
associated with Spanish architecture (tiles, wrought iron
and stucco). Not only would S. W. 8th and Flagler Streets
become more of a national tourist attraction, residents
might be more enticed to remain in this central city area.
and the regional trade market might be increased. Combined
with improvements made by the public sector in terms of land-
scaping. right-of-way reconstruction and parking facility con-
struction, private improvements could transform these two
commercial -streets into more distinctive and economically
active, Spanish -styled boulevards.
Mandatory site plan review might also be considered
in conjunction with the appointment of a Spanish-speaking
architectural task force.
FOR
FUTURE
ACTION
FOR FUTURE ACTION
II -A. PARKING
1. If car ownership increases, consider angle parking for
those roadways sufficiently wide to accommodate angle
parking with at least one, one-way moving lane.
82
If the other recommendations contained in this report are
acted upon, it may never be necessary to consider angle
parking in the Latin Community Study Area. However, if
car ownership increases and the more ambitious recom-
mendations are not implemented, it would be advantageous
to consider 60 to 90 degree angle parking on the streets
demarked on Map 30. These local streets have a sufficient
width (over 41 feet) to support 60 to 90 degree angLe parking
on one side. As much as a 22 percent increase in the parking
capacity can be anticipated with angle parking.
Because of the inherent problems involved with backing out
perpendicularly into a one-way street without knowing the
direction of traffic, it is preferable to permit 600 parking
on one-way streets and to alloy', 90° parking only on two-way
streets.
The following table shows the amount of street space needed
for parking positions from 0 degrees to 90 degrees. Parking
at 90 degrees would require about 20 feet of back-up space,
which could serve as two moving lanes for local traffic and
as access lanes to the spaces. Parking at 60 degrees would
require one-way traffic movement, as has been proposed for
much of the area.
4
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Latin
Community
Study MAP JV
STREETS TO CONSIDER FOR FUTURE
60° TO 90° ANGLE PARKING
PROPOSED ONE WAY LOCAL STREETS
ACTUALLY WIDER THAN 41 FEET
i=a�s EXISTING TWO WAY LOCAL STREETS
ACTUALLY WIDER THAN 41 FEET
•
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AMISS
W.PI*oisw at
DAM I lit
CITY OF MIAMI PLANNING DEPARTMENT
. 83
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400' 4>s00'
Street Space Used for Various Parking Positions°
Stall Position
sidth at Curb
Width of
.treat used
when parked
Street width needed
ter perking plus
maneuvering
Length of
curb
per car
2.
Cars parked
r
100 feet
7 feet Parallel
8 feet 45
b0
90
8feet6in. 45
60
90
9 feet 45
60
7 feet
18.4 feet
19.6 feet
18.0 feet
18.7 feet
19.8 feet
18.0 feet
19.1 feet
20.0 feet
90 18.0 feet
17 feet
30.4 feet
38.6 feet
46.0 feet
29.7 feet
37.8 feet
43.0 feet
30.1 feet
37.0 feet
41.0 feet
22 feet
11.3 feet
9.2 feet
8.0 feet
12.0 feet
9.8 feet
8.5 feet
12.7 feet
10.4 feet
9.0 feet
4.5
8.2
9.5
12.5
Study the feasibility of initiating parking programs cur-
rently being implemented in other American cities like
the following: 1) require all motorists parking their cars
on the public right-of-way within a certain district to
purchase and display a permit for parking. and 2) build
small public residential parking facilities throughout a
district.
9.8 .5 1) Residential Curb Parking Permits - A system of
9
11.5 residential curb parking permits operates in other
American cities in the following manner:
7.37
9.0
11.1
*Source: DeChiara, Joseph and Koppelman, Lee, Planning
Design Criteria
In most cases, angle parking on roadways less than 41
feet in width will not provide more parking spaces than
can be provided by existing parallel parking along both
sides of the roadway.
Within the area proposed for the implementation of a one-
way street system, sites suitable for angle parking include:
N. W. 2nd Street between N. W. 9th and 14th Avenues, .
S. W. 2nd Street between both S. W. filth and 12th Avenues
and between S. W. 4th and 7th Avenues. Parking stalls
must be clearly marked to gain maximum utilization of the
angle parking areas.
3a
All residents wishing to park their automobiles on a
public street overnight are required to purchase
parking permits. Permits do not guarantee the
availability of a parking space, but limit the number
of cars that could legally be parked on residential
streets. Temporary permits for a short period of
time are available for visitors. All vehicles parked
after 2 A. M. without a permit are ticketed.
The resulting revenue from the sale -of permits helps
establish and support a parking fund to finance the
development of off-street parking facilities. The cost
of permits is low enough that all residents can afford
them and the program is implemented on a City-wide
basis. The success of such a program is highly
dependent on the enforcement of permit parking re-
strictions.
BOSTON
An unusual program of residential curb parking per-
mits exists in Boston, Massachusetts. Even during
daytime hours, a resident may not park more than a
specified distance from his home without becoming
liable for a violation ticket. This program assures
<
the availability of some curb parking spaces for
local residents and prevents non-residents from
depleting all of the available spaces.
MILWAUKEE
In 1967 almost half of the funds for the City Parking
Fund in Milwaukee, Wisconsin, came from the sale
of all-night parking permits. Permits are sold on a
monthly basis (1968 fee, $4. 00 per month) primarily
in densely developed residential areas. Under City
ordinance, a car displaying a permit is exempted
from a City-wide, 2 A. M. to 4 A. M. , parking
prohibition. In addition, permit parking is regulated,
so that vehicles cause minimum interference to
street maintenance operations and traffic flow.
A permit parking system for Miami should be care-
fully investigated at a future date, before the present
street system becomes over -saturated with vehicles.
2) Public Residential Parking Lots and Garages - The
experience of most cities with these facilities is that
public residential parking is feasible only if located
in the immediate vicinity of the residence, usually
no further than a 700 or 800 foot walking radius.
As a result, most facilities are small. According
to a study conducted by the American Society of Plan-
ning Officials, over 50 percent of these facilities had
less than forty spaces, and 85 percent had less than
sixty-five spaces.
PHILADELPHIA
In Philadelphia a fully subsidized residential, off-
street parking program has been developed. All
costs for acquisition and development of parking
facilities -are paid out of the City's capital budget
85
funds, and there is no charge for the parking.
MILWAUKEE
Milwaukee's residential off-street parking program
can be considered self-supporting. All development
costs for facilities are paid out of the City Parking
Fund Operations. Facilities are privately operated,
but parking spaces are leased or rented to residents
according to a rate schedule subject to City control.
The construction of small public garages and/or lots
throughout the Latin Community Study Area would
require high public expenditures. Land prices in
1973 were approximately $28, 000 to $32, 000 for a
developed 50 foot by 150 foot lot. Contiguous lots
are sometimes unavailable and might result in a
fragmented pattern of public parking facilities, in-
creasing both maintenance and development costs.
Users of these facilities could purchase or be granted
a use permit. A specific space would be assigned to
a subscriber. Other vehicles occupying an assigned
parking space would be liable for a ticket or be towed.
II-B. CIRCULATION
1. Widen and improve S. W. 4th Street between S. W. 22nd
and 17th Avenues to accommodate two moving lanes of
traffic or make it a one-way local street.
Between S. W. 22nd and 17th Avenues, S. W. 4th Street
currently has a roadway width that, in some sections is
unable to permit even two vehicles to pass. A special
study of dedicated rights -of -way is necessary to deter-
mine the ownership of properties adjacent to the road-
way and to determine the feasibility of widening the road-
way to accommodate two moving lanes.
If it is economically or legally impossible to acquire and
develop a wider roadway, then one-way traffic movement
should be considered as an alternative. This is not an
ideal solution, since S. W. 4th Street would be the only
street functioning as a one-way corridor in the neighbor-
hood, which could lead to confusion and accidents.
However one-way traffic movement would be an improve-
ment to the existing situation of driving on private property
to allow on -coming traffic to pass. (See Map 32)
2. Progressively widen and improve streets under 18 feet to
allow for two passing lanes.
86
Within the Latin Community Study Area, there are some
streets whose roadway widths are less than 18 feet. As
such, it is difficult, if not impossible, for one car to pass
another. Even if a one-way street system were imple-
mented throughout the area, it would be desirable to have
a paved roadway width of at Least 18 feet to allow two
vehicles to pass, to get around stalled vehicles or vehicles
making deliveries and to be able to turn around on the
paved roadway.
3. Beautify S. W. 8th Street by providing landscaped areas, street
furniture and other improvements within the right-of-way.
According to the 1970 Census, more than 86 percent of the residents
in the Latin Community Study Area are tenants rather than home-
owners. For many people, especially the young and the economically
mobile, the area is presently considered a temporary address. It
does not have the amenities and quality environment of other parts of
Miami. However, one of Little Havana's unique features, which has
attracted people and has been able to retain some of them as per:nanent
residents, is the S. W. 8th Street commercial corridor. To many
Spanish-speaking people, S. W. 8th Street offers unique social, cultural
and economic opportunities found nowhere else in Dade County.
Currently S. W. 8th Street lacks individual identity. Except for some
storefronts and signs, it looks like many other commercial streets in
Miami. A significant amount of new development has occurred in
recent years, and several major projects are currently under construc-
tion.
It is proposed that existing and new development be complimented by
beautifying the right-of-way with trees, benches, decorative lighting,
open space, and other amenities. Such improvements could be built
within the existing sidewalk, particularly where the dedicated right-of-
way is greater than 70 feet.
a
POSTS
4
J
EMERGENCY
BREAK DOWN LANE
Latin
Community
Study SKETCH .D
28'
}
PROTOTYPICAL CHANNELIZATION DESIGN
4, Rebuild and beautify some minor avenues that cross major
east -west streets to provide landscaped open space and to
channelize one-way traffic or provide traffic control devices.
There are several minor avenues which cross S. W. 8th
Street, S. W. lst Street and Flagler Street perpendicularly.
Without traffic signals or control devices, a motorist as-
sumes a great risk in crossing a heavily travelled, three or
four lane arterial. In making north -south movements,motor-
ista should use the major avenues (22nd, 17th, 12th, 8th, 4th)
which serve as collector streets from one neighborhood to
another. In this way, there will be fewer accidents and fewer
traffic signals required on the three east -west arterials, i.e.,
S. W. 8th, S. W. lat, and Flagler Streets.
To achieve these objectives, it is recommended that traffic
control devices be provided or that the minor avenue inter-
sections be rebuilt to physically channelize one-way traffic.
If rebuilt along S. W. 8th Street, such intersections could be
improved in conjunction with the S. W. 8th Street landscaping
proposal, and additional open space could be provided at the
intersections for pedestrians.
Map 31 indicates where such controls or improvements could
be made; Sketch D shows a prototypical channelization design.
A brief field survey indicated that the approaches to many of
these intersections had no driveways, service entries or curb -
cuts within a distance of about thirty feet from the intersection.
Where service entries or curb -cuts exist, limited controls
can be employed, such as in painting the moving lane or the
parking lane access, using signs and placing temporary bar-
riers.
If intersections are rebuilt and beautified, some factors that
should be considered in the design are the following:
1) distinguish the roadway from pedestrian areas by dif-
ferent pavement materials, elevations and landscaping
devices:
2) limit parking encroachments upon pedestrian areas
with physical devices:
3) allow an emergency service lane, so that vehicles
stalled at intersections can be passed;
4) channel one-way, north -south traffic in the direction
of the east -west arterial street;
5) provide uniform landscaping complimentary to im-
provements along S. W. 8th Street;
6) incorporate bus stops and taxi stands, where possible.
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APPROPRI ATE INTERSECTIONS
FOR TRAFFIC CONTROL DEVICES OR
CHANNELIZATION IMPROVEMENTS
4
s
.W. 7 ST.
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• • •
• • •
11 EXISTING SIGNALS ALONG SW 8th , SW 1st AND FLAGLER ST.
F-1
Latin
Community
Study MAP 3
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89
Progressively improve the rights -of -way throughout the
area, where appropriate (curbs, gutters, sidewalks,
storm sewers ` and utilities).
Those streets which lack curbs, gutters, sidewalks,
storm sewers and utilities should be improved pro-
gressively to current standards.
The implementation of such improvements will help to
alleviate the circulation and parking difficulties existing
at these locations.
II-C. LEGISLATION
1. Establish a periodic review procedure to evaluate the
parking space per residential unit requirements.
The continually increasing rate of automobile ownership
within the City of Miami requires a re-evaluation of the
present off-street parking requirements. Present re-
quirements appear adequate, but if existing consumer
trends persist, it may be necessary to increase the num-
ber of parking spaces required for future residential and
commercial structures. The current energy crisis could
also dramatically affect the size of future vehicles and the
number of vehicles per family.
A periodic check of vehicle registration should be instituted
to provide an update on car ownership within the City.
Between 1960 and 1970, there was a 20 percent increase
in the number of cars per dwelling unit. The increasing
personal affluence and the relative low cost of car owner-
ship could significantly increase the number of two car
families within the Little Havana area. Nationally, there
was a 400 percent increase in two -car families during the
past 20 years.
Current Off -Street Parking Requirements for Residential
Structures (ORD. 8069)
1) Single and two-family dwellings - 1 parking space
per dwelling unit (D. U. )
2) Townhouses - 2 parking spaces per D. U.
3) Multi -family -
Under 6 D. U. - a) 1 parking space for first 4 D. U.
b) 1.5 parking spaces for next 2 D. U.
i' 'nl'loilwllklA�AlAIIAANIAT...w �-�!:R3�;' ••.;�,' ,..:::�� ��:�..::
90
1ore:than b D. U. - a) 1.5 far each.efficiency or
one bedroom D. U.
b) 1.75 parking spaces for
each two bedroom D. U.
c) 2.0 parking spaces for
each D. U. with 3 or more
bedrooms
4) Booming houses and Tourist Homes - 1 parking space
for each two rental sleeping units and one for owner
cperator.
91
2.• If the proposed rapid transit etation'is built at Flagler
Street and 12th Avenue, special zoning controls and in-
centives should be developed for new construction in the
immediate vicinity to obtain wider sidewalks, more open space,
arcades, rapid transit connections and other physical amenities.
It is desirable to induce developers to provide additional
amenities through controls in the Comprehensive Zoning
Ordinance. It is anticipated that the construction of a
mass transit station at Flagler Street and 12thAvenue
would precipitate additional comrnercial and residential
development. If possible, some of the following amenities
could be required with new development: open arcades,
additional open space, rapid transit connections, multiple
building entrances and wider sidewalks.
Rapid transit stations are also being considered for the
intersections of Flagler Street and 8th Avenue, 17th Ave-
nue and 22nd Avenue. If these proposals are officially
approved, similar zoning controls and incentives as
applied to Flagler Street and 12th Avenue should be
developed for new construction around these intersec-
tions.
3. Periodically review the official zoned right-of-way widths
•
in the Latin Community Study .Area with the State of Florida
Department of Transportation, Dade County Department of
Traffic and Transportation and other interested official
agencies to determine if the widths are adequate or exces-
sive in terms of proposed right-of-way and transportation
improvements.
Currently all streets in the Latin Community Study Area
have an official zoned right-of-way width, ranging from 40
feet to 90 feet. The official zoned right-of-way line is used
to determine the base building line for new development.
The area between this line and the property line (if the lat-
ter is closer to the roadway) cannot be included in lot area
calculations to determine a higher density for new con-
struction. Because of front and side zoned right-of-way
lines, a corner lot occupied by a single family structure
sometimes forfeits as much as one-third of its area to
become a multi -family development.
It is suggested that the official zoned right-of-way widths
be re-evaluated in light of current thinking about parking,
circulation, right-of-way improvements and regional
transportation considerations to determine if they are
adequate or excessive.
92
4. Change Section 56 of the: City Charter to permit the estab-
lishment of Special Assessment Parking Districts and study
the possibility of establishing such a District in_parts of the
Latin Community where on -street parking problems are
most severe.
In the same way that special assessment districts are
established for the construction of sidewalks, sewers
and other public services, it is possible to establish
special assessment districts to build parking facilities.
Real property could be assessed on a percentage of park-
ing spaces that are not being provided, based on current
ordinance requirements. Funds derived from the assess-
ment tax could be used for the development of off-street
parking facilities within the district.
In order to lessen the potential hardship to small property
owners, the assessment could be applied to commercial
structures and to structures containing four or more units,
which are generally classified as income producing. This
may prove a useful device in encouraging the private sector
to take action to increase the number of off-street parking
spaces within the special benefit district.
If Section 56 of the City Charter were changed, other neigh-
borhoods in the City with serious on -street parking problems
-:hat cannot be solved entirely by individual efforts could also
set up special assessment parking districts. For instance,
such a concept might be considered for the Design Center
Area, other R-4 neighborhoods and the Little River Area.
i
a
4
4
G APPENDIX Private Parking Lot - An area used for the parking of vehicles.
Definition of Terms
The following are the definitions of terms frequently used in the
report:
Arterial Street - A street, avenue or expressway designated
for inter -urban traffic movement.
Average Daily Traffic (ADT) - The total volume of vehicles
passing a given point during a specified period (in whole d .ys,
more than one day and less than one year), divided by the
number of days in that time period.
Circulation of Traffic - The movement of vehicles on a roadway.
Collector Street - A street or avenue that collects traffic from
local streets and conducts it to arterial streets.
Commercial Vehicle - Every vehicle designed, used or main-
tained primarily for the transportation of property.
Curb -cut - The indentation or depression in a sidewalk and curb
for vehicle access.
Dedication for Right -of -Way - A setting aside of private property
for public street and sidewalk purposes including such uses as
are usually made of a street, including but not limited to utili-
ties, storm and sanitary sewers, gas, water, electricity and
telephone services.
Local Street - A street or avenue used primarily for access to a
residence or other abutting property.
Parking - The storing of unattended vehicles with the motor off.
Parking Lot - An off-street open area, the principal use of which
is for the parking of automobiles.
93
Right -of -Way - The privilege of the immediate use of the street.
Roadway - The paved cross-section of a street ordinarily used
for passage or storage of vehicles.
Sidewalk - That portion of a street between the curb lines or the
lateral lines of a roadway and the adjacent property lines, in-
tended for the use of pedestrians.
Truck - Any motor vehicle which is used for the transportation
or delivery of goods, with a body built and designed for that
purpose.
Vehicle - All carriages with wheels that are propelled by power
on land including trailers, semi -trailers, motorcycles, trailer -
able construction equipment, buses, etc.
Volume of Traffic - The number of vehicles passing a given point
or section of a roadway during a specified period of time.
Zoned Right -of -Way - The public right-of-way corridor deter-
mining the base building line, within which no building shall be
erected, structurally altered or extended, and upon which the
setback of all new development is based. All streets in the City
of Miami not otherwise designated by the Comprehensive Zoning
Ordinance are established at a minimum width of fifty (50) feet,
and the base building line is located twenty-five (25) feet from the
official center Line, said center line to be determined by the
Director of Miami's Public Works Department
Zoning District - The zoning classifications are those defined in
the Comprehensive Zoning Ordinance of the City of Miami.