Exhibit A Traffic Calming Manual City of Miami Beach
Traffic Calming Manual
A eo" .. "
B E
. . l•
ste k f •
FINAL REVISION
REVIEWED AND APPROVED BY
MIAMI-DADE COUNTY PUBLIC WORKS
ON JULY 22, 2010
EXHIBIT
L:
TABLE OF CONTENTS
INTRODUCTION 3
GOALS AND OBJECTIVES 4
METHODOLOGY 5
TRAFFIC CALMING PROCESS AND PROCEDURE 8
SUMMARY 13
Appendix A - Project Application
Appendix B - Summary of Ti affic Calming Devices' Characteristics
Appendix C - References
Appendix D - City of Miami Beach Functional Classification Map
INTRODUCTION
"Traffic calming involves chi nges in street alignment, installation of barriers, and other
physical measures to reduce traffic speeds and / or cut - through volumes, in the interest
of street safety, livability, and other public purposes ". 1
The City of Miami Beach (City) through the Department of Public Works,
Transportation Division has developed the City of Miami Beach Traffic Calming
Manual (the Manual) to address traffic concerns in the local and residential streets in
order to preserve and mainta: n the particular characteristics of its neighborhoods.
The growth of Miami Bead has increased the traffic using the local network, thus
impacting the local and residential streets. Speeding and cut - through traffic often occur
through residential neighbor roods affecting livability and safety. The Traffic Calming
Manual has been conceived as a tool to address these issues.
As a guideline to implement traffic calming measures, the Manual provides the process
and procedures to study a problematic local street and/or area within the City's
boundaries. State and County roads are not eligible for City consideration of traffic
calming measures.
Based on the research of different traffic calming practices within the United States (see
Appendix C), the Street Closure /Traffic Flow Modification Study and the results of
traffic counts performed on several streets in Miami Beach, specific thresholds were
developed to implement traffic calming measures according to the City's unique
characteristics.
The Manual also provides giidelines for the installation of different traffic calming
measures that may be used in a traffic calming project, analyzing the effects on speed
and volume each would have, as well as their preliminary costs.
City staff and residents will identify traffic problems in their neighborhoods and will
create a traffic calming project with solutions that are acceptable and appropriate.
The methodology and proce lure documented in this manual is implemented and
revised as to fit in the City of Miami Beach.
1 Institute of Transportation Engineers.
2 Dade County Public Works Department and Metropolitan Planning Organization
3
GOALS AND OBJECTIVES
Traffic calming is the applica ion of mainly physical measures that reduce the negative
effects of motor vehicle u. e, alter driver behavior, and improve conditions for
pedestrians and bicyclists. i affic calming may be a component of a neighborhood
traffic plan.
GOAL:
Ensure the development of a afe, efficient and integrated transportation system in the
City of Miami Beach that pro otes neighborhood livability using adequate technical
planning and traffic engineer g practices.
OBJECTIVES:
The main objectives of traffic aiming include:
• Restoration of commu ities affected by speeding traffic
• Discouragement of the use of local residential streets by heavy vehicles and cut -
through traffic
• Improvement of the q lity of life a street may afford in a neighborhood
• Improvement of road ay safety and reduction of accidents
• Improvement in safe and convenience specifically for vulnerable road users,
such as bicyclists and • - destrians
• Changes to the atti de of many drivers towards speed and a tangible
demonstration that str:-ts are for people as well as for traffic
• Reduction in noise and disturbance
4
METHODOLOGY
TRAFFIC CALMING POLICIES
Specific points to consider in the design of traffic calming measures include:
• Streets that are classified as arterial or higher shall not be considered under these
traffic calming guidelines. A map showing the streets classified as arterials in the
City is included in Appendix D of this document. These road classifications are
intended to be the primary means by which traffic travels in our community.
However, a properly sized roundabout, where appropriate as a capacity
treatment and where p aysical space is available, may be usable in lieu of a traffic
signal and they provide calming as a corollary effect. In the case of Alton Road
and in coordination wi -h FDOT, the City has installed speed radar boards with
the purpose of alerting drivers on how fast they are driving above the speed
limit. The devices are effective in that they catch the drivers' attention,
prompting them to reduce the speed of the vehicle they would be driving.
• For collector streets, pe lestrian refuge islands, roundabouts and entrance
treatments (specially an entrance to a neighborhood) are some options to try as
traffic calming measur€ s for these types of streets.
• For local streets, speed : ushions would be the preferred traffic calming
treatment. Speed cushions provide a vertical hump for passenger vehicles but
leave beveled gaps for wide - tracked vehicles such as fire trucks and school
buses. Chicanes, traffic circles and speed tables are additional techniques
available for local streets.
• If the request affects lc cal streets within the City, then the City will coordinate
the review with agencies potentially affected by the traffic flow
modification(s) /street closure(s), which may include, but not be limited to the
following entities:
• City of Miami Beach Fire Department.
• Miami -Dade County Fire & Rescue (MDFR).
• City of Miami Beach Police Department.
• Miami -Dade County Police Department (MDPD).
• Miami -Dade County Planning and Zoning Department (MDP &Z).
• Miami - Dade County Public Schools (MDCPS).
• Miami -Dade Transit (MDT).
• Florida Department of Transportation (FDOT).
• Miami -Dade County PWD.
These reviews shall be relevant to the agency reviewing the proposed traffic flow
modification(s) /street closures(s). The scope of the traffic review shall be
determined on a case -by -case basis by Miami -Dade County PWD.
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The City representative shall review all comments brought forth by the
aforementioned entities. The City under the following conditions shall deny the
application for traffic £ow modification(s) /street closure(s):
• Comments made by any entity revealed concerns that cannot be
resolved.
• The proposed locations for extenuating circumstances do not meet
all criteria outlined under this process or applicable State laws.
• Emergency vehicles access must be preserved. Fire and Police Departments are
involved from the beginning.
• The cut - through traffic should be routed back to collector and arterial roadways.
• The City's Public Works Department shall look at the redistribution of traffic in
adjacent streets. The impacts on adjacent streets and arterials shall be measured,
so that unintended or adverse shifts in traffic do not occur.
• Buses need to be able to negotiate traffic calming features safely, without undue
discomfort to passengers and at a reasonable operating speed.
• Bicyclist and pedestrian access must be accommodated. Provision for pedestrians
and bicyclists should b of a high quality to promote the shift from the private
car to more sustainable modes of transport. Adequate widths and carefully
considered routes and - Priorities coupled with arrangements to make access for
disabled people as easy as possible are required.
• The City Public Works Department may recommend employing different traffic
calming devices according to neighborhood's characteristics. Final decision will
depend on consensus with the community and the County Public Works
Department.
TRAFFIC CALMING TECHNIQUES
PHYSICAL: In general, wider roads encourage higher automobile speeds. Many traffic -
calming techniques are theref ire designed to physically change the width of the street.
If motorists can see far into the distance, their speed may increase. The interruptions of
sight lines through changes i a the road's direction, or breaking the road into smaller
visual units using techniques such as chicanes and roundabouts, cause the drivers to
slow down.
PSYCHOLOGICAL: Traffic calming may also be achieved by changing the
psychological feel of the street. Streets using different surface types, vertical
landscaping or narrowed lanes create the appropriate space for a relaxed, pedestrian -
friendly atmosphere. These psychological changes give motorist cues that they are no
longer on a major roadway, but are in a different environment that is shared with
people.
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There is an extensive menu of treatments that may be part of a traffic calming strategy.
Such treatments include:
• DEFLECTING PATHS: Deflecting the vehicle path causes the driver to reduce
speed and be more atentive to the task of driving. Deflection is done through
changing the route cf the automobile. Some measures apply at mid -block
locations, while others are most appropriate for intersections.
• DIVERTING TRAVEL ROUTES: Diverting the driver's route increases travel
time and encourages the driver to use another route. Traffic diverters, street
closures, one -way streets, median closures and turning movement restrictions
are examples of a dive:sion. Another example is to install signage to ensure that
Heavy Goods Vehicles (HGVs) and other 'through' traffic choose suitable routes
that reduce the envirormental impact of their journeys.
• CHANGES TO PAVEMENT SURFACE: Changing the pavement surface
demands attention from drivers, and reduces the speed for comfortable driving
(the "design" speed). Speed humps, brick pavers and special pavement materials
are among the most frequent approaches to changing the pavement surface.
• TRAFFIC CONTROL DEVICES: Traffic control devices, where warranted, can be
used to regulate traffic patterns.
ENFORCEMENT: Intensified enforcement of traffic regulations can calm traffic,
generally, by reminding drivers of posted speed limits and by enforcing the observance
of STOP signs. Police officers are the usual source of intensified enforcement, but
neighborhood volunteers can also be very effective in assisting in an enforcement effort.
EDUCATION: The City of Miami Beach will make a conscious effort to initiate and
maintain an educational program on traffic calming and safety within the city.
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TRAFFIC CALMING PROCESS AND PROCEDURE
The following flow -chart documents the traffic calming evaluation and install at io n
process from application to post installation. In order to avoid duplication, County and
City will coordinate from the beginning as requests are received. Throughout the
process, the County's Public Works Department will be kept informed.
Application su )mitted by
property owners
City Public Works Department (PWD)
review and initial public meeting
'Jr
Speed /volume Consistency checks (with local
study conducted plans /programs /policies)
Warranted?
Report back to
YES NO • Community
Submit study results to County
PWD for review
1
P:. Preliminary traffic calming plan prepared by
•
City PWD
- 1 N Plan submitted to Fire, Police, an d County PWD as well as other
"' agencies if needed for •eview and comments
® Approved?
' -- NO
{
Public meeting conducted
® Approved?
T
C ' Ballots sent
to residents
Ballots received &
submitted by resident.
T
Plan prioritized and
implemented
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1. COMPLETE AND SUBMIT PROTECT APPLICATION: A preliminary traffic
calming study can be initiated by a resident complaint, the request of a
neighborhood associatio 1, or a Commissioner's request. A resident or
neighborhood association requesting traffic calming must complete and submit an
Application and Petition f Dr Traffic Calming to the City's Public Works Department.
The Petition for Traffic Calming must have signatures from a minimum of 50% of
residents for the section of the street affected. The application and petition are
included in Appendix A o f this document. An initial meeting with the residents that
submitted the request and surrounding area may be conducted to explain the
process the City follows to evaluate applications and to collect their input.
2. EVALUATE APPLICATION: City staff shall identify the study area, collect
preliminary data (the Ciy's Public Works Department will perform speed and
volume studies and colle :t accident reports), and complete the evaluation of the
traffic calming request.
Speed and traffic volumes are the first criteria used to gauge whether a traffic
calming study area warrants further research for possible development and
implementation of a traffic calming plan. The tables below show the thresholds
established for Miami Beach regarding speed and volume:
Points 85th speed is... above Points volume 24 hr.
posted speed limit
0.5 less than 4.6 mph 0.5 500 - 750 veh.
1.0 4.6 to 7 5 mph 1.0 751 -1,100 veh.
1.5 7.6 to 1C.5 mph 1.5 1,101 -1,700 veh.
2.0 10.6 to 13.5 mph 2.0 1,701- 2300 veh.
2.5 13.6 to 16.5 mph 2.5 More than 2,300 veh.
3.0 more than 16.5 mph
* The 85 percentile speed i ; defined as "the speed that is exceeded by 15% of the motorists surveyed"
The second criterion establishes the number of accidents per year during the last
three years along the street as a warrant for traffic calming study.
Points No. of accidents
3.5 1 -2
1.0 3
1.5 4 or more
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i. Any street that ranks 2.5 or higher is eligible for traffic calming. The
neighborhood street would require 2/3 voter approval from residents and is
subject to final roadway design. The County has 100% required approval from
property owners adjacent to the proposed site where speed humps as well as
other calming devices will be installed. Due to the curvature of the roadway,
and other unique design characteristics, some streets may not be suitable for any
or all of the traffic calming tools available.
ii. Any street that ranks 2.0 will be studied by the City's Transportation Division to
determine if other measures may be helpful in addressing concerns.
The following items may be considered, but not limited, as part of the study:
1. Location of school, pedestrian oriented facility (i.g. elderly housing) or
community faci ity (i.g. park) located on the subject street or within an
established walking area.
2. Driveway density.
tY .
3. Presence/ absence of sidewalks.
After review of the at ove study, the City's Transportation Division would be
able to recommend various alternate solutions if the street does not fully qualify
for the installation of traffic calming devices.
iii. Any street that scores less than a 2.0 and is determined to not be an appropriate
location based on the study completed will not be eligible for re- evaluation for
twelve (12) months after the speed /volume study is conducted. After two (2)
years of testing, if the street does not qualify for traffic calming, the project is
ineligible for re- testing for twenty -four (24) months.
3. CHECK FOR CONSISTENCY WITH CITY AND MPO PLANS AND PROGRAMS:
Every effort will be made to ensure that any proposed physical traffic modifications will
be consistent with City and County short and long range transportation plans and
programs. However, this may require recommendations to change the priority of
previously adopted plans and programs in order to more rapidly improve the efficiency
of the arterial network near tl e affected neighborhood. In addition, every effort will be
made to ensure that any physical traffic modifications are consistent with land
use/ zoning.
4. SUBMIT TRAFFIC ENGINEERING STUDY AND DATA COLLECTED TO
COUNTY PUBLIC WORKS DEPARTMENT: The results of the traffic engineering
study together with the data collected will be submitted to the County Public Works
Department for their review in anticipation to the preparation and submittal of the
traffic calming plan.
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5. PREPARE THE DRAFT TRAFFIC CALMING PLAN: The City Public Works
Department will develop a preliminary traffic calming plan for the warranted street.
The plan will include the locations for the following existing conditions: driveways,
bike lanes, inlets, manholes light poles, stop signs, and any other traffic calming
proposed for the subject street. The plan will also specify the area that is affected.
6. SUBMIT PLAN FOR APPROVAL: The plan will be submitted to the Fire
Department, Police Department and County Public Works Department for review and
comments. The plan may be revised to address any concern expressed by these
agencies, as well as other agencies if needed. The County will submit a response to the
City within ten (10) working days from submittal to the County's Public Works
Department.
7. CONDUCT NEIGHBORHOOD WORKSHOP: If the area of concern meets the
minimum criteria outlined ir this document, City staff will schedule a neighborhood
workshop meeting with residents to review the results of preliminary studies and to
receive comments on the preliminary design of the traffic calming plan.
Citizen participation is an essential ingredient in the development and implementation
of a successful neighborhood traffic plan. Neighborhood residents offer insight into the
nature and extent of traffic and safety problems. Residents must also live day to day
with any devices constructed. These residents are most directly affected by the
problems and potential mitigating measures, and they are frequently the source of
innovative solutions. The following are two levels of community involvement:
I I
A. Participatory programs involving interested citizens.
B. Outreach programs attempting to communicate with the silent citizens,
normally the vast majority of residents.
Implementation of an effective traffic calming program, which incorporates resident
participation, will provide many benefits to the community. Benefits include effective
transportation management, community safety, and an enhanced quality of life.
8 & 9. RESIDENTS APPROVAL: Once the study is complete and a neighborhood
meeting has been held, a ballot will be sent to each affected property owner. Approval
of at least two- thirds (2/3) of the received ballots from the affected property owners is
needed to proceed with the traffic calming plan. The County requires 100% approval
from property owners adjacent to the proposed site where speed humps, as well as
other calming devices, will be installed.
10. PRIORITIZE AND IMPLEMENT PROTECT: Projects are prioritized Citywide
based on the point score determined in Step 2, Request Evaluation. Projects will be
listed and assigned resources quarterly. Once assigned, the project will remain listed
11
even if subsequent projects become listed with higher scores. The highest - ranking
projects are undertaken first. The number of projects initiated each year depends on
City resources. The City notifies all project requesters of the status of their request after
project approval. The City also notifies the appropriate neighborhood associations or
homeowner associations of the status of the neighborhood projects within their
neighborhood and asks for their comments.
City staff will finalize the design and implementation process for the proposed traffic
calming devices. Specific techniques may be installed as a "test site", while others will
be installed permanently. "Test sites" will be monitored and evaluated for effectiveness.
After a period of evaluation, measurable objectives and performance measures will be
established on a case by case basis. It is noted that the City's and County's Traffic
Y Y �'
Engineering Standards will be consulted for adherence in relation to any proposed
traffic calming measures.
CRITERIA FOR PILOT TRAFFIC CALMING PROTECTS
1. Street must be local.
2. Street may not be a loc ally designated arterial or collector.
3. Street may not have any commercial land uses.
4. The affected area must comply with the petition requirements for support of
projects as contained within the City Traffic Calming Manual.
5. The project must be found by the City Public Works Department not to present
any risk or hazard similar to the findings that must be made for a City or County
approved traffic calming project or installation.
6. The affected area has a ;reed to pay for one half of the device(s) purchase costs.
7. Speed cushions, of a design approved by the County and City Public Works
Departments, will be the primary traffic calming device approved for use in
these projects. The City will follow the traffic calming process outlined in the
Miami Beach Traffic Calming Manual for evaluation and prior to installation of
speed cushions. Other traffic calming measures shall be considered upon review
by the City and subsequent approval by the County.
8. Immediately following the installation of the project, City staff will begin an
evaluation of the project's effectiveness. This evaluation includes, but is not
limited to, field observations, traffic counts, speed studies and other data
collection (as needed). if the project has not met the objectives during the
evaluation period, staff will notify the community's representatives. City staff
and community representatives may then decide to make modifications to the
current plan. These mo lifications may include the implementation of additional
or different techniques, or the removal of the traffic calming devices.
9. In the event the devices are found to be ineffective after the evaluation process
(minimum of three months after installation), the City's Public Works Director
will send a letter to the affected property owners to let them know of this
recommendation and collect the resident's input prior to removal. Removal
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may also be initiated . k a petition request from 50% of the residents in the
affected area.
SPEED CUSHIONS
If speed cushions are warra ted, they can be constructed of either rubber, concrete, or
asphalt material. In general, rubber speed cushions offer the following advantages:
• Easy to install.
• Preformed shapes e .ure uniform design at every location.
• The unique shape of a speed cushion is difficult, if not impossible, to mold
with asphalt.
• Easy to remove if the device does not prove to be effective.
• Easy to remove and r-- install in case the road need to be resurfaced.
• Relatively easy to m. intain. If a piece gets damaged, it gets replaced very
easily.
• Rubber speed cushio s also include embedded striping that aids in alerting
drivers of the presen , e of the speed cushion.
• Relatively low cost.
• Made of recycled ru . • er, which is environmentally friendly.
Rubber speed cushions are ighly durable, can last for a long time and offer high
resistance to weather and o her environmental effects, especially in the climate of
South Florida. Asphalt spe • d cushions, on the contrary, have not been developed
within the United States on . basis to fully understand their performance.
Asphalt speed cushions wou d not offer the same design features of the rubber speed
cushions. The ical cros. section of the rubber speed cushion has design
P n g
characteristics that would b - very difficult to mimic on an asphalt cushion. This
would be the clearest disadv : ntage in trying to construct an asphalt cushion and still
expect it to perform as well a. the rubber speed cushion. It is therefore recommended
to utilize rubber instead of : sphalt speed cushions as the preferred installation for
these types of devices in the , ity of Miami Beach.
SUMMARY
The City of Miami Beach Tra ■1 is Calming Manual is a guide to assist the residents and
City staff in addressing t -ir concerns about undesirable traffic issues in our
neighborhoods. Traffic calmi : is by no means the answer to all situations. However it
has proven in numerous citie • around the country to improve safety and livability in a
neighborhood.
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The Traffic Calming Manual provides a methodology for members of our community to
request a traffic management study. The City Public Works Department will conduct
the study and will make recommendations to mitigate the traffic impact in that
particular location. Cooperative work between residents, business, other interested
parties and City staff will all Dw finding acceptable and appropriate solutions to every
problem. As traffic calming measures must respond to traffic patterns changes, traffic
management studies have to be done periodically to evaluate the effectiveness of the
adopted measure.
The Traffic Calming Manual will be updated as needed after initial approval by the
County and as the City implements the criteria established as part of this Manual.
Nothing contained herein shpuld be construed to alter or supersede applicable rules,
codes, or regulations of Miami -Dade County.
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APPENDIX A
PROJECT APPLICATION
TODAY's DATE:
ASSOCIATION: CONTACT NAME:
LOCAL ADDRESS:
HOME PHONE: WORK PHONE:
WHICH NEIGHBORHOOD STREET(S) ARE OF CONCERN?
WHAT TRAFFIC OR SAFETY C DNCERNS HAVE BEEN OBSERVED? (Check all that apply)
❑ Speeding 0 Reckless driving
0 Cut - through vehicles 0 Noise
❑ Vehicles not obey traffic control devices (stop sign, signal...)
0 Other:
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PETITION FOR TRAFFIC CALMING
The petition for traffic calrr.ing must have signatures from a minimum of 50% of
property owners for the section of the street affected.
Location:
Name rint Address Signature
RETURN COM?LETED APPLICATION AND PETITION TO:
PUBLIC WORKS DEPARTMENT
1700 Convention Center Drive
Miami Beach, FL 33139
ATTENTION: Xavier Falconi
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APPENDIX B
Summary of Traffic Calming Devices' Characteristics
Traffic calming measures can be separated into two groups based on the main impact intended:
g
P g P P
• Volume control measures are primarily used to address cut - through traffic problems by
blocking certain movements, thereby diverting traffic to streets better able to handle it.
• Speed control measures are primarily used to address speeding problems by changing
vertical alignment, changing horizontal alignment, or narrowing the roadway. The
distinction between the two types of measures is not as clear as their names suggest,
since speed control measures frequently divert traffic to alternate routes, and volume
control measures usually slow traffic.
Volume Speed Emergency
Reductions Reductions Noise & Service Cost Effectiveness
Access
Speed Some
Humps /Speed Possible Possible Increase problems Moderate ($2 -$5K)
Cushions
Raised No effect No No effect No effect Moderate ($4K)
Crosswalks
Minor Moderate to High
Textured Unlikely Yes No effect g
Pavements change (varies)
Minor Some Moderate to High
Traffic Circles Unclear Minor ($10 -$30K w/o ROW
change constraints
cost)
Chokers/Bump- Minor Moderate
outs Rare Minor Chan e No effect ($10 -$20 per
g approach)
Short Medians No Yes No effect No effect Moderate ($5 -$15K)
Bike Lanes No Yes No effect No effect Moderate to High
(varies)
Chicanes/Lateral No Possible No effect No effect Moderate ($5 -$10K)
Shifts _
Closures Yes Yes No effect Some Moderate to High
constraints ($10 -$30K)
Some
Diverters Possible Possible No effect Moderate ($5 -$15K)
constraints
Realigned Unlikely Possible No effect Some High (varies) with
Intersections constraints possible ROW costs
3 "TrafficCalming.org" website
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Measure Advantages Disadvantages Effectiveness
Speed Hump • relatively • cause a "rough ride" • For a 12 -foot hump:
inexpensive for all drivers, and Average of 22% decrease in
• relatively eas y for can cause severe the 85th percentile travel
bicycles to crDss if pain for people speeds, or from an average of
designed with certain skeletal 35.0 to 27.4 miles per hour;
appropriately disabilities (from a sample of 179 sites).
•
0
• force large vehicles, Average of 11% decrease in
very effective in f ,
Y g g
slowing travel such as emergency accidents, or from an average
speeds. vehicles and those of 2.7 to 2.4 accidents per year
with rigid (from a sample of 49 sites).
suspensions, to
travel at slower • For a 14 -foot hump:
speeds Average of 23% decrease in
• may increase noise the 85th percentile travel
and air p ollution speeds, or from an average of
33.3 to 25.6 miles per hour
(from a sample of 15 sites).
Average of 41% decrease in
accidents, or from an average
of 4.4 to 2.6 accidents per year
(from a sample of 5 sites)
Raised • improve safe for • can be expensive • For a 22 -foot Speed Table (the
Crosswalks both pedestrians • Their impacts on most similar device for which
and vehicles drainage needs to data is available):
• If designed well, be considered • Average of 18% decrease in
they can have • They may increase the 85th percentile travel
positive aestl.etic noise and air speeds, or from an average of
value pollution 36.7 to 30.1 miles per hour;
• They are effective (from a sample of 58 sites).
in reducing s-?eeds, • Average of 45% decrease in
though not tc the accidents, or from an average
extent of Speed of 6.7 to 3.7 accidents per
Humps year (from a sample of 8
sites).
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Textured • can reduce vehicle • generally • No data has been compiled
Pavements speeds over an expensive, varying on the effects of textured
extended ler gth by materials used pavements
• If designed well, • If used on a
they can have crosswalk, they can
Y � Y
positive aesthetic make crossings
value more difficult for
• Placed at an wheelchair users
intersection, they and the visually
can calm two impaired
streets at once
Traffic Circles • very effective in • difficult for large • Average of 11% decrease in
moderating speeds vehicles (such as the 85th percentile travel
and improving fire trucks) to speeds, or from an average of
safety circumnavigate 34.1 to 30.2 miles per hour
• If designed well, • must be designed (from a sample of 45 sites)
they can hay?. so that the • Including a large sample
positive aesthetic circulating lane from Seattle, an average of
value does not encroach 73% decrease in accidents, or
• Placed at an on the crosswalks from an average of 2.2 to 0.6
intersection, they • may require the accidents per year (from a
can calm twc elimination of sample of 130 sites)
streets at once some on- street • Excluding the large sample
parking from Seattle, an average of
• Landscaping must 29% decrease in accidents, or
be maintained, from an average of 5.9 to 4.2
either by the accidents per year (from a
residents or by the sample of 17 sites)
municipality
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Chokers • easily negotiable by • Their effect on • Average of 7% decrease in
large vehicles (such vehicle speeds is the 85th percentile travel
as fire trucks) limited by the speeds, or from an average of
• If designed well, absence of any 34.9 to 32.3 miles per hour
they can haw vertical or (combined average for
positive aestaetic horizontal various narrowing measures,
value deflection taken from a sample of 7
• reduce both speeds • may require sites)
and volumes bicyclists to briefly
merge with
vehicular traffic
• may require the
elimination of
some on- street
parking
Short Median • increase pedestrian • Their speed- • Average of 7% decrease in
(Center Island safety reduction effect is the 85th percentile travel
Narrowings) • If designed well, somewhat limited speeds, or from an average of
they can have by the absence of 34.9 to 32.3 miles per hour
positive aesthetic any vertical or (combined average for
value horizontal various narrowing measures,
• reduce traffic deflection taken from a sample of 7
volumes • may require sites)
elimination of
some on- street
parking
Bike Lanes • • •
• Discourage high • Must be designed • No data has been compiled
speeds by fox cing carefully to on the effects of chicanes
horizontal discourage drivers
deflection from deviating out
• Easily negoti able of the appropriate
by large vehicles late
Chicanes such as fire trucks, • Curb realignment
except under heavy and landscaping
traffic conditions can be costly
• May require the
elimination of
some on- street
parking
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• Full closures are • Require legal • Average of 44% decrease in
able to main :ain procedures for traffic volume, or a decrease
pedestrian and street closures of 671 vehicles per day (from
bicycle access • Cause circuitous a sample of 19 sites)
• Very effective in routes for local
Closures reducing tra :fic residents and
volume emergency services
• May be expensive
• May limit access to
businesses
• Do not requi 2e a • Cause circuitous • Average of 35% decrease in
closure, only a routes for local traffic volume, or a decrease
redirection o: residents and of 501 vehicles per day (from
existing streets emergency services a sample of 27 sites)
Diverters • Able to maintain • May be expensive
full pedestriz n and • May require
bicycle acces3 reconstruction of
• Reduce traffi: corner curbs
volumes
• May reduce speeds • The curb • No data has been compiled
and improve safety realignment can be on the effects of realigned
Realigned at a T- interse:tion costly intersections
Intersections that is commpnly • They may require
ignored by some additional
motorists ROW to cut the
corner
21
f -
APPENDIX C
References
Broward County Neighborhood Traffic Management Manual. Broward County (p 13 -14).
Highway Capacity Manual. The Transportation Research Board, 2000.
Guide to Neighborhood Master Mans - Traffic Planning Manual. City of Fort Lauderdale (p 15)
City of Fort Lauderdale Speed Rump Installation Policy, December 30, 2002.
Traffic Calming Manual. City of Sarasota, September 2003.
i for Local Residential Streets. Richmond, Virginia,
lmin Gu de o o October 2002.
Traffic Calming
City of Coral Springs Traffic CaLning Manual. Coral Springs, Florida, June 2002.
Ewing, Reid, Ph.D., Brown, Stev m J., P.E. and Hoyt, Aaron. Traffic Calming Practice Revisited.
ITE Journal. Institute of Transportation Engineers, November 2005.
Street Closure / Traffic Flow Mc dification Study. Dade County Public Works Department and
Metropolitan Planning Organization, July 1996.
22
Attachment C
Public Works
111 NW 1st Street • Suite 1610
MIAt4
Miami, Florida 33128-1970
RECENt.Li T 305-375-2960 F 305-375-3070
COUNTY
CITY Of KOJI ?ECH
miamidadcgov
Carlos Alvarez, Mayor
10 AUG -3 PM : a
PlitUt WORKS Olt, PAR MEW
July 22, 2010
Mr. Fred Beckman, RE., Dimactor
Public Works Department
City of Miami Beach
1700 Convention Center Dile
Miami Beach, FL 33139
Re: Acceptance of City of Miami Beach's Traffic Calming Manual
Dear Mr. Beckman:
The Miami-Dade County Public Works Department (PWD) has reviewed the City of
Miami Beach's Traffic Calrr ing Manual, and concur that all our comments have been
incorporated in said manual. Thus, we approve the contents of the manual. Please be
advised that an Interagency Agreement should be approved by both agencies, which will
then provide the City with the authority to follow the guidelines in the manual when
performing traffic studies.
Should you have any questons, please do not hesitate to contact Dr. Joan Shen, RE.,
PTOE, Manager, Traffic Engineering Division, at (305) 375-2030.
Sincerely,
Esther . alas, RE.
Director
cc: Xavier Falcon", RE., Transportation Manager, City of Miami Beach
Dr. Joan Shen, P.E., PTOE, Assistant Chief, Traffic Engineering Division
C:\Documents and Settingskgxtancal Seth igs \ Temporary Internet Files\Contern.Outlook17VIZFSNE1Traffic Calming Manual
Acceptance (2) dee
Table 1. Traffic Calming Eligibility Comparison for Residential Local Streets
Daily Volume City Points 85 Percentile Speed 'Speed Limit City Points No. of Accidents City Points County City Total
(vpd) Volume (mph) S eed (per year) Accidents Eligible Eligible City Points
.,;; CJ.&ie7.Ti%%%%MEI0g /
^ 10.6 1.5 0 0 No No 1.5
<5OO 0 13.6 to 16.5 25 0 0 No Yes 2.5
4.6 to 7.5 1 > 3 1.5 No Yes 2.5 ,
'
<4O 0.5 0 0 No No 20
1,101 to 1.500 1.5
4.6 to 7.5 1 0 0 No Yes 2.5
��W�� ��� �
4.6 to7.5 1 0 0 No Yes 2.5
^4.G 0.5 1--2 0i5 No Yes 2.5
1501 to 1700 1.5 <O 0 3 1 No Yes 2.5
<O 0 >3 1.5 Ycs Yes 3.0
� 10 1.5 0 0 � Yes Yes 3.0
<4S O5 0 0 No Yes 2.5
1701to2300 2
Yes 2.5 0
,#
<O 0 0 0 No Yes 25
>2.300<3.000 2.5 10 1.5 0 0 Yes Yes 4.0
<O 0 >3 1.5 Yes Yes 4.0
Based on tables on Page 8 of the City of Miami Beach Traffic Calming Manual.
A street is eligible for traffic calming under the City's procedure if it scores 2.5 points or higher.