Agreement
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FIRST AMENDMENT TO A PROFESSIONAL SERVICES AGREEMENT
BETWEEN THE CITY OF MIAMI BEACH
AND
MARLIN ENGINEERING, INC.
FOR
A TRAFFIC IMPACT STUDY FOR
NORMANDY SUD NEIGHBORHOOD STREET CLOSURE/GUARD GATE PROJECT
THIS FIRST AMENDMENT to the Agreement, dated February 21, 2001, for the
provision of Traffic Count Data Collection Services for various neighborhood
enhancement/traffic calming projects (General Obligation Bond Program), is made this
20th day of February , 2002, by and between the CITY OF MIAMI BEACH,
FLORIDA (City) and MARLIN ENGINEERING, INC. (Consultant).
NOW, THEREFORE, in consideration of mutual covenants and mutual promises
hereafter exchanged and other good and valuable consideration, the receipt of which is
'hereby acknowledged, the City and Consultant agree as follows:
1. SECTION 2 of the Agreement, entitled "Scope of Work and Services Required,"
and Exhibit A thereto, are herein amended to incorporate the proposal attached to this First
Amendment as Exhibit "A-3", to provide the following:
Task A: Data collection and intersection inventory at 71st Street and Rue Notre
Dame, Rue Bourdaux, Rue Trouville, and Rue Vendome.
Task B: Queue length study for future gatehouse.
Task C: Warrants analysis.
Task 0: Site impact - optimization and improvements.
Task E: Report preparation; respond to any comments and questions from
FOOT and/or Miami-Dade County Traffic Engineering Division.
Task F: Hold two (2) meetings with City and two (2) with homeowners.
2. SECTION 3.1 of the Agreement, entitled "Fee Structure." In addition to the
compensation provided under the Agreement, Consultant shall be compensated an
amount not to exceed Ten Thousand Eight Hundred Fifty Seven Dollars and Twenty Five
Cents ($1 0,857.25), for providing the services as set forth in Exhibit "A-3," hereto.
3. Consultant shall complete the services contemplated in this First Amendment
no later than six (6) weeks from the issuance of a "Notice to Proceed" by the City.
4. Except as modified herein, all other terms and conditions of the Agreement are
hereby ratified and confirmed.
IN WITNESS WHEREOF, the parties hereto have caused this First Amendment to the
Agreement to be executed by their appropriate officials, as of the date first entered above.
FOR CITY:
ATTEST:
~tf~
City Clerk
FOR CONSULTANT:
MARLIN ENGINEERING, INC.
ATTEST:
c;;;~ ~~ r-
\
Secretary
APPROVED }S 10
FORM & lANGUAGE
& FOR EXECUTION
Corporate Seal ,
F:\WORK\$TRA\AMELIA\GOBOND\NormandySudProject.doc
JED BUSH
GOVER.."iOR
~
Florida Department of Transportation
1000 Northwest 111 th Avenue
Miami. Florida 33172-5800
District Traffic Operations Office, Room 6202
EXHIBIT A
THOMAS F. BARRY. JR
SECRETARY .
November 6, 2001
Mr. James Gran, P.E., Vice President.
Civil Works, Inc.
3195 Ponce de leon Blvd., Suite 200
Coral Gables, Florida 33134
Dear Mr. Gran:
Subject: Section a70aO/SR 934171 Street at Trouville Esplanade, Rue Bordeux and
Rue Notre Dame: traffic impact study for the closing of Rue Bordeaux and
Rue Notre Dame. C. T.P # 2001-03-0011
We have reviewed your response to our comments of July 9, 2001 and offer the
following comments. The Department takes this opportunity to reiterate its position of
providing our final recommendation after the Miami-Dade County' street closure
modification process has been finalized. Also by copy of this letter, we are requesting
Mr. Johnson, of City of Miami Beach, to pursue this issue with the County. Therefore,
a formal application must be made to the County.
. Your response does not properly address our concerns regarding the impact on
traffic operations and safety of an unwarranted traffic signal at Rue Notre
Dame. As we indicated on our last communication, the level of service
methodology alone is not appropriate to evaluate the need for signalization. For
instance, your response states: "If the signal at Rue Notre Dame is eliminated,
the arterial LOS would increase to LOS "B" with an increase in the arterial"
speed to 32 mph during the PM peak hour." This speed is the average travel
speed, which is calculated using the average travel time through the study
corridor. The travel time includes the delays experienced at signalized
intersections. This does not mean that actual vehicle speeds will increase. It
only means that travel time through the corridor will be reduced if. the signal is
removed.
. In addition, your analysis does not take into account that the HCM methodology
cannot simulate a semi-actuated operation. Therefore, it tends to grossly
overestimate vehicular delay at locations with low traffic demand. For instance,
the actuations on the side street at Rue Notre Dame were obtained from the
Miami-Dade County Traffic Control Center. These data show that during the
morning peak hour the side street was only actuated during 17 cycles. The
average green interv.al duration was only 9 seconds rather than the maximum
21 seconds.
www.dot.state.fl.us
Mr. James Gran, P.E.
November 6, 2001
Page 2, CTP # 200'-03-00'
During the afternoon peak' hour the signal was actuated 25 times. The
average green interval duration was 11 seconds. In your simulation, the signal is
actuated every cycle (33 cycles) with 21 seconds duration for the green interval
every cycle. This fact underlines the need to accurately simulate field conditions
and the need to incorporate field observations into the simulation.1lnd analysis.
Please, note that the data provided by Miami-Dade County TraftTc Control
Center reflects current traffic demand. The proposed closure, will result in a
lower traffic demand and therefore will result in even less actuations during the
peak hours.
Furthermore, even though your simulation does not accurately reflect field
conditions it only shows an increase in the average travel speed of 5 mph?
What is the actual increase in average travel speeds 1 mph, 3 mph? Are these
results significant? Please, also note that the posted speed limit through this
section is 35 mph. Therefore, according to your analysis, even if the signal is
removed vehicles will be traveling below the speed limit, at 32 mph. Again,
according to yo.ur own analysis, is this supposed increase in vehicle speeds
significant?
. In our previous comments we indicated concern with drivers speeding in
between signals to make up the delay experienced at the signalized
intersections. This is one of the negative impacts an unwarranted signal may
have at Rue Notre Dame. We also indicated our concern with reduced driver
compliance of the traffic signal and the impact this may have on crashes.
These concerns are not addressed in your response.
. Your response states: II As you can see from the peak 15 minute arterial
analysis, the removal of the signal at Rue Notre Dame would impact the traffic
progression through this section of 71 st Street." How did you arrive at that
conclusion? Did you base your conclusion on the results of the arterial LOS
alone?
Are you attempting to justify maintaining signal control at Rue Notre Dame
based on warrant.6, Coordinated Signal System? According to MUTCD in order
to consider the installation of a traffic signal based on this warrant alone Oa
traffic engineering study has to find that II adjacent traffic control signals are so
far apart that they do not provide the necessary degree of vehicular platooning."
Please, note that Rue Notre Dame is 0.36 miles from Trouville Esplanade and
0.25 miles from Rue Vendome. In addition, there are 5 signalized intersections
within the limits of this corridor from Bay Dr. East to Bay Dr West, which is
approximately 1 .04 miles in length.
." .
Mr. James Gran, P.E.
November 6, 2001
Page 3, CTP ;; 2001-03-001
. Finally your response states: "The removal of the signal would increase the
arterial speed of 71 st Street, which in the City's opinion, would produce an
unacceptable impact to the residents and pedestrians along this corridor." Based
on your analysis and professional opinion what is the impact of -fernoving the
signal? We share the City's concern with regards to the impact to the residents
of the area and the traveling public. This is the reason we again requesfthat".
the full impact of an unwarranted traffic signal at Rue Notre Dame on traffic
operations and safety of the corridor be properly evaluated.
Should you have any questions, please do not hesitate to contact this office at the
number above.
Sincerely,
J A.- /" .
.~/-
a ier S. Gonzalez, P. E.
As istant District Traffic Operations Engineer
JG/EE
cc: ~ph W. Johnson III. Alep
R. Santana, P .E., District Traffic Operations Engineer
EJio R. Espino, Assistant District Safety Engineer .'
file
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Marlin Engineering, IncJ
Consulting Engineers & Planners I
4
MARLIN
EXHIBIT B
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November 30,2001
Mr. Joseph W. Johnson, ill
Transportation/Concurrency Management Director
City of Miami Beach
1700 Convention Center Drive
Miami Beach, Florida 33139
RE: i'iliami Beach Gate Traffic Impact Study
City of Miami Beach
MEI Project No.: 200008
Dear Mr. Johnson:
We are pleased to submit this proposal for the referenced project. The study proposal is also based on
last meeting and a preliminary field assessment. The scope includes the tasks listed in the attached
table and the following Turning Movement Counts (TMC):
TMC (7:00 - 9:00 AM. 11:00- 1:00 MIDDAY arid 4:00 - 6:00 PM) (6 Hrs)
NW 71st Street ana Rue Notre Dame
NW 71st Street and Rue Bourdaux
NW 71 st Street and Rue Trouville
TMC (7:00 - 9:30 AM. 11:00- 1:30 MIDDAY and 3:30 - 6:30 PM> (8 Hrs)
NW 71st Street and Rue Vedome
PROPOSAL COST ESTIMATE
Turning Movement Counts:
Traffic Impact Study (See Attachment):
TOTAL
3@$400+1@$550
L.S.
$ 1,750.00
$ 9,107.25
$10,857.25
Our professional services to complete this study within scope and to respond to any comments from FOOT
or Miami-Dade County Traffic Engineering Division will be a lump sum fee of $10,857.25. Should you
have any questions or concerns regarding this proposal, please feel free to contact me ~t (305) 477-7575.
Sincerely,
G,INC.
RSlLHMlme
2191 NW 97th Avenue, Miami. Florida 33172 '! Tel. (305) 477.7575 .~ Fax. (305) 477-7590 ? www.marlinengineering.com
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