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EXECUTIVE SUMMAR
TABLE OF CONTENTS
Page
EXECUTIVE SUMMARY
Project Objective ............................................................................................................................ 2
Summary of Activities .................................................................................................................. 3
Proposed Streetscape Improvements ......................................................................................... 4
Conceptual Corridor Design .......................................................................................... 4
Roadway Conceptual Improvements ........................................................................... 4
Conceptual Plan Refinement ........................................................................................ ..5
Proposed Drainage Improvements .......................................................................................... .. 8
Conceptual Drainage Design ........................................................................................ .. 8
Flood Protection and Water LOS ................................................................................. ..9
Hydrologic and Hydraulic Analysis ........................................................................... .. 9
Proposed Water Main Improvements ...................................................................................... .. 9
Findings and Recommendations .............................................................................................. 11
Proposed Implementation Plan and Schedule ........................................................................12
LIST OF FIGURES
EXECUTIVE SUMMARY
Page
E-1 Project Location Map ....................................................................................................................1
E-2 Existing Roadway Conditions Typical Section .........................................................................2
E-3 Intersection at Euclid Avenue ..................................................................................................... 5
E-4 Typical Wide Travel Lanes ..........................................................................................................5
E-5 Intersection at Alton Road ...........................................................................................................5
E-6 Revised Concept Plan Typical Sections ..................................................................................... 6
E-7 Revised Concept Plan Layout ..................................................................................................... 7
i
LIST OF TABLES
EXECUTIVE SUMMARY
Page
E-1 Permitting Process Matrix .........................................................................................................15
E-2 Project Implementation Schedule .............................................................................................16
E-3 Construction Costs Estimate .....................................................................................................17
ii
EXECUTIVE SUMMARY
This Executive Summary recapitulates the planning information contained
within the Basis of Design Report (BODR) for the Sixteenth Street Operational
Improvements and Enhancement project. In this section, a consensus conceptual
corridor design and detailed description of existing conditions on the corridor are
introduced and briefly described. Project implementation plan, permitting process,
implementation schedule and the estimated construction costs, are also included at the
end of the report in Tables E-1, E-2 and E-3 respectively.
The Sixteenth Street Operational
Improvements and Enhancement Project
is an extension of the design efforts from
the Flamingo/Lummus Neighborhood
Plan. It is intended to dovetail the
Sixteen Street Plan ideas with the
Flamingo/Lummus neighborhood plan
while creating a signature cap, as this is
the northern edge of the
Flamingo/Lummus neighborhood. In
addition, the Sixteenth Street project is
adjacent to the Lincoln Road Mall,
which is already successful as a
pedestrian-friendly street. The scope of
this project is limited to improvements
within the City of Miami Beach owned
or maintained public right of way for
Sixteenth Street, a 0.83-mile-long, east-
west through corridor connector in
South Beach. The project limits extend
from the intersection of Sixteenth Street
and Bay Road to Sixteenth Street and
Washington Avenue (see Figure ES-1),
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Figure ES-1: Project Location
and, as previously noted, is an extension of the design efforts for the Flamingo/Lummus
Neighborhood Plan. The section between Washington Avenue and Collins Avenue was
not included in this project since the segment was recently reconstructed.
The existing conditions analysis summarized in this report addresses existing
roadway and drainage conditions, existing physical features, land uses, on- and off-
street parking capacities, and identifies needed improvements. Figure ES-2 depicts the
existing Typical Section of the corridor consisting of an undivided, two-way, two-lane
street with aright-of-way width of 70 feet.
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PROJECT OBJECTIVE
The goals and objectives for the Sixteenth Street Corridor, as envisioned by the
consultant team are:
• Identify, prioritize and implement a pedestrian-friendly environment and
mobility strategies for the corridor.
• Develop streetscape, urban design and operational improvements.
• Take into consideration the mixed-use character of the area and unify it by
design elements focused on simple elegance.
• Incorporate in the design art-deco style patterns in order to bring back the Miami
Beach identity to the neighborhood.
2
SUMMARY OF ACTIVITIES
The following is a brief summary of activities undertaken by the McMahon Team
and the City of Miami Beach (CMB) to prepare the Basis of Design Report and the
development of the preferred conceptual design plan for the Sixteenth Street Corridor:
A. Advance the objectives through a combination of meetings with City Staff, Boards
and Community Workshops:
• With City Staff (Transportation, Planning, CIP, TPC, and Bike Coordinator)
to fully understand planning goals and assumptions.
• With City Consultants for other projects in the vicinity.
• With City Advisory Boards (Traffic, Planning and Historic Preservation).
• With business owners, homeowners and neighborhood associations.
B. Use preliminary technical analyses and input obtained during various Committee
meetings and public workshops to generate the final corridor design concept.
C. Present the Final Conceptual Plan to the Metropolitan Planning Organization's
(MPO) Transportation Planning Council for approval.
D. Data Collection:
• Conduct visits to the site, field observations, pictures, sketches and gathering
of other relevant existing conditions information.
• Assemble base data including boundary and topographic surveys, aerial
photographs, relevant city plans, record data of existing utilities, storm drainage,
and water distribution.
• Obtain traffic data including:
- Traffic volume and vehicle classification counts.
- Vehicle speed data.
- Manual traffic, pedestrian and bicycle peak-hour, turning-movement
counts.
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PROPOSED STREETSCAPE IMPROVEMENTS
The Sixteenth Street Operational Improvements and Enhancement Project
consists of two phases: Phase I -Basis of Design Report for a Proposed Sixteenth Street
Operational Improvements and Enhancement Project; and Phase II -Design Services for
the Study Corridor.
The main goal of the improvements is to provide a more "pedestrian-friendly
environment." Some of the roadway improvements include traffic calming measures
(such as bump-outs and narrower travel lanes), and bicycle lanes, wider sidewalks;
colored or brick-paved parking stalls, and special paving crosswalks.
Conceptual Corridor Design
The basic elements of the concept are the merger of the Commercial-Residential
neighborhood blend with the art deco style of South Beach. Visible retail signage and
ease of connection to the corridor defines the commercial concept. While in harmonious
balance with the commercial area, the residential setting is more serene and comfortable.
The residential conceptual focus is a calm environment that sets the stage for human
interaction. The neighborhood mix will be unified by the design element's focus on
simple elegance.
Roadway Conceptual Improvements
After the existing base data for the project area was collected and analyzed, the
goals for the conceptual design of the corridor were identified:
Traffic Calming
Traffic calming is a major missing element along the entire corridor and a
primary recommendation for apedestrian-friendly environment on Sixteenth Street.
The actual condition of the corridor-undivided with a wide right of way-invites
drivers to speed up. The wide roadway width means that pedestrians are exposed to
significant crossing distances. Sight distance is deficient and parked vehicles and signs
obstruct pedestrian's views (see Figures ES-3, ES-4 and ES-5). Design
recommendations include narrower lanes to reduce drive speeds, "bulb outs" at
intersections to announce pedestrian crossings (and reduce pedestrian crossing
4
distances) and special pavement crosswalks and parking lanes to designate these as
special areas.
Landscaping
Landscape features will supplement the traffic
calming recommendations. We are suggesting plants
based on the Residential and Commercial Zones of the
corridor, matching the planting pallet prepared for the
Flamingo/Lummus Neighborhood plan. Palms and
shade trees will complement the differing types of
land use. The inclusion of these treatments will allow
pedestrians and drivers to recognize the distinctions
in their surroundings based on the type of vegetation.
All intersections along the corridor will be re-
designed to improve visibility for both drivers and
pedestrians.
Other Conceptual Design Elements
The design process was a collaborative effort
that considered various alternatives, attention to detail,
and constant coordination with the City of Miami
Beach staff. The conceptual design plans include the
following elements:
• Sidewalks and plazas
• On-street .parking on both sides of the
roadway
• Landscape enhancements
• Street lighting
• Signage and site furniture
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Figure ES-3
Intersection Euclid Avenue
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Figure ES-4
Typical Wide Travel Lanes
Figure ES-5
Conceptual Plan Refinement Intersection at Alton Road
The corridor concept plans were developed into a
final recommendation for review and approval considering the following elements:
5
• Constructability
• Flexibility
• Compatibility
• Consistency
• Ease of Maintenance
A revised concept was proposed after several discussions with staff and
neighbors about encroachments on public right of way and the accommodation of bike
lanes on the Sixteenth Street Corridor.
The cross sections and layout concepts are presented below in Figures ES-6 and
ES-7. From the centerline, the roadway is divided into a 10-foot-wide travel lane, 5-foot-
wide bike lane, 8-foot-wide on-street parking lane, 13-foot-wide sidewalk in the
commercial zone and S-foot-wide sidewalk in the residential zone, while the width of
the planting area next to the properties varies.
16th Street Commercial Zone
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Figure ES-6: Revised Concept Plan Typical Sections
16th Street Residential Zone
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i 9"' Street Residential Zone
iG"` Street Commercial Zone
16~h Street Commercial Zone
From Collins Avenue to Drexel Avenue
16~h Street
From Drexel
Figure ES-7: Revised Concept Plan Layout
to Lenox Avenue
The environment for the residents consists of a variable width grass planting
area adjacent to the sidewalk and special paved and/or colored parking stalls. There is a
true demarcation of the commercial and residential zones and the concept addresses the
type of use in a practical yet elegantly simple way. The unifying theme is South Beach
art deco and is incorporated in every detail of this project.
From Collins/A1A to Drexel the street is primarily commercial. The intent in this
area is to allow for wider sidewalks, and access to businesses. The opposite side of the
corridor from West Avenue to Lenox Avenue is also commercial and a mirror image of
the concept that allows for visible retail signage and ease of connection to the corridor.
Between Drexel Avenue and Lenox Avenue, as well as West Avenue and Bay Road, the
concept focuses on a calming environment and the end of the commercial block should
be treated as a good transition space into the adjacent residential area.
Special concrete block pavers were proposed for street parking stalls to define
the difference between travel lanes and parking area. However, in an effort to reduce
construction costs, these pavers are likely to be replaced with colored stamped asphalt
pavement. On sidewalks, "Miami Beach Red" colored concrete will be used with,
perhaps, other colors employed in the area of corner bulb outs. Curb and gutter will be
gray, as elsewhere in the City of Miami Beach. Art deco patterns provide for a playful
atmosphere and delineate the movement of pedestrians. Final selection of materials
7
shall be discussed during the next phase of design services and will focus on the most
current appropriate technology with the highest ease of maintenance and lowest cost.
PROPOSED DRAINAGE IMPROVEMENTS
In addition to the overall project goal, which is to enhance and improve the
operation of 16th Street from Collins Avenue to Bay Road, assurance that the storm
drainage system functions properly is fundamental to the project's success.
Miscellaneous drainage improvements may include gutter reconstruction to remedy the
residual ponding along the street edges, adding of green space to reduce runoff flows
into the system, and replacement of inlets with pollution retardant structures to improve
water quality. Where ponding is aggravated by accumulated silt and debris in the
drainage system, frequent maintenance and cleaning operations can greatly improve the
system's performance.
Conceptual Drainage Design
The goals for the Conceptual Design of the drainage system along the 16th Street
Corridor from Bay Road to Collins Avenue are:
• Mitigate flooding and enhance the roadway's safety, operation, and comfort.
• Reduce pollutant loads to enhance the water quality of Biscayne Bay.
The objectives that must be set forth in order to accomplish these goals are as follows:
• Establish flood protection and water quality level of service standards that meet
or exceed all applicable federal, state, regional, and local regulatory requirements.
• Perform a hydrologic and hydraulic analysis to determine more accurately the
locations and extent of flooding.
• Prescribe pipe replacement and/or deep well installation to mitigate flooding and
retain the "first flush" of runoff so that levels of service are met.
• Replace existing inlets with pollution retardant structures having sumps and
baffles to abate contamination and debris build-up.
• Replace old curbs and gutters where standing water occurs to improve surface
conveyance of runoff.
• Replace roof drains in areas of proposed sidewalk reconstruction to preserve
private property drainage.
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• Increase pervious areas by adding green space to reduce quantity and improve
quality of runoff.
• Implement maintenance of drainage system to preserve system capacity and
minimize pollutant loading.
Flood Protection and Water Quality Levels of Service
Based on the Master Plan, Sixteenth Street is categorized as an urban collector
road. Water quality level of service for the study corridor is dictated by DERM. Based
on a January 24, 2006 meeting with DERM, it was stated that treatment of one inch of
runoff or one half inch (under certain, specified conditions, including the creation of a
City of Miami Beach Best Management Practices Plan) shall be provided.
Hydrologic and Hydraulic Anal
In order to accurately prescribe flood mitigation improvements, runoff
hydrographs and hydraulic modeling of the existing system must be performed. The
method for estimating runoff shall be either the Modified Rational or SCS Unit
Hydrograph Method, as accepted by both FDOT and SFWMD. Basin times of
concentration shall be calculated for each inlet. The starting water surface elevation for
hydraulic modeling in Miami Beach shall be based on recorded tidal elevations. The
starting elevation is 1.6 feet National Geodetic Vertical Datum (NGVD) (2.38 feet U.S.
Corps of Engineers Mean Low Water Bay Datum) for mean annual high tide. Deep well
capacities in the project area are estimated between 500 gpm/ft to 1000 gpm/ft, with an
average of 700 gpm/ft.
PROPOSED WATER MAIN IMPROVEMENTS
Because its soils abound with salt water, the City of Miami Beach must rely on
the Biscayne Aquifer water supply wells located west of the salt-barrier line of Miami-
Dade County. Thus, the Hialeah/Preston complex of water treatment plants, located in
the Miami-Dade Water and Sewer Department's North District, currently supplies
potable water to the entire City of Miami Beach. The primary source of water to these
plants is the Department's Northwest Wellfield, with a small portion taken from the
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Hialeah/Preston wells. From the south, the Flamingo/Lummus Neighborhood water
distribution system is fed directly through a 20-inch-diameter county supply main
located beneath 5th Street. From the north, the system is fed through a 30-inch-diameter
supply main located beneath Dade Boulevard. These mains are the southernmost and
two of four connections to the Miami-Dade County Water and Sewer Department's
distribution system that provides domestic service and fire protection to the
neighborhood. To supplement the water supply, the city's distribution system has four
potable water ground storage tanks and five booster pump stations.
For the most part, the water distribution system along 16th Street consists of a 6-
inch-diameter, cast-iron pipe that is interconnected with 6- to 8-inch-diameter, cast-iron
pipes beneath the north-south streets. The city's Water Supply Master Plan states that
approximately 70% of cast-iron pipes in the city's distribution system are around 40
years of age and older. Based on results of coupons taken by the city of the pipe
material at various locations, a major amount of the pipe in the system is not lined and is
extensively tuberculated. As a result, the Master Plan recommended that smaller 6- and
8-inch-diameter, cast-iron water mains be replaced or cleaned and cement lined
(refurbished), depending on the extent of tuberculation. If tuberculation has escalated
over time to extensive graphitization or external corrosion, then replacement of the pipe
would be necessary.
While results of the hydraulic model suggest that, under good or "clean" pipe
conditions, the distribution system is adequate to meet the flow requirements through
the year 2015, the problems of pipe tuberculation and graphitization must be addressed
to assure proper performance of the system. Overall, the Master Plari s evaluation of the
distribution system concludes that the system has the capability, with potentially
extensive pipe rehabilitation or replacement, to provide a high level of service through
the planning period.
Based on the city's Water Supply Master Plan, it is highly probable that the
existing, 6-inch-diameter water main along the project corridor is tuberculated and
externally corroded. Replacement of this main with an 8-inch-diameter, cement-lined,
ductile iron pipe will rectify pressure and flow problems related to fire
suppression. Although the "Phase 1 -Conceptual Plan Report" does not prescribe
10
water main improvements along 16th Street, we understand the city has requested that
the water main replacement be incorporated into Phase 2 of the project.
FINDINGS AND RECOMMENDATIONS
Based on the observations and analysis of the existing conditions for the study
corridor, the findings are summarized below:
• Right-of-way width from Washington Avenue to Bay Road is limited to 70 feet.
• Illegal parking at certain locations was observed. A detailed occupancy survey is
recommended to complete asupply/demand analysis.
• Accident statistic reports indicate that pedestrian safety is a concern throughout
the corridor.
• Unsafe pedestrian conditions were observed. Pedestrians are exposed to
significant crossing distances.
• Most of the inlets between Bay Road and Washington Avenue appeared partially
clogged with debris.
• Curb and gutter slopes appeared to be irregular due to settlement over the years,
contributing to localized ponding along the street edges.
• Roof drains from private properties were found embedded in sidewalks
throughout the corridor.
• The section between Washington Avenue and Collins Avenue had recently been
reconstructed and appeared to be in good working condition.
Site design recommendations to create a more pedestrian-friendly environment include:
• Narrower streets to reduce drive speeds, "bulb outs' at intersections to announce
pedestrian crossings and narrow the crossing distance, and special paving
crosswalks and parking to delineate these as special areas.
• A centerline divided into a 10-foot-wide travel lane, 5-foot-wide bike lane, 8-foot-
wide on-street parking lane, 8-foot-wide sidewalk in the residential zone and 13-
foot-wide sidewalk in the commercial zone; the planting area next to private
property would vary in width.
• The planting and lighting schemes should follow the land use zones as well. It is
proposed that a planting palette of larger palms and flowering trees be used in
the commercial zones. In contrast the plant types for the residential area will
consist of shade trees and smaller palms.
Upon completion of the hydrologic and hydraulic analyses, and based on the
locations and degree of flooding determined, system improvement alternatives can be
prescribed. These alternatives must be developed in corroboration with city staff and
residents so that construction and operational budgets are met and a general consensus
between the Design Team, city staff and residents is reached. The selected alternative
should be cost-effective, permittable, constructible, and within budget. For purposes of
planning, the feasible methods of system improvement may consist of one of the
following:
• Pipe Replacement and installation of deep wells to satisfy the required treatment
volume.
• Well Alternative: This alternative keeps the existing storm sewer system in place
and supplements it with enough deep wells to meet the flood protection level of
service.
• The Design Team should perform additional site visits to verify exact locations
where gutter reconstruction will be necessary. Where ponding is aggravated by
accumulated silt and debris in the drainage system, frequent maintenance and
cleaning operations can greatly improve the system's performance.
• Anew 8-inch-diameter, cement-lined, ductile, iron-pipe water main should be
installed within the corridor project limits.
PROPOSED IMPLEMENTATION PLAN AND SCHEDULE
The construction plans and specifications, including the Maintenance of Traffic
(MOT) Plans and details, will be developed in accordance with applicable current City
of Miami Beach standard construction details and specifications as minimum
criteria. Supplemental construction details and specifications, if necessary, will be
provided in accordance with either of the following as approved by the CMB:
• Florida Department of Transportation's (FDOT's) Roadway and Traffic Design
12
Standards
• FDOT's Standard Specifications for Road and Bridge Construction
• American Association of State Highway and Transportation Officials' (AASHTO)
A Policy on Geometric Design of Highways and Streets
• Federal Highway Administration's Manual on Uniform Traffic Control Devices
(MUTCD)
This will ensure development of quality construction plans, specifications, and
safety for the community and construction workers and minimize adverse impacts such
as excessive noise, dust and safety hazards within the work area. It is recommended
that the MOT plan be prepared by the engineer of record.
Non-peak hours from Monday to Friday in which the contractors are allowed to
perform their work need to be determined. Close coordination between the CMBPWD,
FDOT, Miami-Dade County Public Works Department (MDCPWD), and utility
companies, is important in order to determine any adjacent projects or special events
that may cause delays and adversely impact the Project Implementation Schedule.
The community needs to be informed if their residences or businesses will be
physically impacted by construction activities during construction. After the final
comprehensive MOT plan is developed and approved, a color-coded schematic
depicting sequencing of construction and a brief summary of construction activities can
be mailed out as a flyer to the community in advance of construction to inform the
public of upcoming construction activities.
The construction should be phased so that the underground work is done
first. The existing roadway within the community can be sectioned in half to allow the
shifting of traffic to one side during construction and shifting traffic to the other side
when that phase of construction is complete. The underground work would include the
installation of all proposed utilities, water main and drainage pipes, drainage structures
and manholes. Once the underground work is completed and all open trenches
backfilled, and new curbs, sidewalks, and curb and gutters are constructed, the first
layer of pavement can then be placed on the repaired roadway. The remaining existing
pavement should be milled and then the entire roadway resurfaced. Streetscape
13
improvements can be started alongside the milling, resurfacing, and signing and
pavement marking operations and should be the final task completed for the new
neighborhood improvements.
The Architect/Engineer will present the proposed improvements prepared in the
BODR and the schedule for the improvements and allow input from all utility
companies regarding existing and future improvements to their facilities. At least two
(2) additional utility meetings should be held after the initial UDC. One (1) after the
completion of the 60% design plans, and one (1) just before final 100% signed and sealed
construction plans are submitted for bidding. If possible, to minimize "throw away
costs" and to accelerate the Project Implementation Schedule it is recommended that all
underground utility work including storm drainage be done simultaneously. This
would require concurrences from all entities involved and close coordination between
the CMB, the Architect Engineer, the resident engineer, and the contractors since some
utility companies prefer to work without interference from other entities. It is extremely
important to revise the Project Implementation Schedule to take into consideration the
sequencing of construction of new utilities and proposed roadway improvements if the
underground utility work, including storm drainage and water mains, cannot be done
simultaneously.
In order to minimize construction cost overruns due to utility conflicts with the
proposed roadway improvements during construction, it is recommended that
Subsurface Utility Engineering (S.U.E.) or "soft-digs" be performed at locations where
conflicts are anticipated or at locations where there is insufficient existing "as-built"
information to determine that conflicts are present. There are at least two (2) companies
locally that perform this service and the cost per "soft-dig" (approximately $400 per
hole) is small compared to the cost of a damaged utility or the cost associated with a
redesign of proposed roadway improvements or relocation of an existing utility.
14
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