HomeMy Public PortalAbout2018 Final Report Pedestrian Safety Study for Crandon BlvdA'r-rgr-rst 3
Final R
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Prepared by:
The Corradino Group, lnc.
4055 NW 97th Avenue, Suite 201
Miami, FL 33178
Table of Contents
EXECUTIVE SUMMARY:
BACKGROUND: .............
EXISTING CONDITIONS
Physical Conditions . . .. .
Traffic Control Devices
DISCUSSION:.................
Crosswalks: .............
RECOMMENDATIONS:..
Engineering
Enforcement................
Education
Encouragement...........
Evaluation
List of Figures
Figure I - Location Map...........
Figure 2 - Pedestrian ............
Figure 3 - Sign
Figure 4 - Crash Locations on Key Biscayne
Figure 5 - Pedestrian Survivability................
Figure 6 - Field of Vision
Tables
Table '1 - Pedestrian Crossing Separation
Table 2 - Pedestrian Crossing Separation
Appendices
Appendix A - Existing Sign lnventory
Appendix B - Master Sign Plan
Appendix C - Cost Estimate
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1
EXECUTIVE SU M MARY
The Corradino Group (Corradino) has been requested to prepare a traffic engineering study to
review pedestrian safety along the Crandon Boulevard corridor, and to provide recommendations
for improvement, following a tragic crash wherein a twelve-year-old girlwas severely injured at a
designated crosswalk at East Heather Drive and Crandon Blvd. The limits of the study are
Crandon Blvd. from The Towers crossing at the south end to Harbor Drive/Ocean Lane Drive at
the north end.
The purpose of this study is to provide a critical examination of pedestrian safety along Crandon
Blvd. with respect to the existing physical conditions of the corridor and the use of traffic control
devices. The study also includes recommendations for actions that can be undertaken to improve
safety for pedestrians.
Crandon Boulevard is the main highway
therefore, bisecting the city. There is a heavy
concentration of pedestrians, bicycles, local
and tourist vehicles along the corridor. The
Village of Key Biscayne has implemented
bicycle lanes throughout, and pedestrian
features at every signalized intersection. M¡d-
block crossings supplemented with high-
emphasis pavement markings, patterned
pavement, pedestrian warning signs, and in
two locations, Rectangular Rapid Flashing
Beacon (RRFB) installations are also in place.
The Village has clearly demonstrated a high
level of concern and have taken positive
action to protect its most vulnerable road
users (pedestrians and bicyclists).
There are 13 pedestrian crossing locations along Crandon Boulevard. Nearly 30,000 vehicles
per day use the road which, with a speed limit of 30 mph, operates at a Level of Service E,
indicating heavy congestion. There have been 192 crashes on Crandon Blvd during the five-year
period from 2013and2017; 36 of which involved 14 pedestrians and 22 cyclists. This is about 7
crashes per year involving pedestrians and cyclists. While the total number of crashes are
statistically low, the bicycle and pedestrian crashes are seven times the expected value.
Despite the liberal implementation of pedestrian traffic signals, warning signs and pavement
markings, there may be no traffic control devices that can provide the necessary protection for
pedestrians and bicyclists from a negligent and careless driver. Although there is significant
concern over the incident involving the twelve-year-old victim, on an overall historical/statistical
basis, additional devices such as pavement markings, traffic signs and RRFBs have only been in
place for a short period, so there is insufficient evidence to measure their effectiveness.
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Figurel-LocationMap
As part of this analysis, numerous techniques were considered to evaluate the most appropriate
measures to improve the safety performance of the corridor with respect to pedestrians and
bicyclists. Among the techniques that were evaluated included:
¡ Reduction of the speed limit
r Reorganization of signage. Repositioning of Rectangular Rapid Flashing Beacons
. Reconsideration of marked crosswalks less than 660 feet in spacing
. Elimination of crosswalks at certain locations
. lncreased pedestrian head start and crossing times in each signal phase
. Exclusive pedestrian phasing (pedestrian scrambles). Pedestrian count down signals where not in place
. Lightingimprovements
. Zero tolerance enforcement policies
. Street safety education campaign
o Potentialencouragementcampaign
. Regular monitoring of progress
Corradino has conducted a thorough study of the Crandon corridor considering the pedestrian
crash to determine additional measures that can be taken to improve safety. Based on the results
of our study, experience and the latest in highway safety research, the following are our
recommendations:
1. Petition Miami-Dade County to lower the speed limit on Crandon Boulevard to 25 mph.
2. Perform maintenance on landscaping to eliminate sight distance blockage on pedestrians
and traffic signs.
3. Conduct traffic counts to include vehicular, pedestrian and bicycle counts to determine if
the following crossings can be eliminated:
a. Grapetree Drive
b. Seaview Drive
c. East Enid Drive
d. Grand Bay DriveA/illage Green Way
4. lmplement a Master Sign Plan to guide the proper layout of signs along the corridor and
eliminate duplicity.
5. Add "Cross Only at Crosswalks" signs along the sidewalks to reinforce safe practices.
6. Adjust traffic signal phasing and timings to reduce pedestrian conflicts.
7. Consider all-way-red signal phasing with diagonal crosswalks (pedestrian scrambles).
8. Update lighting systems to provide better lighting on pedestrians.
9. Consider installing red-light cameras at all signalized intersections to reduce red-light
running.
10. Allocate additional funding for enforcement efforts.
1 1. Equitably enforce traffic laws on pedestrian and bicyclists as well as motorists.
12. Seek legal advice on the ability of the Village to add fines to the issuance of warnings.
13. Provide special instruction to children attending Key Biscayne's K-8 Center on safe
practices for walking and biking, and the meaning and use of RRFBS.
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14. lnstallvariable message signs at the Village limits listing the number of crashes, fatalities
and injuries during a given time period.
15. lnstall additional radar speed feedback signs along the corridor.
16. lnvestigate the possibility of offering incentives to safe drivers via electronic monitoring
means.
17. ln addition to "Safe Routes to School" consider adding "Safe Routes for Seniors" and "Safe
Routes to Play" programs.
18. Allocate additional resources for monitoring and tracking traffic crashes.
19. Consider adding CCTVs along the corridor to monitor crashes and operations.
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BACKGROUND:
Engineering principles, particularly those in the Highway Safety Manual, (HSM) explain that
"nominal safety" means compliance with standards and a minimum standard of care, whereas
"substantive safety" goes beyond nominal safety to the actual performance of a roadway (either
existing or expected) as determined by crash frequency and severity. To achieve substantive
safety, one must conduct a common-sense examination of field conditions, application of the
latest highway safety research, and continued monitoring to achieve a measurable improvement
in safety performance. Note that substantive safety is a function not only of the basic
characteristics of the road, but also a function of maintenance, law enforcement, and other
resources we choose to devote to its operation. Key Biscayne desires substantive safety on its
roadway network.
Florida State Statutes ($) Chapter 316.130 (7Xb), requires that "The driver of a vehicle at any
crosswalk where signage so indicates shall stop and remain stopped to allow a pedestrian to
cross a roadway when the pedestrian is in the crosswalk or steps into the crosswalk and is upon
the half of the roadway upon which the vehicle is traveling or when the pedestrian is approaching
so closely from the opposite half of the roadway as to be in danger." The driver of the motorcycle
who severely injured the twelve-year-old girlwas cited with felony reckless driving. The comments
noted on the citation further noted that the motorcyclist was driving at a high rate of speed and
"weaving in and out of traffic".
TheFederalHighwayAdministration,s(MUTcD)'
Section 2A.01 states "The functions of signs are to provide regulations, warnings, and guidance
information for road users. Words, symbols, and arrows are used to convey the messages. Sþns
are not typically used to confirm rules of the road."
The Pedestrian Traffic sign (W11-2) is officially designated as a Warning Sign to "call attention to
unexpected conditions on or adjacent to a highway, street, or private roads open to public travel
and to situations that might not be readily apparent to road users. Warning signs alert road users
to conditions that might call for a reduction of speed or an action in the interest of safety and
efficient traffic operations. "
ln addition to standards for application, specific guidance from the MUTCD, Section 24.04 on the
use of signs indicates that"Regulatory and warning signs shou/d be used conseruatively because
fhese sþns, if used fo excess, tend to lose their effectiveness."
5
EXISTING CONDITIONS
Field reconnaissance and a thorough inventory of Crandon Blvd was conducted during July 2018
to identify the physical conditions and the locations and types of traffic control devices
implemented along the corridor. With a reported annual average daily traffic (AADT) of 29,500
vehicles per day, Crandon Blvd operates at Level of Service E. A complete inventory of existing
physical conditions is provided in Appendix A.
PhysicalConditions
The alignment of Crandon Blvd is largely curvilinear, which contributes to sight distance limitations
in certain areas, such as on the northbound approach to North Club Drive. Eight-foot sidewalks
are located behind å landscaped green
space adjacent to the curbs on both sides of
the road. These landscaped areas between
the curbs and the sidewalks includes trees
of varying calipers, the smaller of which are
sometimes in bunches, and shrubbery in the
range o'f 3-4 feet tall. While this provides a
safe refuge area for pedestrians between
intersections, the landscaping located at the
corners often obscures pedestrians waiting
to cross (Figure 2).
Similarly, low-hanging branches on the trees
in the landscaped areas combined with
questionable placement also obscures some
roadway signs (Figure 3). ln general, there
is an overabundance of signs along the
corridor that compete for drivers' attention
along with traffic signals, heavy traffic, and
the substantial presence of pedestrians and
bicyclists (see Appendix A).
A four-foot (4') bicycle lane is marked and
signed on both sides of the roadway, and
vehicular travel lanes are approximately 11 feet in width. All the major (non-driveway)
intersections have been reconstructed using patterned pavement.
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Figure 2 - Pedestrian
Can you spot the pedestrian?
Figure 3 - Srþn
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Traffic Control Devices
There are six (6) intersections with Crandon Blvd controlled by traffic signals
1. West Mashta Drive
2. Westwood Drive/Eastwood Drive (N. Club Drive)
3. West Mclntyre StreeVGalen Drive
4. Sonesta Drive
5. Key Colony
6. Harbor Drive/Ocean Lane Drive
There are also traffic signal indications on a mast arm northbound at the Key Biscayne Fire
Rescue Department which preempts the signal at West Mclntyre StreeUGalen Drive.
The traffic signals at West Mashta Drive and at the Fire Rescue Department have no pedestrian
traffic control signals, and the traffic signal at Sonesta Drive has no traffic control signals for the
north-south pedestrian movement on the west leg, although this leg is a commercial driveway.
ln addition to the signalized intersection locations noted above, there are seven (7) unsignalized,
marked pedestrian crosswalks on Crandon Blvd:
1. The Towers Crossing (E-W crossing South leg only)
2. Grapetree Drive
3. Seaview Drive
4. East Enid Drive
5. West Enid Drive/Sunrise Drive
6. Grand Bay DriveA/illage Green Way
7. East Heather Drive
Table I provides the locations of all pedestrian crossings along with the distances between them.
Table 1 - Pedestrian Crossing Separation
Distance Between Pedestrian Crosswalks
From Distance (ftl To
Arthur Lamb Jr Blvd 654 Grapetree Drive
Grapetree Drive 7æ Seaview Drive
Seaview Drive 288 W. Mashta Drive
W. Mashta Drive 638 East Wood Drive/West Wood Drive
East Wood Drive/West Wood Drive 222 East Enid Drive
East Enid Drive 245 West Enid Drive/Sunrise Drive
West Enid Drive/Sunrise Drive 2s2 West Mclntvre Street/Galen Drive
West Mclntyre Street/Galen Drive 254 Grand Bay Drive/Village Green Way
Grand Bay Drive/Village Green Way w East Heather Drive
East Heather Drive 670 Sonesta Drive
Sonesta Drive 51.0 Kev Colonv
Key Colony s68 Harbor Drive/Ocean Lane Drive
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Allthe crosswalks along the Crandon Blvd corridor have been supplemented with "high emphasis"
pavement markings and pedestrian crossing signs. ln addition, pedestrian crossing signs are
posted at all crosswalks as well as advance warning signs; unsignalized crosswalks have
advance stop bars with "Stop Here for Pedestrians" signs. Bicycle lane signs are posted
throughout the corridor, as are signs for speed limits, turn restrictions, traffic signal photo
enforcement (at Mclntyre/Galen), one-way traffic, keep right, bus stops, parking restrictions;
library, information and Village Hall directional signs. ln some locations, "Yield to Pedestrian"
signs have been posted on the side streets, and in-roadway "Stop for Pedestrians in Crosswalk"
signs. There is only one sign in the corridor that reads "Cross Only at Crosswalks" located in the
median just south of Westwood/Eastwood Drive (N. Club Drive). A complete inventory of all
roadway signs has been prepared as Appendix A to this report.
Rectangular Rapid Flashing Beacons (RRFBS) have been implemented on the mainline for the
unsignalized intersections at West Enid Drive/Sunrise Drive, and at East Heather Drive. The
RRFBs are posted on the near side and the far side crosswalks, as well as the medians, and are
activated concurrently from any of the pushbuttons. These installations should remain.
I
DISCUSSION:
A four-year history of the most recently available crash records (2013 - 2017) for the Crandon
Blvd corridor indicates that there were 192 total crashes. A more in-depth analysis of these
records indicate there were 36 crashes
involving 14 pedestrians and 22 bicyclists
(See Figure q. Of these, there was one
fatality, three serious injuries, 16 non-
incapacitating injuries, eight possible
injuries, and eight involving no injuries.
There were three crashes of this type in
2013, eight in 2014, 11 in 2015, seven in
2016 and seven in2017. Based on these
statistics, the average number of total
crashes is 38.4 crashes per year including
7.2 pedestrian and bicycle crashes. There
is a concentration of pedestrian and bicycle
crashes at Harbor Drive/Ocean Lane with I
crashes, and Grand Bay Drive with 6
crashes.
Figure 4 - Crash Locations on Key Biscayne
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A Highway Safety Manual analysis was conducted for Crandon Blvd using spreadsheets
developed by the National Cooperative Highway Research Program (NCHRP) under project
number 1738. Using the Empirical Bayes method to account for regression to the mean, the total
number of crashes expected for Crandon Blvd is 47.6 crashes per year including 1.0 pedestrians
and 0.4 bicyclists.
While the actual history of total crashes (38.41yr.) over the four years studied is less than that
expected using HSM procedures @7.6lyr.), the number of pedestrian and bicycle crashes (7.2lyr.)
is much higher than expected (1.41yr.). This is undoubtedly the result of the heavy concentration
of pedestrians and bicyclists present in Key Biscayne. The HSM analysis indicates that the
calculated rate of 1.4 crashes per year involving pedestrians and bicyclists would result in
fatalities, whereas the historical average rate along Crandon is 0.2 fatalities. This is a clear
indication that the 30-mph speed limit and possible vigilance of residents contributes to a lower
than expected number of fatalities among pedestrians and bicyclists.
Pedestrian safety is extremely critical when considering that between 2011 and 2014, inclusive,
pedestrian and bicycle fatalities represented 37o/o of all fatal crashes, and 17o/o of all serious
injuries on the Local Road System (non-State Roads) in Miami-Dade County. Given that U.S.
Census data indicate less than 5% of the County population walk or bike to work, pedestrian and
bicycle fatalities are an inordinate proportion of fatal and serious injury crashes, requiring
immediate and aggressive countermeasures to reduce them. Motor vehicle speed is the primary
cause of pedestrian and bicyclist fatalities. A pedestrian (or bicyclist) involved in a collision with
a motor vehicle traveling at 40 miles per hour has a 90% chance of being killed. Even at Crandon
Blvd's posted speed limit of 30 mph, a pedestrian (or bicyclist) only has a 50o/o chance of surviving
a collision with a motor vehicle. At 20 mph, 90% of pedestrians (or bicyclists) are likely to survive
(See Fþure 5).
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Figure 5- Pedestrian Suruivability
HIT BY A VEHICLE
TRAVELINS AT:
HIT BYA VEHICLE
TRAVELING AT:
HIT BY A VEHICLE
TRAVELING AT:
20 30 lr0
MPH MPH MPH
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I out ôf l0 5 out ol l0 0nly 1 out of l0 pcdc.tr¡àn..ûrv¡va!
5peed rs especrrlþ lr,lh.ll lot vulnaralsle il-{r'ri l¡k., pûdúifrtan: and pcapl': irrÂirrg. Illr rtsk of tnlury and tleath
rncre¿-scs as sp**d increases.
ln today's vehicles, although th¡rty (30) mph feels like a crawl to the motorist, it is equivalent to 44
feet per second. Driver reaction times vary depending on the individual and surrounding
environment, but an accepted average driver reaction brake time is 2.3 seconds. Actual time to
stop also varies depending on the vehicle, but the average driver can bring a vehicle traveling 30
mph to a stop, in 2.1 seconds. This means that from the time a potential conflict is observed by
a driver, a vehicle traveling 30 mph will cover nearly 200 feet before coming to a stop in 4.4
seconds. Federal guidelines for traffic signal timings assume an average walk speed of 3.5 feet
per second. During the same 4.4 seconds that it takes a vehicle traveling at 30 mph to come to
a stop, a pedestrian will have traveled only 15 feet, slightly more than the width of one road lane.
ln addition to the time it takes for a motorist to react and bring a vehicle under control at higher
speeds, the motorist is also less likely to notice potential conflicts due to a reduced field of vision
(Figure 6).
Figure 6 - Field of Vision
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Field ol visian at l5 MPH Field of visian a{ 30 io l.t MPll
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Because Crandon Boulevard is under the jurisdiction of Miami-Dade County, the speed limit is
regulated under S 316.189 (2Xa):
(2) SPEED ON COUNTY ROADS - The maximum speed on any county-maintained road is:
(a) ln any business or residence district, 30 miles per hour in the daytime or nighttime;
provided that with respect to residence districts a county may set a maximum speed limit
of 25 miles per hour after an investigation determines that such a limit is reasonable; and
it shall not be necessary to conduct a separate investigation in each residence district.
A reduction in the speed limit to 25 mph on Crandon Blvd could be sought through Miami-Dade
County, based on convincing evidence that the roadway is within a residence district. While there
are no residences that front Crandon Blvd, outside of the corridor, the Village of Key Biscayne is
primarily residential. Commercial development is mostly concentrated to the west side of the
Crandon Blvd., which creates a strong attraction for trips generated from the east side of the
roadway, requiring a crossing of Crandon Blvd for both to & from trip ends. Further, the locations
of the Key Biscayne K-B Center School and Village Green Park establishes this same crossing
pattern for our most precious and vulnerable pedestrians - school age children.
However, should the Village of Key Biscayne obtain originaljurisdiction over Crandon Blvd, the
speed limit could be reduced under S 316.189 (1):
(1) MUNICIPAL SPEED - The maximum speed within any municipality is 30 miles per hour.
With respect to residence districts, a municipality may set a maximum speed limit of 20 or 25
miles per hour on local streets and highways after an investigation determines that such a limit is
reasonable. lt shall not be necessary to conduct a separate investigation for each residence
district. A municipality may set speed zones altering the speed limit, both as to maximum, not to
exceed 60 miles per hour, and minimum, after investigation determines such a change is
reasonable and in conformity to criteria promulgated by the Department of Transportation, except
that no changes shall be made on state highways or connecting links or extensions thereof, which
shall be changed only by the Department of Transportation.
Crosswalks
The Florida Department of Transportation (FDOT)'s Traffic Enqineerinq Manual (TEM), Section
3.8 promulgates standards and guidelines for the consistent installation and operation of marked
pedestrian crosswalks at midblock and unsignalized intersections on the State Highway System.
While Crandon Blvd is not on the State Highway System, Counties and Municipalities frequently
cite FDOT references for guidance.
According to the TEM "Marked crosswalks at uncontrolled approaches are intended to improve
pedestrian connectivity and reduce instances of pedestrians crossing at random and
unpredictable locations which can create confusion and add risk to themselves and other road
users. Crosswalks may be used to facilitate pedestrian access and to concentrate pedestrian
crossing activity to a safe and predictable location. Pedestrian crosswalks at uncontrolled
approaches may be an appropriate toolwhere there is a documented pedestrian demand and the
distance to the nearest controlled intersection crossing location would result in significant out-of-
direction travel for pedestrians."
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The TEM goes on to state "Marked crosswalks that are well located and thoughtfully designed
can serve as a mechanism for improving pedestrian connections, community walkability, and
pedestrian safety. However, they are not suitable for all locations and careful evaluation must be
undertaken regarding expected levels of pedestrian crossing demand, safety characteristics of
the crossing location, and design considerations for the crossing control type."
Section 3.8.5 of the TEM provides criteria for installation similar to "warrants" for traffic signal
installations. lmportant factors that should be considered when evaluating the need for a marked
crosswalk include:
1. Proximity to significant generators
2. Pedestrian demand
3. Pedestrian-vehicle crash history
4. Distance between crossing locations
Significant trip generators/attractors exist on both sides of Crandon Blvd, primarily between
Mashta Drive and W Mclntyre StreeVGalen Drive.
Fedestrian counts/demand was beyond the scope of this study, but minimum thresholds are
. 20 or more pedestrians during a single hour (any four consecutive 1S-minute periods) of
an average day, or
. 18 or more pedestrians during each of any two hours of an average day, or
. 15 or more pedestrians during each of any three hours of an average day.
Pedestrian counts should be conducted to verify the recommendations for removal of crosswalks.
As discussed above, the pedestrian-vehicle crash history on Crandon Blvd is seven times the
expected value for a roadway of its type.
The TEM indicates that"Marked crosswalks should not be installed mid-block where the spacing
between adjacent intersections rs /ess than 660 feef, consistent with the Department's Plans
Preparation Manual, Vol. 1, Section 8.3.3.2." However, it goes on to say that "A proposed
crossing location thatfalls between 100 and 300 feetfrom an alternative existing crossing may
be considered if more practical for pedestrian use; this justification must be documented in an
engineering report." Only two intersections exceed the 660-foot spacing, and five are within 300
feetofeachother. ltisunknownifengineeringreportshavebeenconductedtojustifythespacing.
Four crosswalks that are within 300 feet of each other are shown in Table 2.
Table 2 - Pedestrian Crossing Separation
Distance Between Pedestrian Crosswalks
From Distance (ft)To
East Wood Drive/West Wood Drive 222 East Enid Drive
East Enid Drive 245 West Enid Drive/Sunrise Drive
West Enid Drive/Sunrise Drive 252 West Mclntyre Street/Galen Drive
West Mclntyre Street/Galen Drive 254 Grand Bav Drive/Villaee Green Way
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RECOMMENDATIONS:
The strategies necessary to achieve the goal of improving pedestrian safety include the 5 "E"s:
Engineering, Enforcement, Education, Encouragement and Evaluation. None of these strategies
can effect changes on their own; a combination of all of these, and more, are necessary to
produce long-term results.
Engineering
Regarding vehicular speed, there are seemingly conflicting goals between the need to move traffic
and the safety of all roadway occupants; the natural instinct for motorists is to drive at a
'rcomfortable" speed for the surroundings and traffic. Most drivers are preoccupied with the driving
task (control, guidance, navigation) and are unaware of posted speed limits, let alone their own
vehicle speed. Speed zoning typically relies on the 85th percentile speed of prevailing traffic to
determine the speed limit. The rationale for this practice is that vehicles moving at or near the
same speed are less likely to encounter conflicts. While this rationale is totally appropriate for
vehicular travel in rural areas and freeways, areas such as Key Biscayne with its heavy
concentrations of pedestrian, bicycle, and transit activity must be addressed in a different context.
When urban roads are designed to move high volumes of traffic, past design standards were
aimed at providing maximum safety for the operation of motor vehicles. The resulting environment
tends to encourage higher speeds. Recent efforts to incorporate "Complete Streets" elements in
roadway design have contributed to surroundings less conducive to speeding in critical areas.
New FDOT standards allowing variances from traditional design parameters, such as narrower
lane widths based on "context", have also had positive impacts on speeding. Therefore, more
roadways are being designed to reduce speed in safety-critical areas where there are potential
conflicts among and between vehicles or between vehicles and pedestrians or cyclists. The
Village of Key Biscayne could lobby the Florida Legislature to modify speed-zoning laws that
recognize the need for lower limits based on context. ln the interim, the Village should approach
Miami-Dade County about lowering the speed limit to 25 mph.
Regarding existing conditions, maintenance is needed on landscaping which blocks the view of
pedestrians and signs. Numerous signs should be relocated (or removed, based on relative
importance) to prevent one sign from obscuring another. A "Master Sign Plan" has been prepared
to ensure a proper layout of signs and reduce interference (see Appendix B). Finally, the total
number of crossings should be reviewed, based on the level of pedestrian activity and proximity
to each other. The Master Sign Plan must be reviewed with the Miami-Dade County Department
of Transportation and Public Works (DTPW), specifically regarding the location of bus stops.
There are no generators/attractors with pedestrian access on the west side of Crandon Blvd
between The Towers Crossing and Seaview Drive, therefore, unless there is a documented high
volume of pedestrians, eliminating the crosswalks at Grapetree Drive would not result in
significant outof-direction travel for pedestrians. Because Metrobus Route B makes a U-Turn
before reaching Bill Baggs State Park, the northbound bus stops north of The Towers crossing
and at the shelter north of Grapetree Drive (at the Post Office) have no southbound counterparts.
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Considering that there are no generators/attractors with pedestrian access on the west side of
Crandon Blvd between Seaview Drive and W. Mashta Drive, and because of the short distance
between the crosswalks at Seaview Drive and W. Mashta Drive (288 feet), the crosswalks at
Seaview Drive and Mashta Drive should be re-evaluated versus the pedestrian volume criteria.
Unless pedestrian volumes exceed criteria established in the TEM, these two crossing should be
combined. Because there is an attractor on the southwest corner of Mashta Drive, moving the
pedestrian path from the crosswalk at Seaview Drive to the crosswalk at Mashta Drive would not
result in significant out-of-direction travel for pedestrians. Secondly, due to the offset geometry
of Knollwood Drive with Seaview Drive, there is a higher risk of conflicts. Bus stops on both sides
of Crandon Blvd. north and south of Mashta Drive, support the need to maintain that crossing.
The distance between W. Mashta Drive and EastwoodMestwood Drive (N Club Drive) is 638 feet
but the crossing at EastwoodANestwood Drive (N Club Drive) is at a signalized intersection and
should therefore remain. There is no direct pedestrian access along the east side of Crandon
Blvd between W. Mashta Drive and EastwoodMestwood Drive (N Club Drive) that could provide
justification for a crosswalk.
The distance from EastwoodMestwood Drive (N Club Drive) to East Enid Drive is 222 feet, the
distance from East Enid Drive to West Enid Drive is 245 feet, and the distance from West Enid
Drive to Mclntyre Street is 252 feet. EastwoodA/úestwood Drive (N Club Drive) and Mclntyre
Street are signalized intersections with pedestrian features. The crosswalk at East Enid Drive
could be eliminated without significant out-of-direction travel for pedestrians. The crosswalk at
West Enid Drive/Sunrise should be maintained due to the retail development on the West side of
the road and the proximity of bus stops serving that development. Given that the Key Biscayne
K-8 Center is located on Mclntyre Street, all school age children should be instructed to cross
Crandon Blvd only at Mclntyre Street, along with the posting of crossing guards.
Grand Bay DriveA/illage Green Way is 254 feet north of Mclntyre Street and 640 feet south of
East Heather Drive. North of Grand Bay Drive/ Village Green Way there are no pedestrian access
points along the east side of Crandon Blvd, and the Village Green Park occupies the west side of
the road. Given the proximity to the signalized crossing at W Mclntyre StreeUGalen Drive, and
unless there is a documented high volume of pedestrians, the crosswalk at Grand BayA/illage
Green could be eliminated without significant out-of-direction travel for pedestrians. However,
should this recommendation be implemented, it is suggested that the southbound bus stop near
Village Green Drive should be moved closer to the Village Hall Complex at West Mclntyre Street.
East Heather Drive is located at the entrance to Village Green Park, it is 895 feet north of Mclntyre
Street and 670 feet south of Sonesta Drive. Given the near optimal spacing and location at the
entrance to the park, the crosswalk at East Heather Drive should remain. The RRFBs that have
been installed at this location should also remain.
Sonesta Drive, Key Colony, and Harbor Drive are all signalized intersections with existing
pedestrian features. These crosswalks should be maintained.
Based on the forgoing suggestions, the nine (9) crosswalks that are recommended be maintained
are at The Towers Crossing, Mashta Drive, EastwoodMestwood Drive (N Club Drive), West Enid
Drive/Sunset Drive, Mclntyre StreeVGalen Drive, East Heather Drive, Sonesta Drive, Key Colony,
14
and Harbor Drive/Ocean Lane Drive. The four (4) crosswalks that could be considered for
elimination include Grapetree Drive, Seaview Drive, East Enid Drive, and Grand Bay DriveA/illage
Green Way.
Any decision to remove crosswalks should be coordinated with DTPW, the patterned pavement
should be removed, curb ramps for crossing Crandon Blvd should be removed, signs reading
"CROSS ONLY AT CROSSWALKS' should be posted at the former crosswalks, and an
enforcement effort dedicated to pedestrian re-routing should be conducted.
As noted in the Analysis Section, there is only one sign in the corridor that reads "CROSS ONLY
AT CROSSWALKS'. Additional signs of this type could be erected along the sidewalks to keep
pedestrians informed of safe practices. ln areas where there is a continuing problem with
jaywalking, specially designed pedestrian fences could be used.
The Master Sign Plan should only be implemented in conjunction with removal of the
recommended crosswalks, and relocation of the recommended bus stops.
A Cost Estimate for implementing the above Engineering recommendations is provided in
Appendix C.
Some additional engineering improvements that can be considered include the following
It is our understanding that Miami-Dade County is nearing completion of a new traffic signal
control system along Crandon Blvd. Several improvements can be effected with the new signal
system:
System timings can be set to a particular speed, such that motorists travelling at a desired
speed will travel in the "Green Band" (getting all signals green), encouraging speed limit
compliance.
Leading Pedestrian lntervals (LPls) give a 3-5 second "head-start" for pedestrians to cross
before the concurrent vehicular green is indicated. This reduces conflicts with rightturning
vehicles crossing pedestrian paths.
Detectors can be added to intersections that determine when a pedestrian has not
completed a crossing and allow a few additional seconds to the crossing time.
Pedestrian timings are typically calculated using an assumed 3.5 feet per second walk
speed. ln areas where there are concentrations of school aged children or elderly,
consider a lower walk speed.
Where not currently implemented, pedestrian countdown signals provide information to
pedestrians regarding the amount of time available to complete a street crossing. This is
a standard requirement on new installations on State roads which should also be used on
Crandon Blvd.
15
Pedestrian scrambles allow pedestrians to cross an intersection in any direction while all vehicular
traffic is completely stopped by traffic signals. This technique has been shown to eliminate all
pedestrian conflicts in areas where it has been implemented. However, there is considerable
impact to vehicular delay associated with pedestrian scrambles.
lmproved lighting - traditional intersection lighting provides bright spots in the centers of
intersections, casting pedestrians in silhouette. Current standards provide "front lighting" on
pedestrians making them more apparent to motorists during non-daylight hours.
Photo enforcement could be implemented on all the traffic signals on both the mainline and side
streets to reduce red-light running.
The village could implement a No Turn on Red policy to reduce conflicts with pedestrians
Enforcement
Enforcement is an essential component of the strategy to reduce crashes. Targeted enforcement
efforts tend to reduce speeds in the short-term, but a continuous program to issue citations can
effect lasting change and, ultimately, become self-funded. Enforcement agencies also participate
in the Education strategy by placing electronic speed-feedback or public service signs at key
locations. Enforcement efforts often include a campaign to issue citations for motorists operating
vehicles in a careless or negligent manner, improper lane changing, aggressive (reckless) driving,
jaywalking, and failure to yield right-of-way (in both vehicular and bike/ped situations).
For enforcement to be effective, the court system must be willing to prosecute these seemingly
"trivial" offenses or allow for warnings with an associated fine. Traffic judges should be more
aware of the consequences of "minor" infractions and imposing appropriate penalties.
Education
Education should include special instruction to children attending Key Biscayne's K-8 Center to
include pedestrian safety and bicycle safety. Particularly, children should be advised that RRFBs
(and traffic sþna/s, for that matter) do not necessarily mean vehicles will stop. Pedestrians must
be extra vigilant about traffic conditions to ensure safe roadway crossings. Public education
campaigns could be initiated for the residents of Key Biscayne using signs relating the number of
crashes, fatalities, and serious injuries that have occurred over the course of the year. Key
Biscayne is ideally situated for placement of such signs due to the single entry/exit to the Village
on Crandon Road. Campaign signs could be located just north of the Village limits so that all
residents will be reminded of traffic safety.
Radar speed feedback signs are also effective educational tools to remind drivers of the speed
limit, and the speed at which they are travelling. These signs have the added benefit of setting
off radar detectors for those who use them, further effecting speed reductions.
16
Encouragement
Encouragement efforts usually provide some type of reward for good behavior. lnsurance
companies already offer reduced rates for drivers that remain incident free for given periods of
time. A potential means of encouragement under governmental control could include reduced
tolls for drivers that maintain proper speeds. Expressways are already equipped with sensors
that monitor the speed of individual vehicles through identification of the vehicle's SunPass.
These technologies should be expanded to the local roadway system so that an incentive such
as a reduction to the toll paid at the bridge could be offered. Traveltime sensors could be mounted
in various locations throughout the Crandon corridor to determine eligibility.
Encouragement techniques must extend beyond drivers to pedestrians and bicyclists, such as
with incentive campaigns to prevent jaywalking or to encourage wearing of safety gear and
lighting for bicyclists. ln addition to Safe Routes to School, consider advancing Safe Routes for
Seniors, and Safe Access to Play programs. A Safe Access to Play program prioritizes high crash
areas near parks and recreational areas.
Eva luation
Continued monitoring of crashes occurring on Key Biscayne would be a valuable resource in the
evaluation of any improvements. Due to the processing requirements of the Department of
Highway Safety and Motor Vehicles (DHSMV) and the FDOT, accurate reporting of crash records
sometimes lags by several years. Simple commercial products that provide for tracking of crash
reports could be obtained by the Village to provide timely data. Such data would also be
necessary for providing public education as discussed in that Section.
The Village of Key Biscayne could install CCTV traffic cameras along Crandon Blvd that could be
monitored by the Police Department to ensure that incidents are detected in a timely manner and
emergency services can be dispatched.
An overarching principle that guides the five "E"s must include Emergency Response, which is
improved through enhanced connectivity for faster crash notification, improved injury prediction,
better communication between/among traffic monitoring centers, 911 and first responders, and
timelier emergency medical care. lmprovements in traffic monitoring infrastructure will also
provide reductions in secondary crashes because incidents are more rapidly recognized and
shared with law enforcement and emergency response agencies. Survival in crashes sometimes
depends on response times by emergency vehicles. The Village of Key Biscayne could install
CCTV traffic cameras along Crandon Blvd that could be monitored by the Police Department to
ensure that incidents are detected in a timely manner and emergency services can be dispatched.
17
Appendix A
Existing Sign lnventory
Crossings Sheet #
1 The Towers Crossing L
2 Grapetree Drive 2
3 Seaview Drive 4
4 W. Mashta Drive 4
5 Eastwood Drive/Westwood Drive 6
6 East Enid Drive 6
7 West Enid Drive/Sunrise Drive 7
8 West Mclntyre Street/Galen Drive 8
9 Grand Bav Drive/Villaee Green Wav 8
10 East Heather Drive 10
\t Sonesta Drive I'J.
t2 Key Colony L2
13 Harbor Drive/Ocean Lane Drive 13
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Master Signage Plan
Crossings Sienal?Dispostition Sheet #
1 The Towers Crossing N Maintain L
2 Grapetree Drive N Remove 2
3 Seaview Drive N Remove 4
4 W. Mashta Drive Y Maintain 4
5 Eastwood Drive/Westwood Drive Y Maintain 6
6 East Enid Drive N Remove 6
7 West Enid Drive/Sunrise Drive N Maintain 7
8 West Mclntyre Street/Galen Drive Y Ma¡nta¡n 8
9 Grand Bay Drive/Villaee Green Way N Remove 8
L0 East Heather Drive N Maintain L0
LT Sonesta Drive Y Maintain tI
L2 Key Colony Y Maintain L2
L3 Harbor Drive/Ocean Lane Drive Y Maintain 13
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GROUP
Appendix C
Cost Estimate
Crandon Boulevard Pedestrian Safety Plan - Cost Estimate - Page L of 2
SHEET NUMBERS
GRAND TOTAL
cosT
sr7.o41
s60,376
S8.1ss
s4,80c
s4.2S5
56.021
51,16c
çG.571
s30.00c
5220,00c
s358,379
qTY
4I87
461
37A
262
72
a1
41
1
2
A
SUBTOTAL
cosr
12,401
S43 s37
s6.48C
s2.4A7
s79C
sc
15.00c
5110,00c
199,489
qTY
lo47
335
294
208
7
16
32
0
1
2
sP-07
cosT
50
s0
s0
so
S709
5s73
s2s
So
s0
s110,000
5111,307
qw
2
2
1
2
sP-06
cosT
53,2sf
S11-53t
s2,ssi
s1,795
s3s:
57,741
s17:
S(
s15.000
St
s35,818
QTY
800
88
716
q8
1
4
1
7
5P-05
cosT
sc
s3s5
sr
S(
s35!
ow
1
sP-04
cosT
S6.oo3
s21.25€
561t
S36É
s355
sL,74'l
S19t
cf
5C
sr
529,955
olY
7475
162
22
2C
1
A
I
sP-03
cosr
Sc
sc
sc
sc
s2A1
s9ç
sc
5c
Sc
5365
QTY
1
4
sP-02
cosT
s3.142
7r,732
S3 30É
sc
sc
Sc
5r9,476
QTY
772
84.9
150
90
10
sP-01
cosT
s0
50
Sc
s0
5709
s7.434
s49
5C
sc
sc
5?',792
QTY
2
5
2
SUMMARY OF QUANTITIES
UNIT PRICE
18.32
Sza6.73
24.6A
s1s,000.00
SHEET TOTALS
UNITS
SY
TN
LF
SY
A5
AS
AS
AS
EA
EA
DESCRIPTION
MILLING EXIST ASPH PVMT, 2' DEPTH
qSPH CONC FC, TRAFFIC B, FC-12.5
.ONCREÍE CURB & GUITER. TYPE F
REMOVAL OF EXIST CONC
;INGLÉ POSTSIGN, F&I GM, <12 SF
çINGLE POST SIGN. RELOCATE
;INGLE POST SIGN, REMOVE
MULTI- POST SIGN, F&I GM. 51-1OO SF
DEMOLISH BUS SHELTER
CONSTRUCT BUS SHELTER
ITEM S
5
81
1C
1C
11
sc
6C
15
70
7
1
4
1
1
1
2
321
337
520
110
70c
704
700
70c
Crandon Boulevard Pedestrian Safety Plan - Cost Estimate - Page 2 of 2
SHEET NUMBERS
GRAND TOTAL
cosT
s17.041
s60.37É
s8,1s5
s4-80C
s4,2s5
S6,021
S1.16c
s6.571
s30,00c
S22o,ooc
535E,37S
QTY
4741
461
374
262
72
21
47
1
2
4
SUBIOTAT
cosT
1.6,439
S1 67s
s989
57,434
S37c
515E,E90
QTY
725
76
54
5
5
15
T
1
2
sP-14
cosT
s0
50
s0
s0
50
so
So
s6.571
s0
so
56,s7r
olY
7
5P-13
cosl
s0
s0
s0
s0
50
So
s0
s0
50
So
50
OTY
sp-12
cosT
sc
50
s0
s0
so
s0
s0
50
50
s0
so
ow
sP-11
cosr
Sr
5(
S(
(f
sTos
sr
s(
5t
)r
s709
QTY
2
sP-10
cosl
sc
Sc
sc
sc
Sc
s4S
Sc
Sa
SC
s4!
QIY
2
sP-09
coST
5L
5L
sc
5C
S3s5
Sc
574
Sc
ç1s.oot
Sc
s15.429
QW
I
3
I
sP-08
cosT
s4.64C
s16,439
Sr.67s
5989
s709
s1.434
5247
Sc
Sc
s110,00c
s135.t32
QTY
1140
725
76
54
2
5
10
2
SUMMARY OF qUANÍITIÉS
UNIT PRICE
s4.07
s131.09
s22.04
518.32
s3s4.ss
s2A6.t3
s24.68
s6,570.71
S15.ooo.oc
s55.000.0c
SHEET TOTAIS
UNIT5
SY
TN
LF
5Y
AS
AS
AS
AS
ÉA
EA
DESCRIPTION
MILLING EXIST ASPH PVMI. 2' DEPTH
ASPH CONC FC, TRAFFIC B, FC.12.5
CONCRETE CURB & GUTTER- TYPE F
REMOVAL OF EXIST CONC
SINGLE POST SIGN, F&I GM, <12 SF
SINGLE POST SIGN. RELOCATE
SINGLE POST SIGN, REMOVE
MULÌI- POST SIGN, F&I GM, 51-1OO SF
DÊMOLISH BUS SHELTER
CONSTRUCT BUS SHELTER
ITEM S
81
1C
1C
11
5C
6C
15
70
7
1
4
1
1
1
2
321
337
52C
11C
70c
70c
70c
70c
Sheet Number
1
2
4
4
6
6
7
8
8
11
72
\3
Crossings
1 lThe Towers Cross¡ne
2 lGrapetree Drive
I lseav¡ew Drive
4 lW. Mashta Drive
5 lEãstwood Dr¡ve/WestwÕod Dr¡ve
5 lEast Enid Drive
7 lWest Enid Drive/sunrlse Dr¡ve
I lWest Mclntvre Street/Gãlen Dr¡ve
9 lGrand Bav Drive/V¡llase creen wav
10 lEast Heather Dr¡ve
11 lsonesta Drive
12 lKev Colonv
13 lHarbor Drive/Ocean Lane Drive
SUMMARY OF QUANTITIES
ITEM #DESCRIPTION UNITS UNIT PRICE
QTY
327 70 5 MILLING EXISTASPH PVMT,2'' DEPTH SY 54.O7
337 7 81 ASPH CONC FC, TRAFFIC B, FC-1.2.5 TN s131.oe
s20 L 10 CONCRETE CURB & GUTTER, TYPE F LF 522.O4
110 4 10 REMOVAL OF EXIST CONC SY s18.32
700 t 77 SINGLE POST SIGN, F&I GM, <12 SF AS s3s4.s9 2
700 1 50 SINGLE POST SIGN, RELOCATE AS 5286.73 5
700 7 60 SINGLE POST SIGN, REMOVE AS 524.68 2
700 2 L5 MULTI- POST SIGN, F&I GM, 51-1OO SF AS 56,szo.lt
DEMOLISH BUS SHELTER EA s1s,000.00
CONSTRUCT BUS SHELTER EA s55,000.00
SHEET TOTALS
Crandon Boulevard Pedestrian Safety Plan - (
sP-01 sP-02 sP-03 sP-04 sP-05 sP-06 sP-07
cosT QTY cosr QTY cosT QW cosr QTY cosr QTY cosr QTY cosr
So 772 53,L42 So 1.475 S6,oo3 So 800 S¡,zso So
So 84.9 5L7,L3z So L62 52L,269 5o 88 s1_L,536 So
5o 150 Sg,¡oo $o 28 Sott So IL6 Sz,ss7 5o
So 90 $1,,649 So 20 Sgoo So 98 s1,795 So
s70s so 5o 1 S¡ss 7 s3ss L SEss 2 Szog
5L,434 5o L Szat 4 5r,1,47 So 4 5L,t47 2 ss73
s4s 10 s247 4 Sgg 8 5Ls7 $o 7 Si.73 L s2s
So So So So 5o So So
So 5o So So $o 1.5L5,000 5o
$o 5o So 5o So So 2 S11o,ooo
52,t92 5t9,476 s38s s29,955 S¡ss s35,818 s111,307
,ost Estimate
SHEET NUMBERS
sP-08 sP-09 sP-10 sP-11 sP-12 sP-13
qTY cosT QTY cosT QW cosr QTY cosr QTY cosr QTY cosT QTY
1,740 54,640 So So So So So
125 S16,439 So $o So $o So
76 S1,675 So So So So So
54 ssss So 5o So $o So
2 s70e L Sass So 2 sTos So So
5 5L,434 5o $o $o 5o So
10 5247 3 574 2 S+s So So $o
So 5o $o 5o 5o So T
$o 1.Si"5,ooo So So So 5o
2 S11o,ooo $o So So $o $o
s136,132 iLs,4z9 $¿g $zog So 5o
5P-14 GRAND TOTAL
qTY cosTcosr
So 4L87 5r7,o4r
5o 461 S60,376
So 370 S8,Lss
262 S4,8ooSo
So 12 54,2ss
$o 2L S6,ozt
So 47 Si.,160
s6,571 T $6,51t
so 2 s3o,ooo
So 4 S22o,ooo
s358,379$6,52t
Crandon Boulevard Pedestrian Safety PIan - Cost Estimate - Page 1, of 2
SHEET NUMBERS
GRAND TOTAL
cosr
S17.041
560,376
S8,1ss
S4.8oo
s4,2ss
5a,ozt
s1.160
S6,s71
512s,000
5268.890
ss02,269
QTY
4187
46r
370
262
T2
27
47
7
3
2
SUBTOTAT
cosr
Sr2,4or
543,937
s6.480
S3,811
52,482
s4,s88
S790
so
s1s.00c
s110,000
s199,489
QTY
3047
335
294
208
7
16
32
0
I
7
sP-07
cosr
Sc
Sc
Sc
Sc
s70s
Ss73
S2s
Sc
Sc
s110,00c
s111,307
qTY
2
2
1
2
sP-05
cosr
53,2s6
S11.s36
s2,ss7
5r,79s
S3ss
Sr.r47
S173
So
Sls.ooo
5o
S3s,818
qTY
800
88
11fi
98
1
4
7
1
sP-0s
cosr
s0
So
5o
5o
S3ss
So
so
So
So
so
S3ss
QTY
1
sP-04
cosr
s6.003
52r,269
Sorz
s366
s3ss
57,747
Srgi
So
sc
Sc
s29,9s5
qTY
1475
762
28
20
1
4
8
sP-03
cosT
5o
5o
s0
So
So
5287
S99
So
s0
So
s38s
QTY
1
4
sP-02
cosT
53,142
s11.132
s3.306
S1.649
So
so
5247
so
So
So
S19,475
QTY
772
84.9
150
90
10
sP-01
cosr
5o
So
So
5o
s709
5r.434
S49
so
So
So
52,L92
qTY
2
5
2
SUMMARY OF QUANTITIES
UNIT PRICE
s4.O7
S131.09
522.O4
S18.32
S3s4.sg
s286.73
524.68
s6.s70.71
s1s.000.00
sss,000.00
SHEET TOTALS
UNITS
SY
TN
LF
SY
AS
AS
AS
AS
EA
EA
DESCRIPTION
MILLING EXIST ASPH PVMT, 2" DEPTH
ASPH CONC FC, TRAFFIC B, FC.12.5
CONCRETE CURB & GUTTER, TYPE F
REMOVAL OF EXIST CONC
SINGLE POST SIGN, F&I GM, <12 SF
SINGLE POST SIGN, RELOCATE
SINGLE POST SIGN, REMOVE
MULTI- POST SIGN, F&I GM.51-1OO SF
DEMOLISH BUS SHELTER
CONSTRUCT BUS SHELTER
ITEM #
5
81
10
10
7L
50
60
15
7A
7
1
4
1
1
7
2
327
337
520
110
700
700
700
700
cosr
s160,000
12
2r
47
1
2
4
GRAND TOTAL
cosT
SUBTOTAI-
QTY
335
294
208
7
16
0
1
2
cosr
2
7
2
sP-07
QTY
L78
795
160
cosl
sP-06
800
88
116
98
cosr
sP-05
1
792
cosT
715
4
sP-04
QTY
L475
162
LO2
cosT
sP-03
cosr
5o
r.50
90
10
sP-02
cosT
SHEEl NUMBERS
sP-01
QTY
UNIT PRICE
A5
EA
EA
UNIÏS
5Y
TN
LF
SY
AS
AS
TRAFFIC FC-12.5coNc
TYPE FCURB &
OF EXIST CONC
<12 5FNGLE POST F&t
NGLE POST RELOCATE
NGLE POST REMOVE
51-100 sFF&I GMULTI- POST
DEMOLISH BUS SHELTER
BU5 SHÊLTER
DÊSCRIPTION
2'DEPTHEXIST ASPH PVMT
L0
1L
50
70
7
700
700
700
SHEET
Crandon Boulevard Pedestrian Safety Plan - Cost Estimate - Page L of 2
SUMMARY OF
ITEM #
Crandon Boulevard Pedestrian Safety Plan - Cost Estimate - Page 2 of 2
SUMMARY OF QUANTITIES SHEET NUMBERS
GRAND TOTAL
cosT
s14,738
s64.480
S8.155
s6.092
s7,L97
s160.000
s300,313
QTY
4187
46L
370
262
t2
2L
47
I
2
4
SUBTOTAt
cosr
s4.013
S17,ss6
s1.67s
S1.783
t.4s7
s80.00c
sL29.420
QTY
I]4O
t25
76
54
5
5
15
1
2
sP-14
cosr
s0
So
So
So
So
Sc
Sc
Sc
So
56,571
QTY
1
sP-13
cosT
5o
s0
So
So
So
s0
So
9o
So
So
Qw
sP-12
cosr
So
Sc
Sc
Sc
Sc
5o
So
s0
So
9o
So
QW
sP-11
cosr
So
So
s0
So
S713
So
sc
Sc
So
57Lt
ow
2
sP-10
cosT
50
So
So
s0
So
So
5s1
s0
So
Ssr
QW
2
sP-09
cosT
5c
Sc
5c
S3si
5c
15,000
So
lEreâ
QW
7
3
1
5P-08
cosr
s4-013
L7.556
5L,67s
s713
S1.4s1
s25s
Sc
OTY
1140
r25
76
54
2
5
10
2
UNIT PRICE
S3.s2
s140.0c
522.O4
s18.32
s3s6.68
s290.10
7t)o,J/u., r
51s,000.00
S4o.ooo.oo
SHEET TOTATS
UNITS
SY
TN
LF
SY
AS
AS
AS
AS
EA
EA
DESCRIPTION
MILLING EXIST ASPH PVMT, 2' DEPTH
ASPH CONC FC, TRAFFIC B, FC-12.5
CONCRETE CURB & GUTTER, TYPE F
REMOVAL OF EXIST CONC
SINGLE POST sIGN, F&I GM, <12 SI-
POST St RELOCATE
SINGLE POST SIGN, REMOVE
DEMOLISH BU5 SHELTER
CONSTRUCT BU5 SHELTER
ITEM #
5
81
10
10
1"1
50
60
70
7
1
4
'1,
L
L
2
327
337
s20
110
700
700
700
700
Sheet Number
1
2
4
4
6
6
7
8
I
L0
11
T2
13
Crossings
The Towers Cross¡ng
GraÞetree Drive
Seaview Drive
W. Mashta Dr¡ve
Eastwood Drive/Westwood Dr¡ve
East En¡d Drive
West Enid Dr¡ve/sunr¡se Dr¡ve
West Mclnwre Street/Galen Dr¡ve
Grand Bay Dr¡ve/V¡llage Green way
Eâst Heather Dr¡ve
Sonesta Drive
Kev Colonv
Harbor Drive/Ocean Lane Dr¡ve
1
2
3
4
5
6
7
I
9
10
L1
\2
13
530,031.27
s 49,551.60
S4s,046.91
ss00.020.71Total
LO%
t0%
15%
15%
t5%
Mobilizat¡on
Ma¡ntenance of Traff¡c
Cont¡ngency (Assumed 15% of
Construct¡on Costs and lnclusìve of
Mobilizat¡on and Maintenance of
Professional Eng¡neer¡ng Design
Construct¡on Eng¡neering and
lnsÞection (cEl)