Miami Avenue Traffic Study

Home , Speed limit, Traffic, Traffic light, Turn on red

Miami Avenue from Euclid Avenue to Camargo Avenue

Prepared for: The City of Madeira, Ohio 7141 Miami Ave Madeira, OH 45243

Prepared by: 143Engineers, LLC 3249 Plateau Place Cincinnati, Ohio 45241 (513) 476-6271

July 16, 2020 Updated: November 25,2020

TABLE OF CONTENTS Page I. Introduction ...... 1 II. Existing Conditions ...... 1 III. Proposed Solutions ...... 2 IV. Public Input ...... 14 V. Revisions ...... 20 VI. Construction Cost ...... 26 VII. Funding Options ...... 26 VIII. Conclusion ...... 27

LIST OF FIGURES Figure 1 – Sidewalk Usage ...... 1 Figure 2 – Metro Park-n-Ride ...... 2 Figure 3 – North of Camargo Road, looking north ...... 3 Figure 4 – North of Euclid Avenue looking south ...... 3 Figure 5 – Overall Crash Locations ...... 4 Figure 6 – Road Diet: Miami Ave at Euclid Avenue Looking South ...... 5 Figure 7 – Drive-able Median ...... 5 Figure 8 – Refuge Island with RRFB and Raised Crosswalk ...... 7 Figure 9 – High Visibility Crosswalk at Camargo Road ...... 7 Figure 10 – Raised Intersection ...... 8 Figure 11 – Raised Intersection Profile ...... 8 Figure 12 – Dynamic Speed Display Devices and Pavement Stamping ...... 8 Figure 13 – Street Lighting Along Corridor ...... 9 Figure 14 – Street Lighting Amenities ...... 9 Figure 15 – Laurel Avenue Realignment...... 9 Figure 16 – Laurel Avenue Right Turn Lane ...... 9 Figure 17 – Streetscape Parklets ...... 10 Figure 18 – Sidewalk Opportunities ...... 10 Figure 19 – Street Trees ...... 11 Figure 20 – Bus Routes ...... 12 Figure 21 – New HAWK Sign ...... 21 Figure 22 – Pedestrian Signs on HAWK signal arm ...... 21 Figure 23 – Pedestrian Signs on HAWK signal pole ...... 21 Figure 24 – HAWK Advance Warning ...... 21 Figure 25 – Revised Kroger Entrance ...... 22 Figure 26 – Raised Intersection at Naomi Avenue ...... 23 Figure 27 – Blank-Out Pedestrian Signs ...... 24 Figure 28 – Blank-Out Signs at Miami Avenue and Laurel Avenue ...... 24 Figure 29 – School Bus Turning Template ...... 25 Figure 30 – WB40 Semi-Truck Turning Template ...... 26

LIST OF TABLES Table 1 – Overall Crash Statistics ...... 4

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APPENDIX Appendix A Traffic Counts Appendix I Interviews Appendix B Signal Plans Appendix J HAWK Warrant Appendix C Turning Movement Counts Appendix J Travel Time Analysis Appendix D Growth Rate Appendix K Travel Time Analysis Appendix E Projected Traffic Appendix L Public Meeting Notifications Appendix F Capacity Analysis Appendix M Website Survey Responses Appendix G Crash Diagrams Appendix N Cost Estimate

Appendix H Comprehensive Plan

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I. INTRODUCTION The purpose of the Miami Avenue Traffic Study is to further explore the recommendation of the Madeira Comprehensive Plan by providing traffic calming recommendations that can be implemented to achieve the objective of making downtown Madeira more pedestrian friendly for residents and visitors. The top public requests from the Comprehensive Plan for the streetscape include the installation of trees and planters to soften the hardscape and the installation of patio dining to increase the pedestrian buffer along Miami Avenue. Requests were also made for future off-street shared municipal parking. The project included traffic capacity analysis for the design year of 2042 as well as developing a plan that addresses the width of the pavement, speed of the traffic on Miami Avenue, relatively narrow sidewalks, and a street that is not “pedestrian friendly” as the community desires. Recommendations explored include a ‘road diet’, curb extension, high-visibility crosswalks at intersections and at mid-block locations, pedestrian-scaled lighting, raised intersections and crosswalks, drive-able medians, dynamic speed limits signs, and speed limit pavement stamping.

II. EXISTING CONDITIONS Miami Avenue, from Euclid Avenue to the north and Camargo Road to the south, is a 4- lane, urban corridor characteristic of a central business district with commercial and municipal land uses with the study area.

Noteworthy elements of the existing operating characteristics of the corridor include:  AADT: 14,746 vehicles/day (Source: ODOT Count Station Miami Avenue between Euclid Avenue and Laurel Avenue) See Appendix A for Traffic Counts.

 Pavement Width: 44 feet (measured face of curb to face of curb)

 Tree Lawn: 3 feet colored paved tree lawn between the back of curb and the face of sidewalk. This area provides locations for street lights, trash cans, and business advertising. Streetscape pockets exist along the corridor containing colored and stamped pavement with streetscape furniture.

 Sidewalk: The sidewalk width varies in width and texture from 4 feet to 5 feet. Typical groups of pedestrians need wider sidewalks to walk in compliance with social distancing guidelines. Current signal timing provides conflicts to the between right turn on red vehicles and pedestrians crossing the street. Figure 1 - Sidewalk Usage

 Posted Speed Limit: The posted speed limit on northbound/southbound Miami Avenue, eastbound/west-bound Camargo Road, and eastbound/westbound Laurel Avenue is 25 MPH. The posted speed limit on eastbound/westbound Euclid is 35 mph.

 Right of Way: The right of way along the corridor is 60 feet.

 Intersection Capacity: Intersection capacity of the four signalized intersections and the two unsignalized intersection all operate with the current geometry at a Level of Service of ‘D’ or better for years 2020, ‘Opening Year’ of 2022, and the Design Year “2042” with the exception of Euclid Avenue, which fails in the PM Peak Hour for the Design Year “2042”. See Appendix F for Capacity Analysis. The HAWK signal was constructed before warrants were developed by the Ohio Department of Transportation. Under the new warrants, the HAWK signal is not warranted. See Appendix J for the HAWK Warrant.

 Outdoor seating/storage: Several businesses have outdoor seating, such as French Country Road and Nubuck Weed, Brewhouse Bakery, Jeni’s Splendid Ice Cream, Coffee Please, The Pink Box, Railroad BBQ, Starbucks, Subway, Re/Max, Adrien Pharmacy, Stock Yards Bank, Romualdo, U.S. Bank, and the Madeira Professional Center. However, none of this outdoor seating encroaches on the public right of way.

 Bus Transit: Metro route 2X serves Madeira with bus stops on Miami Road, in front of U.S. Bank, on Laurel Avenue, in front of the Fifth/Third parking lot, and at the Park-n-Ride on Dawson Road.

Figure 2 – Metro Park-n-Ride

 On-street parking: The outside travel lane also provides parking at locations throughout the business district with the exception of 30’ from intersections, as designated by signage along the corridor. Southbound Miami Avenue, just north of Euclid Avenue, directs the through traffic into the parking lane. Parking is restricted on the west side of Miami Avenue near the railroad from May to October on Thursdays to prohibit parking when the Farmers Market Figure 3 – North of Camargo Road, looking north on Dawson Road takes place. Field observations on January 15, 2020 noticed that in the AM peak hour, the street parking in the block between Laurel Avenue and Dawson Road were heavily utilized by people going to the Starbucks, which does not have a drive- through. The block between Camargo Road and the Kroger, on the Figure 4 – North of Euclid Avenue looking south east side of Miami Avenue, also had parking in the AM Peak Hour, but this parking was not to the volume as the parking stalls between Laurel Avenue and Dawson Road, as many patrons utilized the parking lot behind the stores. The parking along this block was heavy during the PM peak hour on the west side of the corridor with patrons utilizing the liquor store.

The corridor has 4-11’ lanes throughout with parking available in the curb lane. With no designated left turn lanes, the lane near the centerline on approaches to intersections often turn into a ‘defacto’ left turn lane in peak hour times, which causes backups in the lane near the centerline and produces a swerving maneuver for these vehicles into the curb lane, which often contains a parked car on the far side of the approach. Congestion

at the Laurel Avenue intersection caused by this condition and congestion at the Euclid Avenue intersection by peak hour congestion, causes aggressive driving and speeding along Miami Avenue as vehicles progress south along the corridor.  Crash Data: Crash data from 2016, 2017, and 2018 was obtained from the Ohio Department of Safety for the Study Area. There was a total of 73 crashes resulting in 7 injury crashes and 66 property damage crashes. The causes of these crashes are related to the geometric layout of the roadway, with the exception of the three bicycle crashes. There are no pedestrian crashes shown in the data; however 2019 data shows a pedestrian crash in a crosswalk across Laurel Avenue and 2020 data shows a pedestrian crash in a crosswalk across Camargo Road. Interviews have shown several other near miss pedestrian crashes that did not make it into the database. A near miss was also observed on January 15, 2020 at the HAWK signal crossing, when a pedestrian crossed Miami Avenue without utilizing the HAWK signal. See Appendix G for Crash Diagrams. Below are the Corridor Crash Locations and Statistics for the corridor.

Table 1 – Overall Crash Statistics Figure 5 – Overall Crash Locations

III. PROPOSED SOLUTIONS The existing geometric layout of the Miami Avenue corridor leads to a car-centric roadway that makes it difficult for pedestrians to feel comfortable along the corridor because of driving speeds that exceed the posted 25 mph. Pedestrians also have trouble crossing Miami Avenue’s width of 44’ with the existing gaps in the advancing traffic. To solve this issue, we need to align the geometry of the roadway to the posted speed limit. This can be done by utilizing several tools from the traffic calming toolbox.

 Road Diet A road diet is where a four-lane roadway is converted to a three- lane roadway, one lane of through traffic in each direction with a center-turn lane that separates left turning traffic from the through traffic steam. Center turn lanes benefit operating conditions by aligning opposing left turning vehicles, which removes sight distance obstructions and reduces speed Figure 6 – Road Diet: Miami Ave at Euclid Avenue differential in the through travel Looking South lane. These measures result in more consistent operating speeds. Research conducted by the Federal Highway Administration (FHWA) indicates a crash reduction potential of between 19 and 47 percent with the implementation of a road diet treatment. These road diets have the potential to reduce four specific crash types: rear-end crashes, sideswipe passing crashes, left-turn angle crashes, and “multiple threat” (crossing of multiple lanes) pedestrian crashes. When using a road diet with a two-way center turn lane, several other traffic calming toolbox options can be applied: Two-Way Center Turn Lane Pavement Treatment, Lane Narrowing, Rectangular Rapid Flashing Beacon Signs, Refuge Islands, Raised High-Visibility Crosswalk, and In-Street Pedestrian Signs.

 Two-Way Center Turn Lane Pavement Treatment. It has been documented that when road diets are installed, many aggressive drivers use the two- way center turn lane as a through lane. The solution is to change the pavement type of the two-way center turn lane to a stamped and stained red concrete drive-able median, with the two-way center turn lane signage. The ‘rumble’ from the stamped concrete acts as a disincentive Figure 7 – Drive-able Median 5

for the aggressive driver to use this lane as a through lane. The red color acts as a traffic calming measure, defining the driving lanes. The two-way center turn lane also provides access to the businesses. A drive-able median is proposed in on Miami Avenue between the railroad and Camargo Road.

 Lane Narrowing and Capacity Having a travel lane of 10’ in width instead of the current 11’ in width naturally slows the travel speed. Typical lane widths in central business districts are typically 10’ with parking lanes at 8’ in width. Capacity analyses were performed for five lane width alternatives for the Miami Avenue corridor for the ‘Opening Year’ 2022 and ‘Design Year’ 2042 traffic. These alternatives had these characteristics:

No Build: 12' through lane and 12' through/left turn lane Alternative 1 12' through lane and 10' left turn lane Alternative 2: 10' through lane and 10' left turn lane Alternative 3: 10' through lane and 10' left turn lane; walk time for pedestrians Alternative 4: 10' through lane and 10' left turn lane; Leading Pedestrian Intervals for pedestrians Alternative 5: 10' through lane and 10' left turn lane

Leading pedestrian intervals at the traffic signals provide a protected phase for the pedestrians to start crossing the road. At signalized intersections equipped with pedestrian signal indications, it is common practice for the pedestrian “walk” interval to coincide with the adjacent circular green vehicle phase, creating a potential conflict between turning vehicles and pedestrians. Leading pedestrian interval timing typically gives pedestrians the opportunity to enter an intersection 3 to 7 seconds before drivers are given a green signal. This “head start” for pedestrians allows them to establish their presence in the crosswalk and places them in a location that is more visible to drivers. Leading Pedestrian Intervals have been shown to decrease pedestrian crashes up to 87%.

The traffic volumes for ‘Design Year’ 2042 were developed by using the existing traffic counts taken in January, 2020 and expanding these counts to the year 2042 by utilizing a growth rate. This growth rate was calculated from historical Ohio-Kentucky-Indiana Regional Council of Governments traffic count station located on Miami Avenue, just south of Euclid Avenue. See Appendix D. The results of the capacity analysis for the road diet with 3-10’ lanes for ‘Design Year’ 2042 are in Appendix F. All of the signalized intersections have an overall level of service of C or better. The unsignalized intersections of Railroad Road and Dawson Road have a level of service of D or better. The unsignalized intersection of Goff Terrace/Kroger has an unacceptable level of service at the Kroger Driveway. In 2042, a signal may be added to the corridor.

Rectangular Rapid Flashing Beacon Signs (RRFB), Refuge Island, Raised High- Visibility Crosswalk, and In-Street Pedestrian Signs The two-way center turn lane of a road diet provides an optimum location for a refuge island to be added at mid-block crossing locations. Refuge islands allow pedestrians to cross the street in two stages, making it easier to find gaps in traffic by only having to cross one direction of travel at a time, providing the pedestrian a designated Figure 8 – Refuge Island with RRFB and Raised Crosswalk place to wait in the middle of the road. It has been shown that refuge islands reduce crashes 45%. RRFBs are devices that are installed at non-signalized mid-block crosswalks and make the presence of a pedestrian trying to cross the street known to drivers, since the beacons are only activated when someone pushes the button. RRFB provides highly visible flash of the yellow LED lights, alerting the driver that someone is crossing the road, accompanied by a raised high-visibility crosswalk and in-street pedestrian signs. In-street pedestrian signs located at the ends of the refuge island are more noticeable, provide traffic calming, and encourage drivers to yield to pedestrians. A mid-block crossing with a refuge island, a raised high-visibility crosswalk, a RRFB, and in-street pedestrian signs are proposed on Miami Avenue between Euclid Avenue and Laurel Avenue at Romualdo/Stock Yard Bank and on Miami Avenue between Camargo Road and Goff Terrace at Coffee Please.

 High-Visibility Crosswalks The most effective crosswalk is a painted crosswalk with piano-key style thermoplastic crosswalks because there is more crosswalk paint than just two white lines. These high visibility crosswalks are constructed with reflective glass beads in the paint. This reflectivity give cue to the driver that a marked crosswalk may have a pedestrian Figure 9 – High Visibility Crosswalk at crossing the roadway. Aesthetic Camargo Road crosswalks which use pavers or colored concrete for crosswalks are not as effective as they are not reflective in nature and over time, blend into the driving pavement, masking

the pedestrian from the driver. All of the signalized intersection, the HAWK signal location, and the RRFB mid-block crossing in the study area are recommended to have high-visibility crosswalks across Miami Avenue. All of the side streets in the study area are recommended to have high-visibility crosswalks across them.

 Raised Intersection A raised intersection is a vertical speed control element that manages traffic speeds and reinforce pedestrian- friendly safe speeds. These devices are appropriate along low- speed roads (25 Figure 10 – Raised Intersection mph), such as Miami Avenue. With low volumes at non-peak times along Miami Avenue, speeding will occur. Raised intersections and crosswalks will provide vertical speed control to align travel speed to the posted speed limit by making it physically uncomfortable to speed through the corridor. Because of the reduced speed, reaction time will be aligned to the posted speed limit of 25 mph. A raised intersection is proposed at the Miami Avenue and Dawson Road intersection.

Figure 11 – Raised Intersection Profile

 Dynamic Speed Display Devices and Pavement Stamping Permanently installed dynamic speed display devices measures the speed of approaching vehicles and communicates the speed to drivers on a digital display. Dynamic speed display devices are typically used to encourage drivers that are travelling faster than the speed limit to reduce their speed. The project proposes installing these signs at the entrance to the study area for northbound traffic just past Camargo Road and on southbound traffic just Figure 12 –Dynamic Speed Display past Euclid Road. Devices and Pavement Stamping

 Lighting Engineered street lighting can provide a uniform light pattern to illuminate the roadway and sidewalk so pedestrians, bicyclist, and vehicles, can be seen at night along the corridor and at crossings. The use of pedestrian scale lighting increases Figure 13 – Street Lighting Along Corridor visibility and feelings of safety on a street and at an intersection/crosswalk and can have a traffic calming effect. New LED pedestrian and vehicular lighting is proposed throughout the corridor. This new lighting could also reduce energy costs within the corridor. These light poles are proposed at 100’ intervals alternating sides of Miami Avenue in the proposed tree lawn. This lighting will accommodate proposed parking bump-outs where businesses decide they want on-street parking in lieu of a wider sidewalk.

The lighting also provides an opportunity for banners and flowers to provide a unifying vertical pedestrian amenity along the corridor.

Figure 14 – Street Lighting Amenities

 Intersection Realignment Offset intersections create a number of potential crash situations between turning vehicles and reduces capacity of the intersection if split phase signal timing is utilized. Long pedestrian crossings make it more difficult for safe crossings. Interviews indicated that the Laurel Avenue intersection was the location of several ‘near miss’ pedestrian crashes. The Figure 15 – Laurel Avenue Realignment realignment of Laurel Avenue will provide safer turning movements for vehicles and increased capacity, and also provide shorter pedestrian crossings and while providing a pedestrian refuge island at the southwest corner.

Figure 16– Laurel Avenue Right Turn Lane

 Streetscape Parklets Throughout the study area there were several instances where benches are placed on private property near the right of way. The road diet will yield an additional thirteen feet that will be divided in many locations into a wider sidewalk. This allows for the development of streetscape parklets that will enhance the existing bench locations with additional pedestrian amenities. Figure 17 – Streetscape Parklets

 Sidewalk Opportunities Wider sidewalks throughout the study corridor will provide the space needed for On Street Seating/Dining locations. This would be a selling feature for any property along the corridor now with social distancing requirements and if redeveloped. In the locations of wider sidewalks, on- street parking has been removed. Each property owner must decide if they want a wider sidewalk in front of their property or a parking Figure 18 – Sidewalk Opportunities bump out.

 Street Trees The Miami Avenue Traffic Plan shows street trees proposed at 100’ interval alternating sides of Miami Avenue in the proposed tree lawn, opposite of the proposed street lighting. The plan calls for the existing power line on the east side of Miami Avenue to be moved to the back of the sidewalk on the east side of the corridor. This allows for taller trees in the tree lawn than would have been permitted by Duke Energy had the existing power pole been proposed to remain in place. Moving the utility line even further away from the driving lanes helps maintain a clean viewshed throughout the corridor, removing visual distractions. Figure 19 – Street Trees  Buses Buses make up 0.8% of vehicles in the existing traffic stream. These vehicles in the AM peak hour are contributed to school busses. The school buses start at the high school between at 6:30 and 6:37 AM. Then these school buses travel through the study corridor to the middle school with seven busses arriving between 7:19 and 7:45 AM. Then these busses travel through the study corridor arriving at 8:40 AM. For the analysis, a 1% heavy vehicle value was used to replicate the school buses in the traffic stream in the AM peak hour. The school buses are not in the PM peak hour stream.

Coordination with the Southwest Ohio Regional Transit Authority about their bus routes and stops along the study corridor. They agreed that the existing bus stop in front of the U.S. Bank can be removed due to very light ridership at that location. Therefore, a bus pulloff will not be needed along Miami Avenue at this location for route 2X Express. In addition, with the passage of new funding for the SORTA, a new east-west route is

proposed along Galbraith Road from Colerain Avenue to Miami Avenue. This route will make stops at Kenwood Mall and will loop thought downtown Madeira with stops at existing bus stops on Laurel Avenue and on Dawson Avenue.

NEW ROUTE To Kenwood Mall and Northgate Mall- 30 person bus

Remove Bus Stop at US Bank Property

Figure 20 – Bus Routes

 Travel Time The travel time was compared with the existing geometry and travel speeds of 35 mph, (even though the posted speed limit is 25 mph) to the proposed road diet and a travel speed of 25 mph through the corridor during the AM peak hour. The northbound and southbound directions were compared separately. In the northbound direction, the travel time will increase by one minute and in the southbound direction, the travel time will increase by just under one minute. This travel time increase will increase economic development by giving the driver more reaction time in the corridor, as well as provide a safer corridor for pedestrians by providing a slower traffic stream. See Appendix K.

 Bike Lanes During the comprehensive planning study, the topic of on-road bicycle facilities was discussed. The feedback was that the community did not want on-road bicycle facilities on Miami Avenue, preferring off road trail facilities instead. Therefore, bike lanes are not provided along Miami Avenue.

 Miami Avenue Traffic Plan The corridor plan contains the above recommendations in a cohesive manner. The corridor plan is shown on the following page.

IV. PUBLIC INPUT

A virtual public meeting was held from August 24, 2020 to September 25, 2020. The virtual public meeting was publicizes by various methods, including the following: 1. A paper flyer was hand-delivered to 53 of the 72 businesses in the study area. Flyers were not delivered to 19 businesses because we couldn't find the business or the business was closed with no mailbox. 2. A letter was mailed to each of the 72 businesses on August 19, 2020 3. Several notices were posted on the City of Madeira website in the ‘Friday Flash’ section, the Miami Avenue Traffic Study Virtual Public Meeting notice, and the Miami Avenue Traffic Study and Council Office Hours notice. 4. A public question and answer session was held via Zoom on September 1, 2020 from 6 PM to 7 PM. The copy of all of the public meeting notifications are listed in Appendix L.

The virtual public meeting information held utilizing the PublicInput website. The website had four components. 1. Project Description 2. Project Overview 3. Proposed Improvements 4. Project Survey

The Project Survey included the following questions: 1. Please enter your contact information. 2. Are you a business or property owner on Miami Avenue, between Euclid Avenue and Camargo Road? If so, please enter your business information. 3. If you are a business owner, do you prefer to have a parking bump out or a wider sidewalk in front of your business? If you are not a business owner, please skip this question. 4. How often do you drive along Miami Avenue, between Euclid Avenue and Camargo Road? 5. What so you like about the proposed ‘Road Diet’? 6. What concerns do you have about the proposed ‘Road Diet’? 7. Have you driven the Wooster Pike ‘Road Diet’ in Fairfax, Ohio? 8. Do you have any suggestions for other improvements along Miami Avenue from Euclid Avenue to Camargo Road? 9. Do you know of any pedestrian ‘near miss’ crashes along Miami Avenue between Euclid Avenue and Camargo Road? Is so, please give the location (i.e. across Miami Avenue at Laurel Avenue in crosswalk) and date (approximate)

There were 241 total comments from 71 participants for all the questions asked in the website survey. These participants use Miami Avenue as vehicular drivers, bicyclist, and

pedestrians on a weekly if not daily basis. Of the five business owners replied to the survey, 60% want wider sidewalks and 40% want parking bump outs.

There were 138 comments for the questions 1. “What so you like about the proposed ‘Road Diet’? and 2. “What concerns do you have about the proposed ‘Road Diet’. Of those comments, 53 comments supported the plan and 12 expressed negative concern for the ‘Road Diet’. The remaining 73 comments were suggestions to the plan. Coupled with the responses from the questions 1. ”Do you have any suggestions for other improvements along Miami Avenue from Euclid Avenue to Camargo Road?” 2. “Do you know of any pedestrian ‘near miss’ crashes along Miami Avenue between Euclid Avenue and Camargo Road?”, the suggestions were compiled and put into categories to address specific issues. These categories and the suggestions from the survey are shown below.

BICYCLE COMMENTS: 1. Can add Sharrows to through lane. 2. Bike lanes 3. Want sidewalks for bike and pedestrians. 4. Want bike accommodations. 5. While I like the idea of wider sidewalks, I think a bike lane on both sides of Miami Avenue would be a more valuable use of that space than wider sidewalks. Bike lanes would reduce the risk of accidents and improve traffic flow when cyclists are going through Madeira. They would also provide a buffer between pedestrian traffic on sidewalks and vehicular traffic. 6. I agree with others that provision for bikes should be included. We have a lot of bike traffic in Madeira (this is good) and a bike lane would be helpful. 7. Add bike sharrows for clear indication bikes can use full lane. 8. Dedicated bike lanes. Biking on sidewalks is not for anyone over the age of 10. Use bump-outs for dedicated on street parking where possible. Extending the sidewalk is useless. 9. Bike paths would be nice, to keep our children and pedestrians with or without strollers safe.

SIDEWALKS: 1. EMAIL: Two areas of feedback regarding Miami Avenue, first off is indeed sidewalks need to be widened, during the pandemic I don’t feel comfortable walking on the sidewalk and having someone approach me from the other direction, there’s no way to socially distance yourself without going into the street or a parking lot. 2. EMAIL: Regarding the identified possible actions to make Miami Road more pedestrian friendly, almost all involve vehicular traffic. Several years ago I was a

member of a year long workshop led by Roxanne Qualls on Form Based Codes and making pedestrian friendly neighborhoods. One of the primary keys to Form Based Codes is shared parking behind buildings and eliminating curb cuts for each parcel along a street. Along the west (?) side of Miami between the admin building and 5/3rd Bank there are innumerable cuts and parking areas between the building and the sidewalk, both of which discourage pedestrian use of the sidewalk. Slowing vehiclular traffic in the street is not expected to have any positive effect on pedestrian use of the sidewalk.

CROSSWALKS: 1. Stand out crosswalks, more visible crosswalks. 2. More pedestrian crossing signs 3. Don’t want safety features as will be eyesores. 4. Add a pedestrian refuge island at the HAWK signal. 5. EMAIL: The HAWK light at Miami and Dawson does not work. It just doesn’t. Drivers don’t understand it, and why should they? A "flashing red" means proceed? That goes against every lesson every driver was ever taught. I am scared every time I walk across that intersection, and was terrified as I watched at least 10-15 kids cross this afternoon at different times. There were a few cars that didn’t slow down while the light flashed yellow. They just drove through. Why can’t the city put in a standard traffic light at that location? 6. Improve pedestrian access to Kroger. The only existing access is a non-ADA compliant set of stairs through the mulch. (Access is available via the entrance drive but is dangerous). Consider marking the crosswalk through the Kroger entrance better. I have had several near misses walking on the sidewalk across the entrance. 7. Turning left out of the Kroger parking lot onto Miami Ave should be prohibited. Folks who need to travel south on Miami Ave can use the Kroger exit onto Camargo Road. 8. More emphasis should be given to pedestrian crossings with high visibility crosswalks and pedestrian signals. Vehicles can wait a few more seconds for the safety of pedestrians. 9. The signage of 4 pedestrian signs at the medians seems excessive and I would hope that we could reduce that number. The sign clutter and ODOT versus pedestrian nature of this community should be addressed accordingly. 10. EMAIL: I whole heartedly endorse the cross walk at Coffee Please, I never understood why it was removed years ago. This is best suggestion in the plan.

PARKING COMMENTS: 1. Eliminate on street parking in favor of city parking lots with walking. 2. Keep all on street parking. 3. Need more on street parking. 4. Concern for the possible loss of on-street parking spaces.

5. Add signage for municipal parking lots. 6. I believe the City and local businesses with parking lots which could be used for public parking create a collection of "available parking options" because as your neighbor succeeds, you'll succeed. The argument, except handicap consumers, is without much merit (in my opinion). If maintenance of 'said lot' becomes a topic, maybe the City could assist in plowing, seal coating, repaving and leveraging the buying power of a municipality. Milford has converted an entire surface lot to picnic tables to support their businesses. 7. Reduce the amount of on street parking or at least the timing. 8. Talk to the businesses that have parking. Are they willing to provide town parking spots? Or like Milford have an open parking lot where a building was at one time. 9. Cancel on street parking during rush hour 10. EMAIL: The only thing Miami Avenue needs is the removal of on street parking. This would provide the width needed for left turn lanes at Laurel and the Kroger driveway (plus the Kroger exit needs to be right turn only. Southbound travel out of the Kroger lot should exit at Camargo and turn on to Miami at the light). This would reduce the issues on this stretch of road 90% for little or no cost. And the last remaining problem (backups turning into the Starbucks/CVS parking lot) could be alleviated by adding a turn lane or closing that driveway and forcing drivers to use the Dawson entry into the parking lot. 11. EMAIL: Furthermore, having an entrance to Starbucks and Brueggers at the intersection of Miami and Dawson doesn’t help matters at all. Maybe the proposed designated left turn lane would alleviate the congestion that backs up on Miami heading toward Camargo. On a side note, there should be clear indications that you CANNOT turn right after entering the lot from Dawson at CVS and then exit onto Miami from the lot by Starbucks. Directional arrows have been needed in that lot for years. 12. EMAIL: I am in favor of removing some of the street parking in front of Coffee Please and Starbucks, making a wider walk for their patrons to enjoy. There are a lot of parking options available in those areas to absorb the few spaces removed.

INTERSECTION COMMENTS 1. Prevent left turns out of Kroger to Miami 2. Want ‘no turn on red’ prohibitions 3. Not like raised intersection at Dawson. Too confusing. 4. Like raised paving at intersections to prevent aggressive drivers. 5. How about a raised intersection at Miami and Camargo to help slow down northbound traffic going through that intersection? 6. I don’t see the need for a signal at the Kroger driveway. 7. EMAIL: As it would seem like this project is moving forward, would it be helpful for us to meet to look at the impact on school traffic (primarily our buses) and the ability to make turns, etc. given pedestrian island thinking, one lane traffic, the

railroad, etc.? Just wanted to be sure we had a chance to at least talk it through with Kathy/Nancy from a "boots on the ground" standpoint if it's appropriate to do so. 8. EMAIL: traffic is backed up over the RR tracks north bound on Miami with people trying to turn onto Dawson,but moreso into Starbuck’s lot. With only one lane traffic north bound traffic will never move in that area. It backs up much further than the Dawson turn lane will accept. 9. EMAIL: Euclid to Laurel: I would not make a change in street width. We should better stripe North bound center lane for left turn only. I think the cross walk proposed in the middle of the block is only a traffic slowing obstacle. It is not needed, would not be used and cannot be justified. Laurel/Miami intersection: Good idea on paper, but, I do not think the pedestrian island is worth the confusion it will present to many drivers and walkers. 10. EMAIL: Are the traffic lights going to be communicative/programmable to be able to change in synch with each other.

MAINTENANCE OF TRAFFIC CONCERNS 1. As a business owner on Miami, I worry about the disruption while this plan is implemented. Obviously, Miami (or portions thereof) will need to be closed while construction takes place. Rerouting patrons to alternate parking locations will reduce foot traffic past our location (creating new business), and existing patrons will have to park further away/walk much further to reach us. A short-term closure (a few days) might be tolerable, but weeks of inconvenience will deter and discourage business.

OTHER: 1. Bury utilities 2. Want more enforcement 3. Concerned about congestion.

ECONOMIC DEVELOPMENT: 1. The lack of heavy traffic on the access road to the train station, Creativities, the backside of the post office begs the question of a pop-up plaza every weekend. Could that close with bollards every weekend and be filled with tables, umbrellas or capacity for restaurant growth? I’d love to meet people for a beer, yet the Madeira Inn has limited seating and full outdoor setting would be incredible to facilitate. Ideal food truck model! 2. Not like trees along road as blocks business signage. 3. I don’t have an opinion about the trees but I would like to have more seating along the street. 4. Allow for dedicated (i.e. fenced off) outdoor seating on the sidewalk to clearly demarcate dining areas from pedestrian areas.

COMMENTS FOR AREAS OUTSIDE OF THE STUDY AREA: 1. Several comments about traffic diverting from Miami Avenue to other street residential streets (Maple) 2. Some want on other streets like Kenwood, Euclid, and Camargo to take cut through traffic. 3. Worried about speed of diverted traffic on Kenwood, Euclid, Camargo, Shewango, and Hosbrook. 4. Signal running at Miami and Loannes. 5. Miami south of Camargo (Camargo to Shawnee Run) to replace the 2nd southbound travel lane with a two-way left turn lane to match the appearance of Miami between Camargo and Euclid. 6. I believe that we need to start with this diet at Shawnee Run with similar signage and especially road paint. A refuse island at the "centerline" of the Middle School front door would allow a mid-block crossing and introduce the Northbound drivers to the new layout. This is not on Miami but also very important and perhaps doable in this project. 7. I have been nearly run down several times as I attempt to use the crosswalk on Dawson at Maple. Could this be improved so it is more visible to drivers similar to the proposed crosswalks on Miami? 8. Not exactly Miami specifically, but I'd love to see the block or so of Dawson starting on west side of Miami closed off to traffic and converted to pedestrian/cycling mixed use entertainment zone. 9. Across from the Middle School people cross not at the traffic light, but at the school entrance. This should be included in the study. 10. A similar issue at Loannes traffic light. Huge pedestrian traffic there with tons of teen drivers and visitors going to games. Also, when overspill parking occurs at the Madeira Silverwood Presbyterian church for games, folks cross over everywhere, maybe more highlighted road paint? 11. Why is a business triangle not on the table when so many businesses complete the corridor by way of Laurel and Camargo? 12. EMAIL: Intersection at Shawnee run and Miami Avenue needs to be improved. There needs to be a turn signal or better traffic flow pattern, during the school year it is crazy busy with two schools being accessed off of there.

NEAR CRASHES: EUCLID AVENUE: 1. The largest area of concern is the left turn only at Miami and Euclid. Multiple times per day I see cars go straight at the intersection and almost cause an accident. 2. Euclid and Miami. Heading west of Euclid and turning north on Miami. Didn't see joggers coming from the right side behind bush when looking south for cars coming and turning right.

3. One at the corner at the municipal building when a driver turned right on red only looking for cars coming south not noticing us in the crosswalk. 4. Yes, the intersection of library pedestrians on foot and on bicycle have either been hit and survived or a near miss.

LAUREL AVENUE: 1. I've seen a few near Laurel and Miami. 2. Laurel and Miami about a year - 6 months ago, car ran a red light and almost ran over my wife and kids in the crosswalk as it turned. 3. Crossing Laurel on the west side of Miami - several times from 2016-2020. 4. As a runner, the most dangerous is Laurel and Miami for me. The angle of the approach from the East on Laurel towards Miami creates a blind driver for the Miami pedestrian. I think moving the stop bar paint back and putting a "Stop here on red" sign would mitigate this situation. 5. Miami and Laurel, but the road diet will do nothing to alleviate this. 6. Myself & family crossing at the Laurel intersection, both on the North and South sides of Laurel. Cars on Laurel turning onto Miami don't always see pedestrians trying to cross at the same time. A few times over the last few years. 7. Yes, I bike through Madeira regularly with my kids and we have had a few near misses. One at the offset intersection at Laurel, one from a car curb parked in front of Starbucks that just pulled away straight in that lane, not noticing the crosswalk activated. 8. I walk the intersections of Miami and Laurel often. I've often had cars being aggressive and coming closer than I would like as a pedestrian.

RAILROAD AVENUE AT HAWK SIGNAL/DAWSON/RAILROAD: 1. I have had to jump out of the way of cars turning onto RailRoad Avenue several times. It will get worse if a restaurant is added there. The string of failed restaurants at the Train Depot is partially due to the fact that it is too busy of an area. Shut down RR Ave and push the parking traffic around the block to Center Street near the post office. Make the area of RR Ave an open outdoor public 2. I saw a driver headed south ignore pedestrian safety lights just today (8/19) 3. I walk the intersections of Miami and Dawson often. I've often had cars being aggressive and coming closer than I would like as a pedestrian. 4. Yes, intersection of Starbucks pedestrians on foot and on bicycle have either been hit and survived or a near miss. 5. People are still confused about how the crosswalk at Dawson works and sometimes they stop even when the light isn't red and then we have to guess if we should go across or wait, awkward.

KROGER/GOFF: 1. Exiting Kroger while turning left causes near miss accidents several times per week, in my observation.

2. Kroger entrance - Several dozen times from 2016-2020.

MIDBLOCK AT COFFEE PLEASE: 1. I was almost hit by a car several times while crossing between Coffee Please and the Bakery when there use to be a crosswalk located there and frequently cars just barreled their way through.

CAMARGO ROAD: 1. Walking southbound on Miami crossing Camargo at the light, I frequently have to pause and make sure cars turning right onto Camargo see me crossing. Many drivers feel they have the right of way when the "Walk" signal is on for the pedestrian. 2. Just last week I saw a man walking across Camargo at Miami (Walgreens corner) who was almost hit by a car. A lady heading north on Miami, turning left on Camargo, came within about 1 foot of running him over. It was dusk, so I assume she didn't see him. 3. Yes, I am aware of the reported near misses. Additionally, my 11 year old daughter has reported a near miss with her friends while walking downtown after school (across Camargo while walking north on Miami.

V. REVISIONS

A meeting was held from on October 19, 2020 with the Madeira Planning Commission and the Madeira City Council at 7 P.M. There were 23 people in attendance. During this meeting, the comments from the Public Input section were reviewed by the Planning Commission and City Council. Below is a summary of those comments.

BICYCLE COMMENTS: It was a consensus that some type of bicycle facility should be provided in the study area. Typically, different bicyclist are comfortable on different types of bicycle facilities, based on their skill and experience. All bicyclist are legally allowed to ‘take the lane’ of a roadway. The most experienced bicyclist will ‘take the lane’ and proceed as a motoring vehicle would ‘take the lane’. The next level of experienced bicyclist are willing to bicycle if there is high-quality bicycle infrastructure in place. For these two types of bicyclist, ‘sharrows’ and ‘share the road’ signs will be included in the plan. There is a group of less experienced bicyclist who feels comfortable on lower volume roadways. The City should develop parking a bicycle wayfinding plan to direct these bicyclist to Maple Avenue north of the railroad from Euclid, Laurel, and Dawson Streets. South of the railroad they could be directed to Goff Terrace to give them options to avoid the Miami Avenue volume of traffic. This path would need an easement from Ferrari’s Little Italy and the Walgreen’s property for an ‘official’ bike route to be signed on their driveways as currently it is not public property.

SIDEWALK COMMENTS: A consensus was reached that the sidewalk widths should be kept as shown to allow businesses to have expanded dining options onto the sidewalk. While the amount of curb cuts for driveways are not desirable, the planning commission will address that issue when and if each property owner comes before the commission with a new site plan. If a property is redeveloped in the future, parking bump outs could be added at that time.

CROSSWALK COMMENTS: The visibility of the HAWK signal and crosswalk was discussed. Additional pedestrian crosswalk signs will be added to the existing HAWK signal to make it more visible. The HAWK notification sign will be replaced with a larger more reflective sign, as shown Figure 21 – New HAWK sign in Figure 21. Pedestrian signage will be added directly to the HAWK Signal arm and pole, as shown in Figures 22 and 23.

Figure 23 – Pedestrian Signs on HAWK signal pole

Figure 22 – Pedestrian Signs on HAWK signal arm When the HAWK pushbutton is activated, advance warning signs with LED flashers, similar to a rectangular rapid flashing sign, will be activated. See Figure 24. All of the HAWK signal poles will be retrofitted to have a combination overhead lighting on each pole. The walk time used for the different sequences of the HAWK signal will be reduced to 3.0 feet per second to meet the current nationally accepted walk speed design criteria. A pedestrian island cannot be constructed here Figure 24 – HAWK Advance Signing

because of driveway access to the Starbucks lot.

The Kroger/Goff Terrace intersection currently is designed with Goff Terrace as a public road, with defined radius returns and a high-visibility crosswalk. The Kroger Driveway is designed as a private driveway, without a defined radius return and high-visibility crosswalk. The City of Madeira will look at passing a policy that private driveways with a high threshold volume use the design criteria of a public street. This will allow this driveway to be designed with radius returns and a high-visibility crosswalk. In addition, a sidewalk next to the driveway can be constructed to the Kroger right-of-way line. A left turn prohibition sign can be installed for outgoing traffic at the Kroger driveway. See Figure 25. Figure 25 – Revised Kroger Entrance

The proposed pedestrian crossing at Coffee Please was praised. A comment was made about on street parking and having the back doors open when trying to get children in and out of the vehicle. The travel lane could be made wider but then the entire concept of a wider sidewalk would go away along the corridor. If people have these issues, the adjacent parking lots should be considered for parking.

PARKING COMMENTS: The comprehensive plan stated that businesses are interested in a new shared municipal lot. There are locations adjacent to the study area that are City owned properties that could be constructed into a new shared municipal lot. The City of Madeira will explore a policy for underground parking with redevelopment of properties along the corridor. A possible TIF may be put in place to help pay for this feature in a new development.

The City will work with property owners outside of this project to negotiate possible parking easements for after-hours use of their lot for other nearby businesses. An example is the 5/3 Bank lot at Laurel Avenue that could be used by adjacent properties after hours.

A parking study needs to be conducted to show parking utilization within the corridor. Once parking availability in the study area is defined, wayfinding parking signage could be added to the study area so that users of the corridor know where parking is available. In addition, a parking map of the study area should be developed and added to the City website. This map should show where employees of businesses should park and these locations should be coordinated with each business.

INTERSECTION COMMENTS: Raised intersections and crosswalks are proposed through the corridor to slow traffic to the posted speed limit. Currently a raised intersection is proposed at Dawson and two raised crosswalks are proposed at the two mid-bock crosswalk locations. Several comments want to slow northbound traffic on Miami Avenue before or at Camargo Road. Because the grade of Miami Avenue at the Camargo Road intersection is not continuous, with a flat area through the Camargo Road width, sight distance for those driving faster than the posted speed limit is reduced as they enter the study area faster than the posted speed. A raised intersection was discussed at the Miami Avenue at the Camargo Road intersection, but a raised crosswalk at the Miami Avenue and Naomi Avenue intersection was preferred. See Figure 26. Even though this location is outside the original study area, it would help slow the speed of northbound traffic as they enter the study area on Miami Avenue.

Figure 26 – Raised Intersection at Naomi Avenue

The City of Hilliard, Ohio has constructed several raised crosswalks throughout their city as a way to align the travel speed to the posted speed. A discussion with fire chief Jeff Warren of Norwich Township, which provides fire service to the City of Hilliard, was held to see if the numerous raised crosswalks slowed down response time. Chief Warren responded that the response time did not increase because of the raised crosswalks. However, the fire trucks have experienced suspension issues and tools have been found to have shifted in the vehicle because the vehicles traveled faster than the design speed over certain raised crosswalks that are designed for a lower travel speed.

There were a number of comments about pedestrian crossing at intersections that vehicles do not see when turning right. It is proposed to install “Yield to Ped” blank-out signs on all approaches for the signalized intersections. These signs, within the ‘right-turn-on-red’ turning driver’s cone of vision, will be illuminated when the pedestrian pushbutton is pressed to alert vehicles that a Figure 27 – pedestrian will be entering the crosswalk. See Figure 27. Blank-Out Otherwise the sign will remain dark. Pedestrian Signs

Figure 28 shows the optimal location for the “Yield to Ped” blank-out signs at the Miami Avenue and Laurel Avenue intersection. For example, when a vehicle going northbound on Miami Avenue wants to turn right on Laurel Avenue, the driver of the vehicle will look left to see if they will collide with traffic on Laurel Avenue going eastbound. They are not looking at the pedestrian crossing Laurel on the east approach. A blank- out sign placed in the cone of vision of the vehicle driver will alert them to the presence of the Figure 28 – Blank-Out Signs at Miami Avenue and pedestrian in the crosswalk. Laurel Avenue

The Starbucks driveway closure was discussed. It was pointed out that if the Starbucks driveway was closed and the left-turning vehicles would utilize Dawson Road to turn left and access the Starbucks instead, the queue length between the railroad and Dawson Road would shorten the available queue length between the railroad and this left turn movement. It would increase the likelihood of vehicles sitting on the railroad track, waiting in a left-turn queue line. Even with crossing arms and signals, there is concern that there will be a crash between the four trains a day that use the track and vehicles sitting on the track. The Ohio Rail Development Commission has listed the Miami Avenue railroad crossing on their safety list because of this issue. We have inquired with the Indiana and Ohio Railroad if they would vacate the track, but in the current economic conditions, they declined. At this time, keeping the Starbucks driveway in the current configuration is the safest solution for the queue backup.

The traffic signals will be coordinated through the corridor to provide progression at the posted speed limit. Leading Pedestrian Intervals will be added to the traffic signals. Currently, traffic signals include an ‘all-red’ interval, usually 2 seconds in length, where all signals at an intersection show red at the same time, to clear any vehicular traffic in the intersection. The Leading Pedestrian Interval extends the ‘all-red’ interval to 3-7 seconds and gives pedestrians the opportunity to enter an intersection before vehicles are given a green indication. With this head start, pedestrians can better establish their presence in the crosswalk before vehicles are given the green signal. This signal timing modification has been shown to reduce pedestrian-vehicle collisions as much as 60% while not affecting capacity of the intersection.

The proposed turn lane on the southwest corner of Miami Avenue and Laurel Avenue has been widened to allow school bus and WB-40 semi-trucks to turn without traveling over the proposed pedestrian curb. See Figures 29 and 30.

Figure 29 – School Bus Turning Template

Figure 30 – WB 40 Semi-Truck Turning Template

Further coordination with the School District should take place prior to construction plans being developed for other requested minor updates to the design. CONSTRUCTION COST The construction cost estimate for Road Diet $1,123,885.17 the project is $2,629,858.26. This Driveable Median $ 22,042.79 construction cost estimate includes a Signal $ 800,000.01 25% contingency. It was prepared RRFB/HAWK $ 137,584.00 utilizing the Estimator Program and Pedestrian Signing $ 7,120.76 historical bid cost data from the Ohio High Visibility Crosswalk $ 11,803.88 Department of Transportation. The Right of Way $ 1,450.00 Subtotal $2,103,886.61 estimate is localized for the east side 25% Contingency $ 525,971.65 of Hamilton County and bidding is Grand Total $2,629,858.26 assumed in the winter. Since the utility relocation is due to a road project, it is assumed the utility companies will not charge for any relocation. Right of way cost for the purchase of land from Fifth Third Bank at Laurel Avenue for the relocation of Laurel Avenue is included in the cost estimate. The project costs were divided by specific Crash Modification Factors for ease in the Safety Funding Study. See Appendix N for the cost estimate details.

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8' R opbox I r D E \ op t k AD s e D M \ E P D F C \ s r 1 e s U 1 :\ C 27 FUNDING OPTIONS There are several funding sources available to advance the project to construction. The funding falls into four categories: federal, state, local, and private. Many funding sources require a certain percentage match, and the applicant scores better if they exceed the minimum percentage match and have multiple sources of funding. The match required for funding from federal sources can be matched by state, local, or private sources, however, the match for a federal grant cannot be another federal source, and the same is true for state sources. Different funding sources have the construction funding available several years in the future, while other funding sources are available sooner. The trick when matching funding sources is to review the schedule of each funding source and match the date when the contractor needs to be selected and then work backwards to the application date. The funding sources need to match for each phase of the project. This will determine the application timeline for each funding option. Some funding sources will not pay for the design of a project, only paying for construction, while other funding sources will pay for all components of a project. The funding opportunities are listed below. Funding Name Agency Match %b Required Available Max. Grant Covers Safety Money Ohio Department of 10% FY 23 Up $10M Design and Transportation Construction SCIP/LTIP Ohio Public Works 20% FY 22 or $4M Construction Commission further Transportation Ohio Kentucky 20% FY 25 $750,000 Construction Alternatives Indiana Regional Council of Governments Surface Ohio Kentucky 20% FY 25 $5M Construction Transportation Indiana Regional Block Grant Council of Program Governments TIF money City funding 0% Now Local Design and Construction Active Devou Good prefers to be a Now $500,000 Design and Transportation Foundation match to primary Construction Grant funding program State Capital Ohio Statehouse prefers to be a FY 22 $500,000 Design and Improvement match to primary Construction Program funding program Hamilton Hamilton County prefers to be a FY 22 varies Design and County Transportation match to primary Construction Transportation Improvement District funding program Improvement applies for project District funding from state legislators

CONCLUSION There are many components for a road in a Central Business District to provide a ‘sense of place’. The travel focus must be multi-modal: vehicles, pedestrians, and transit, that flow respectfully with each other through the corridor. A low vehicular speed will not only reduce crashes and ‘near miss’ crashes involving all modes of travel, but a lower vehicular speed will increase pedestrian movements by promoting a feeling of safety. Economic development has been shown to increase in a business district as traffic speeds slow down. A driver of a vehicle going 45 mph has less reaction time than a driver of a vehicle going 25 mph. The slower they drive, the more time they have to notice the businesses surrounding the roadway. More importantly, people need to feel safe in the Central Business District outside of their vehicles. It is intuitive that vehicle damage increases with the speed of the vehicles involved in the crash. Likewise, pedestrians hit by vehicles going 30 mph have a 50% chance of dying while pedestrians hit by vehicles going 40 mph have an 85% chance of dying. Traffic calming measures will help naturally slow traffic by aligning the geometrics of Miami Avenue to the posted speed limit of 25 mph, making it safer for all modes of travel and drive economic development resulting in a ‘sense of place’. The Miami Avenue Traffic Study includes designated parking, improved walkability, provides for on-street seating/dining, wayfinding signage opportunities for community branding, and creates a ‘sense of place’ by slowing vehicular traffic. Similar community Central Business Districts with these characteristics include Montgomery, Loveland, and Milford. These improvements to Miami Avenue will transform Miami Avenue into a destination for the Madeira community.