Existing Conditions Report - DRAFT Background Context and Assignment Significant mode shift improvements resulting in more travelers walking, biking, and using transit will result from implementing a variety of mobility strategies, including improved pedestrian, bicycle, and transit experiences. A key component of such experience is personal security along the Total Travel Path™ or “whole journey” as others have noted. This includes the parts of the journey that regularly occur after dark, which happens regularly for most commuters except in summer months. Recent research by the Minetta Transportation Institute and others confirmed that “safety concerns had significant impacts on whether or not a person rode mass transit.” 4 Importantly, such research points out several key conclusions: that perceptions are more important than actual risk of victimization; that perceptions vary by age, gender, and past urban living experiences; and that both the physical environment and a variety of operational efforts play a more important role in safety perceptions than most formal communications about crime and safety. Given the importance of maximizing mode shift along the US 1 corridor to manage congestions and enhance overall mobility, we reviewed a variety of existing conditions related to crime and personal security perceptions. The purpose of our review is to identify potential current impediments for such a mode shift. Once those have been identified, more specific improvements can be included in conceptual physical and operational plans and related communications. While our review focused on areas near transit stations, we also conducted limited field reviews of pedestrian and bicycle pathways along US 1 not near the stations. Crime Statistics Extensive crime statistics and maps are not regularly collected by FDOT and were not readily available from Miami Dade Police Department (MDPD) or Miami-Dade Transit (MDT), but we used the MDPD online system to create maps of transit station walking distance areas along the corridor for the period from June 8 to December 8, 2016. We searched for assaults, weapons crimes, robberies, homicides, theft of and from vehicles, and sex crimes as incidents most likely to discourage people from using transit, walking, or biking. A series of maps is contained in Appendix A, and the following are our summary observations: Brickell Station had 5 robberies nearby during that period. Three were late night, but two were afternoon. Robberies near the Coconut Grove Station were late night, after service had ended. Vehicle break-ins were prevalent, with many occurring during daylight hours. Douglas Road Station had fewer incidents overall, and most were vehicle break-ins or auto thefts. December 13, 2016 1 No information was available for the South Miami or University Station. Apparently, the cities of Coral Gables and South Miami do not participate in the online system. Dadeland North Station had extensive reports of vehicle break-ins. Dadeland South Station also had extensive reports of vehicle break-ins in the vicinity, although it is pretty clear that many were actually associated with the Mall property versus the transit garage. There were four reported robberies nearby, however. City of Pinecrest is also not included in the system. Around the busway station at 104th, there were a number of vehicle break-ins and thefts. Around the busway station at 112th there were a few vehicle break-ins and one vehicle theft. Around the 124th and 128th busway stations, there were a significant number of vehicle break-ins and thefts to the west of US 1. Near the 136th busway station, there were four robberies and several vehicle crimes. The area near the 152nd busway station had two robberies. The 160th/Colonial busway station area had five robberies during the 6-month period. This is significant. We also found several media reports about theft from auto problems in Metrorail parking garages, with additional reports of non-functioning camera systems. Marketplace Safety Perceptions Surveys and Focus Groups We had access only to one survey report, and it was conducted for existing transit riders, not people who currently drive, walk, or bike for their full journey. That provided little useful information about people who currently exclusively use private vehicles for mobility due to personal security concerns as pedestrians, transit riders, or bicyclists. In addition, we requested relevant feedback from the “Rate your ride” system but did not receive anything as of this writing. We did review the rating system and noted it does not ask about security. We were not made aware of any focus group reports related to personal security and transit, walking, or biking in the corridor. Such techniques often provide clearer insights than survey instruments because a facilitator can overcome reluctance to admit fear of crime and place avoidance. December 13, 2016 2 Pedestrian/Bicycle Counts The only counts we found were short term studies outside of Downtown Miami, were from 2008, and were limited to 7-9am weekdays and Noon-2pm Saturdays. No evening or early morning counts of commuters were identified, but there were some late-night counts on Miami Avenue near Mary Brickell Village as part of the Downtown Miami Pedestrian Plan. In summary, there is no clear data to evaluate how frequently pedestrians and bicyclists are using corridor pathways, particularly after dark, as one indirect indicator that they feel safe enough to do so. Other Indicators Gender of transit ridership, along with ridership between dusk and dawn, can provide additional insights about whether people avoid transit due to personal security concerns and perceptions. This information was not readily available for the corridor at the time of our analysis. For Metrorail, whose riders who must use a card, some estimates of this should be generally easy to uncover as the process moves forward. Physical Environment Our field assessments and review of land development regulations/plans identified a variety of features in and near transit stations likely to have an impact on personal security risks and perceptions – as well as mode shifts. These fall into several categories: Natural Surveillance Features - Land use patterns, station structure design, station landscaping, station parking location and design, adjacent building designs, lighting, landscaping near sidewalks, guard station locations and windows, building setbacks from the sidewalks, and a variety of other features impact the likelihood of casual observation by others (natural surveillance) of pathways and spaces, including transit shelters and platforms. Disorder and Territoriality Features – Graffiti, trash, stickers, homeless camping, urine stains, poorly maintained landscaping, faded roadway or parking lot striping, security bars on windows, faded or poorly maintained signage, and similar features communicate disorder and a lack of care and concern that translates to increased fear and negative perceptions. On the other hand, the absence of such features along with signs of care and concern (territoriality) can reduce fear and perceptions of crime or risk. Positive territoriality features include public art, colorful flowers, high quality banners and signs (design and maintenance), high standards of cleanliness, decorative fencing, Access Management Features – Fencing, walls, turnstile locations, garage barrier gates, landscape hedges, water features, busy roadways, and other features can help prevent easy entry and escape for criminals. We use a Total Travel Path™ (TTP) approach to evaluate such conditions. This includes the basic premise that if a person considering a mode shift finds any part of the path to be less than safe enough, they will not shift modes and will stay in the safety of their personal vehicle. Significantly for many commuters, adding walking, biking, or transit to their travel will also add some time and regularly have them walking, biking, or at a transit stop or station after dark. For the purpose of this report, we did not evaluate destinations or pathways beyond the Brickell Metrorail Station and surrounding areas in downtown Miami. However, it is important to note that conditions at other stations in downtown and beyond may be part of the TTP™ and impede mode shift if conditions are not considered safe enough. December 13, 2016 3 Metrorail Stations Land Use Patterns - Only the Brickell and Dadeland South Stations have any residential structures with windows and balconies located in clear sight of the Metrorail platform and close enough to observe problems (natural surveillance). Some other nearby buildings in Brickell tall enough to see the platform have tall parking decks adjacent to the station and provide little to no natural surveillance. At other stations, there are some residential structures with clear sightlines, but they are too far away to provide any useful natural surveillance. On a positive note, many of the multi-story residential structures near stations have sizeable balconies that can greatly enhance natural surveillance – sound and sight. Notably, the housing near the Dadeland South is at the far northern edge of the station and the closest units do not have functional balconies that would provide the best natural surveillance. The units further away have the larger balconies. December 13, 2016 4 Structure and Site Designs - Platforms/Stations are generally open in design, providing good natural surveillance opportunities. Many use glass or glass block around