HomeMy WebLinkAboutR-89-0990J-89-695
7/27/89
RESOLUTION NO. 89�990
A RESOLUTION, WITH ATTACHMENT, APPROVING, IN
PRINCIPLE, THE DOWNTOWN MIAMI MASTER PLAN
(MAY, 1989) AND ADDENDUM (JULY, 1989) IN
SUBSTANTIALLY THE FORM ATTACHED, A PLAN FOR
THE DEVELOPMENT, REDEVELOPMENT, IMPROVEMENT,
ZONING AND INFRASTRUCTURE OF DOWNTOWN,
INCLUDING THE FLAGLER CORE, OMNI AND BRICKELL
AREAS, ENCOMPASSING THAT AREA FROM NORTHEAST
20TH STREET TO SOUTHEAST 15TH ROAD BETWEEN
BISCAYNE BAY AND I-95/MIAMI RIVER/F.E.C.
RAILROAD RIGHT-OF-WAY; AND MAKING FINDINGS.
WHEREAS, the City of Miami Planning Advisory Board at its
meeting of July 26, 1989, Item No. 1, adopted Resolution No.
PAB 33-89, by a vote of 5 to 0, RECOMMENDING APPROVAL, and
Resolution No. PAB 34-89, by a vote of 5 to 0, RECOMMENDING
APPROVAL, to instruct the Planning Department to study the area at
Coral Way and Southwest 2nd Avenue, for possible amendment to the
Comprehensive Plan, in principle, of the Downtown Miami Master
Plan (May, 1989) and Addendum (July, 1989); and
WHEREAS, the City Commission after careful consideration of
this matter deems it advisable and in the best interest of the
general welfare of the City of Miami and its inhabitants to
approve, in principle, the Downtown Master Plan (May, 1989) and
Addendum (July, 1989); and
WHEREAS, it is the intention of the City Commission that the
Downtown Miami Master Plan establish long term goals, objectives
and policies for the development of downtown Miami, for the
purpose of improving the health, safety and welfare of the
citizens of the City of Miami; accordingly, the Downtown Miami
Master Plan is intended to be a statement of affirmative,
positive actions which may be taken by the City of Miami, acting
in conjunction with the Downtown Development Authority and the
private sector; and
S Esc. 5iW
CITY COMMISSION
MEETING OF
OCT 226 1989
RESOLUTION No. 89-990
WHEREAS, the Downtown Miami Master Plan is intended to set
general guidelines and principals concerning its purposes and
contents and the Downtown Miami Master Plan shall not have the
effect of zoning regulation or other land development regulation
duly adopted by ordinance, and therefore is not intended to serve
as a rigid restriction on future actions affecting development in
downtown Miami and said Plan is not a substitute for land
development regulations and other implementing ordinances; and
WHEREAS, the goals, objectives and policies set forth in the
Downtown Miami Master Plan are intended to be followed in a
flexible manner and the City Commission recognizes that it may
not be possible or desirable for City boards and agencies to
follow these goals, objectives and policies in all cases if other
compelling factors are present, and that such determination will
be made on a case by case basis; and
WHEREAS, the City Commission further recognizes that City
boards and agencies may be required to balance competing goals,
priorities, policies and objectives of the Downtown Miami Master
Plan in a number of different situations; moreover, it is the
intention of the City Commission that such boards and agencies
consider the overall intention of the Downtown Miami Master Plan,
as well as portions particularly applicable to a matter under
consideration; and
WHEREAS, the Downtown Miami Master Plan is intended to serve
as a restatement of many of the goals, objectives and policies
set forth in the City of Miami Comprehensive Neighborhood Plan
1989-2000, as well as a refinement of such goals, objectives and
policies; however, the Downtown Miami Master Plan is not an
amendment of the Miami Comprehensive Plan 1989-2000, and any
goals, objectives or policies contained in the Downtown Miami
Master Plan shall not have the force or the effect of the Miami
Comprehensive Neighborhood Plan 1989-2000, or of an amendment
thereto; and
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WHEREAS, nothing in the Downtown Miami Master Plan shall be
construed or applied to constitute a temporary or permanent
taking of private property or the abrogation of vested rights.
NOW, THEREFORE, BE IT RESOLVED BY THE COMMISSION OF THE CITY
" OF MIAMI, FLORIDA:
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Section 1. The recitals and findings contained in the
Preamble to this Resolution are hereby adopted by reference
thereto and incorporated herein as if fully set forth in this
Section.
Section 2. The City Commission hereby approves, in
principle, the Downtown Miami Master Plan (May, 1989) and
Addendum (July, 1989), in substantially the form attached, as a
plan for the development, redevelopment, improvement, zoning and
infrastructure of downtown, including the Flagler Core, Omni and
Brickell areas, encompassing that area from Northeast 20th Street
to Southeast 15th Road between Biscayne Bay and I-95/Miami
River/F.E.C. Railroad right-of-way.
Section 3. It is hereby found that the Downtown Miami
Master Plan (May, 1989) and Addendum (July, 1989) is in
conformity with the adopted Miami Comprehensive Neighborhood Plan
1989-2000.
PASSED AND ADOPTED this 26th day of October , 1989•
ATT ST
MA Y HIRAI
CITY CLERK
XAVIER L. S REZ, MAYOR
89-9901
-3-
PREPARED AND APPROVED BY:
(� � A-"JA A 'ur-j4cl-A 0
ADRIENNE L. F'RIESNER
ASSISTANT CITY ATTORNEY
i APPROVED AS TO FORM AND CORRECTNESS:
f �
JORGE FE ANDEZ
CITY ATTORN ,Y
ALF/dot/M1104
THE ATTACHMENT TO RESOLUTION 89-990
(DOWNTOWN MIAMI MASTER PLAN)
is filed in a separate folder with the backup paperwork
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Honorable Mayor and Members
of the City Commission
oy
Cesar H. Od
City Manager
RECOMMENDATION:
CITY OF MIAMI. FLORIDA
INTER -OFFICE MEMORANDUM
PZ.. I2
DATE JUL 1 81989 FILE .
SUEWECT Resolution: Consideration of
Approval, in Principle, of the
Downtown Miami Master Plan
(May, 1989) and Addendum
REFERENCES (July, 1989 )
ENCLOSURES.
It is respectfully recommended that the City Commission approve the attached
resolution adopting, in principle, the Downtown Miami Master Plan (May, 1989) and
Addendum (July, 1989), a plan for the development, redevelopment, improvement,
zoning and infrastructure of downtown, including the Flagler Core, Omni and
Brickeii Area, encompassing that area from N. E. 20th Street to S. E. 15th Road,
between Biscayne Bay and I-95/Miami River/F.E.C. Railroad right-of-way; and
finding that this Plan is consistent with the Miami Comprehensive Neighborhood
Plan 1989-2000.
BACKGROUND:
Per resolution 85-208, the City Commission authorized funding for the Planning
Department to prepare a Downtown Miami Master Plan/Development of Regional Impact
(DRI). The City Commission adopted the Downtown Miami DRI by Resolutions 87-1148
and 87-1149, on December 10, 1987. The proposed Downtown Miami Master Plan
culminates this effort.
This master plan is a combined effort of the City of Miami Planning Department and
the Downtown Development Authority. Assisting in this thirty-six month planning
program has been a Citizens Advisory Committee comprised of private citizens and
public officials. Also, the Master Plan accounts for many recent and concurrent
planning studies for downtown projects and programs. Extensive surveys and
analysis, including the Downtown Development of Regional Impact reports on Traffic
and Transportation, Economic Market Analysis and Growth Projects, provided the
foundation for the p1'an's policy proposals.
The Downtown Miami Master Plan provides a blueprint for development of the City's
urban center into the next century. It addresses not only the bricks and mortar
of construction, but also considers the intangible qualities that make Miami
great. Issues of existing downtown residential communities, new neighborhoods,
services, culture, education and public spaces are also considered.
Page 1 of 2
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At the foundation of the Downtown Miami Master Plan is a response to the needs of
the Greater Miami community. These include economic development, jobs, taxes and
community relations.
Creation of New Jobs
The successful implementation of the Plan will contribute to the creation of over
45,000 new downtown jobs by the year 2000. Increased office, retail,
entertainment, educational and residential services will result in job
opportunities for the unemployed and new job prospectives for underemployed City
residents.
Expansion of the City's Tax Base
By the year 2000, the Plan seeks to achieve development that will double
Downtown's annual tax contribution to the City, adding $3,000,000,000 to the tax
roll. Today, downtown pays 30% of all property taxes collected in the City, but
occupies only 3% of the land area. High density downtown growth, which is service
efficient, will allow it to provide increased tax support for funding Miami's
neighborhood service needs.
Proeote Positive Interaction Between Miami's Diverse Cos nities
Increased social contact stimulated by enjoyable, enriching civic events and
quality public places is a fundamental means of uniting the City's ethnic, racial,
and cultural groups. ' Downtown hosted over 5,000,000 individual visitors in 1988.
The Plan envisions an even stronger role for downtown as the social, educational
and cultural center of South Florida. Downtown can be a strategic focus for
building a diverse but united community.
The Plan is a vision for Miami's future and a detailed guidebook on how we can
arrive at its goals and objectives.
cc: Planning Department
Page 2 of 2
PLANNING FACT SHEET
APPLICANT City of Miami Planning Department:
June 26, 1989
PETITION 1. Consideration of approval, in principle, of the
Downtown Miami Master Plan (May, 1989) and
Addendum (July, 1989), a plan for the
development, redevelopment improvement, zoning
and infrastructure of downtown, including the
Flagler Core, Omni and Brickell Area,
encompassing that area from N.E. 20th Street to
S.E. 15th Road, between Biscayne Bay and I-
95/Miami River/F.E.C. Railroad right-of-way;
finding that this Plan As consistent with the
Miami Comprehensive Neighborhood Plan 1989-2000.
REQUEST To approve, in principle, the Downtown Miami
Master Plan (May, 1989) and Addendum (July 14,
1989).
ANALYSIS This master plan is combined effort of the City
of Miami Planning Department and the Downtown
Development Authority. Assisting in this
thirty-six month planning program has been six
policy study committees comprised of private
citizens and public officials. This plan also
accounts for many recent and concurrent planning
studies for downtown projects and programs.
Extensive surveys and analysis, including the
Downtown Development of Regional Impact reports
on Traffic and Transportation, and Economic
Market Analysis and Growth Projections, provide
the foundation for the plan's policy proposals.
The Downtown Miami Master Plan provides a
blueprint for development of the City's urban
center into the next century. It addresses not
only the bricks -and -mortar of construction, but
also considers the intangible qualities that
make Miami great. Issues of existing downtown
residential communities, new neighborhoods,
services, culture, education and public spaces
are also considered.
PAS 7/26/89
Item #1
Page I of 1
RECOMMENDATION
PLANNING DEPARTMENT
PLANNING ADVISORY BOARD
CITY COMMISSION
At the foundation of the Downtown Miami Master
Plan is a response to the needs of the Greater
Miami community. These include economic
development, jobs, taxes and community
relations.
The successful implementation of the --Plan will
contribute to the creation of over 45,000 new
downtown jobs by the year 2000. Increased
office, retail, entertainment, educational and
residential services will result in job
opportunities for the unemployed and new job
prospectives for underemployed City residents.
By the year 2000, the Plan seeks to achieve
development that will double Downtown's annual
tax contribution to the City, adding
$3,000,000,000 to the tax roll. Today, downtown
pays 30% of all property taxes collected in the
City, but occupies only 3% of the land area.
High density downtown growth, which is service
efficient, will allow it to provide increased
tax support for funding Miami's neighborhood
service needs.
Increased social contact stimulated by
enjoyable, enriching civic events and quality
public places is a fundamental means of uniting
the City's ethnic, racial, and cultural groups.
Downtown hosted over 5,000,000 individual
visitors in 1988. The Plan envisions an even
stronger role for downtown as the social,
educational and cultural center of South
Florida. Downtown can be a strategic focus for
building a diverse but united community.
Approval.
At its meeting of July 26, 1989, the
Planning Advisory Board moved a
resolution to approve the above, which
failed by a vote of 4 to 1, therefore
constituting a technical denial.
At its meeting of July 27, 1989 the
City Commission deferred consideration
of the above.
89-990,
PAB 7/26/89
Item fl
Page 2 of I
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DOWNTOWN MIAMI MASTER PLAN
DRAFT REPORT
MAY 1989
RESPONSE TO CITIZEN COMMENTS AND CONCERNS
BACKGROUND
In May of 1989, a Draft of the Downtown Miami Master Plan was
completed and circulated to the community for comments. As part
of the Planning Department's efforts to ensure that the plan was
received by all the diverse interest groups of downtown, a slide
presentation was prepared to accompany the master plan. This
presentation was made before the following interest -and area
groups:
DDA Board
New World Center Action Committee
Omni -Venetia Action Committee
Brickell Area Association
Overtown Advisory Board
Park West Civic Association
Downtown Miami Business Association
Off -Street Parking Board
In addition to the above list, the presentation was also made at
a public forum, or citizens workshop, which was organized by the
planning department. This group consisted of local residents,
downtown employees and citizens from the public at large who are
interested in the future of the downtown area.
COMMENTS AND CONCERNS
This next section will list the comments and concerns of each of
the groups listed above including the citizens workshop. Each
comment will also include a response from the Planning
Department.
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DOWNTOWN DEVELOPMENT AUTHORITY BOARD
1. Comment: Downtown is dead after 6:00 P.M. - how can we
attract more nightlife?
Responses The most effective ways.to generate nightlife are
to have a downtown resident population and to develop more
major attractions (such as the existing sports arena and
Gusman Center) that will draw large numbers of regional
residents to downtown. Some of the attractions recommended
in the Plan are the performing arts complex, an exhibition
hall, museums and other attractions in Bicentennial/FEC
Park, and the Overtown Historic Folklife Village. Also,
the following policies specifically address nightlife:
(Page II-13) Policy 3-A: Promote concentrations of
nightclubs, restaurants, and other entertainment
activities in "entertainment districts", located in the
proposed Performing Arts District, near the Miami
Arena, along Biscayne Boulevard in the Omni area, and
along South Miami Avenue in Brickell.
(Page II-15) Policy 3-D)s Maximize the potential
benefits from the 12 Million persons per year who visit
Bayside by improving linkages to other retail and
entertainment centers within downtown.
(Page 1I-12) Policy 2-Ds Create a Flaqler Street
Management District. (This policy is meant to
coordinate such things as hours of operation and
advertising. A concentrated private effort will be
- required for achievement of these policies.)
2. Comments Walker mini -park should be cleaned up and improved
with higher quality food service.
Responses (Page V-4,5) Policy 1-As Improve existing public
parks. (The Plan more specifically says the following about
Walker Mini -Parks)
"Paul S . Walker Mini Park - With improved furnishings
and programming, this park has the potential to offer a
point of pride and amenity for downtown workers and
visitors. Moveable metal chairs and tables, flower
beds interspersed with tropical foliage, freshly made
sandwiches and tropical fruits and drinks, simple but
well done signage, and lunch time offerings of live
music are all greatly needed. To accomplish these
improvements, the park should be managed by the Flagler
Street Management District that has been proposed to
supervise and maintain the retail district."
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3. Comments A proposal to create a downtown wide tax increment
district (with a fixed share of the increment to be returned
to the general fund annually) should be included -in the
Downtown Master Plan.
Responses Because of the City Manager's stated policy
against any new tax increment finance districts, the
Planning Department can not propose one in this- Plan.
However, we are generally supportive of any proposals which
would raise the necessary funds to carry out the Plan's
objectives.
4. Comment: The resolution with which the City Commission
adopts the plan should be carefully worded to achieve the
intent of making the Downtown Master Plan exempt from the
state laws concerning comprehensive plans.
Response: The citywide Comprehensive. Plan already contains
a series of policies related to the downtown area which are
consistent with the proposed Downtown Master Plan. These
policies are subject to all of the state laws which govern
the Comprehensive Plan. Those policies are listed in
Appendix A at the end of this report. The Planning
Department will be happy to consider specific suggestions
from DDA Hoard members for wording of the resolution.
S. Comment: Zoning intensities are too high in Central
Brickell and several other areas - it will kill the market
by inflating development expectations and land prices.
Response: This is probably true. However, the areas cited
have exi� high intensity zoning; and the Planning
Department does not wish to recommend down -zoning of any
area.
6. Comments Be specific about whether intensity
recommendations refer to "net" or "gross" FAR.
Responses In almost every case the draft Plan refers to
"gross" FAR. This will be clarified where necessary in the
revised version. The new citywide zoning ordinance, as
currently drafted by the Planning Department, would do away
with the existing definitions of "gross lot area" and
"gross" FAR, and would adopt the usual definitions of lot
area bounded by property ownership lines. If the new zoning
ordinance is adopted, the FAR'n recommended in the Plan will
be adjusted accordingly.
7. Comment: A policy is needed for "LULU'an (locally
undesirable land uses)..
Responses The following goals, objectives and policies from
the MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 1989-2000, which
was adopted in February of 1989, address the issue of
a
locally unwanted land uses or "LULU's" for the entire city.
From the Land Use Element:
Goal 1: Maintain a land use pattern that protects and
enhances the quality of life in the City's residential
neighborhoods; fosters redevelopment and revitalization
of blighted or declining areas; promotes and
facilitates economic development and the growth of job
opportunities in the City; fosters the growth and
development of Downtown as a regional center of
domestic and international commerce, culture and
entertainment; promote the efficient use of land and
minimize land use conflicts; and protects and conserves
the City's significant natural and coastal resources.
Objective 1.1: Ensure that land use regulations and
development policies are consistent with fostering a
high quality of life in all areas, including the timely
provision of public facilities that meet or exceed the
minimum level of service (LOS) standards adopted in the
Capital Improvements Element (CIE) of the Miami
Comprehensive Neighborhood Plan 1989-2000.
Policy 1.1.3: The City's zoning ordinance shall protect
all areas of the City from the encroachment of
incompatible land uses; from the adverse impacts of
future land uses in adjacent areas that disrupt or
degrade public health and safety, or natural or man-
made amenities; and from transportation policies that
divide or fragment established neighborhoods.
From the Housing Element:
Policy 1.1.7: Control through restrictions in the
City's zoning ordinance large scale and/or intensive
commercial and industrial land development which may
negatively impact residential neighborhoods, including:
Coral Gate, Grove Center, Coconut Grove CD Target Area,
Wynwood CD Target Area, Grapeland Heights -Sewell Park,
the Northeast area, Buena Vista East, Morningside, West
Little Havana, and the Roads.
8. Comment: The Southeast Overtown/Park West DRI needs to be
expanded to include more commercial uses.
Response: The Department of Development is working on an
application for an additional increment of development that
will include more commercial uses.
9. Comnesnt: Schools and Parks need greater emphasis throughout
the Plan, as the most important infrastructure support for
residential neighborhoods.
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Responses The Planning Department agrees, and the revised
version of the Plan will contain some changes to give this
issue more prominence in the Executive Summary. Some minor
additions will also be made to the Living Downtown chapter.
It should be noted, however, that the existing draft of the
Living Downtown chapter does address this issue in detail as
illustrated by the following examples
(page III-1) The objectives and policies recommended in
this chapter for creating and strengthening downtown
neighborhoods are a start towards a lively city center;
however, it is important to remember that they can not
succeed alone. To achieve meaningful increases in
downtown residential development, a more attractive,
appealing and diverse city center is a prerequisite.
Downtown housing is not a leader, it is a follower.
Cultural amenities, usable open sn_ace, entertainment,
educational facilities, local services and attractive
shopping districts with quality merchandise must be a
part of downtown in order to attract new residents from
competitive markets in Dade County.
(Page III-8) Policy 1-B: Assure that necessary support
services, institutions and amenities are available to
existing neighborhoods. (Specific recommendations for
each neighborhood follow.)
The Developing Commerce chapter of the Plan also addresses
day care and schools as an important amenity for employees
(see comment #10 below).
The parks issue is addressed with the two following policies
from the Enhancing Public Places chapter:
(Page v-4,5) Policy 1-As Improve existing public
parks. (Specific recommendations for each park
follow.)
(Page V-718) Policy 1-B: Provide new parks or public
plazas in developing areas that are in need of open
space or waterfront access. (Specific recommendations
for each neighborhood follow.)
10. Comments Satellite schools (like American Bankers) and
magnet programs should be developed in downtown.
Responses This issue is addressed in the "Developing
Commerce" chapter of the plan with the following policiess
(Page I-16) Policy 3-B: Encourage the Dade County
School System to locate magnet school programs within
or near downtown, and encourage developers, major
employers, and Metro Dade County to sponsor satellite
elementary school programs (in partnership with the
Dade County School System) within employment site*,
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(Page 1-16) Policy 3-A: Provide quality child care by
encouraging the private sector to provide child care
facilities and by providing space wherever appropriate
on publicly owned property.
11. Comment: We need to identify and begin work on all of the
short range projects included within the plan to immediately
change the image of downtown.
Response: Making the Plan become reality will require
action by a number of private and public entities. The role
of the Planning Department will be to provide guidance
generally, to prepare numerous ordinances and design.
standards, and to prepare.more detailed planning studies for
some of the specific projects. Organizations like DDA and
DMBA will need to take a lead role in implementation of many
of the recommendations. If requested, the Planning
Department will assist each organization to prepare an
action program.
12. Comment: We must bontinue to improve Flaqler Street - the
total reconstruction recommended in the plan is needed,
however, there is concern about the disruption of business
during construction.
Response: There would no doubt be some disruption during
construction. However, as stated on page II-il, with
carefully planned construction management and creative
business promotion, the construction can be carried out
without causing financial losses to business along the
street. This requires that a portion of the project budget
be set aside for a full-time experienced professional to
manage and coordinate the program, as well as funding for
advertising, marketing, and promotion. Such programs have
been successful in much larger reconstruction programs in
downtown Seattle and San Antonio. The end result of a
properly reconstructed, first class street will be well
worth the temporary inconvenience.
13. Comment: Student housing should be a priority.
Response: Student housing is a prime strategy for
introducing housing into the areas surrounding the community
college. The New World School of the Arts currently has a
need to house several hundred students, and the enrollment
is planned to increase over time. The issue of student
housing is supported throughout the "Living Downtown"
chapter of the plan, and is specifically addressed in.Policy
3-C below. Also, student housing is discussed in the
"Developing Commerce." chapter as *a viable use of older
vacant buildings, and is supported with Policy 4-C below:
(Page 111-16) Policy 3-Cs Seek proposals for housing
within air -rights over public facilities.
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Public development projects that have the potential for
air -rights uses above the principal facility should
solicit proposals from the private sector to construct
housing, including student, artist, and elderly
housing.
(Page I-19) Policy 4-C: Utilize State and Federal
funds to develop student housing as an adaptive teuse.
In connection with the growth of Miami -Dade Community
College and the New World School of the Arts, and
recommendations to attract additional higher education
programs to the downtown area (see Policy 1-C), student
housing will be needed. Existing buildings, such as
the Congress Building, could be rehabilitated for this
use. New student housing should be developed along the
NE/NW 5th and 6th Street corridor in Southeast
Overtown/Park West. '
14. Comment: Too many major public facilities and development.
"catalysts" are located in and around the CBD - with not
enough of such facilities located in Brickell and Omni.
Response: Each of the major "catalysts" discussed in the
Developing Commerce chapter were given a recommended
location based upon the special locational needs of each
facility. Of the nine "catalysts" discussed, only the
exhibit hall, performing arts, retail anchors and university
are recommended within the CBD, each for some very sound
reasons that are explained in the Plan. Three "catalysts"
are located in Southeast Overtown/Park West: bayfront
visitor attractions, high speed rail terminal, and Overtown
historic folklife village. The bayfront visitor attractions
serve a very important role as an activity "bridge"
connecting the Omni area to the CBD. Two additional
"catalysts are recommended in Omni: wholesale trade mart
and business park. Again, each of these "catalysts" is
placed in the best location to be successful and to generate
the maximum possible "spin-off" development in the adjacent
area.
There is a major misconception created by the layoutand
organization of the draft plan concerning development
catalysts and public sector initiatives to promote
development. The nine "catalysts" discussed in the
Developing Commerce chapter are not the only catalysts
recommended in the plan, nor are they necessarily the most
important. The Metromover extensions to Omni and Brickell, a
for example, are likely to generate far greater economic
impact than any of the "catalysts". Housing is the most
important strategy in Brickell and Omni to generating the
active environment that is perceived to be missing. There
are a myriad of other public facilities and improvements
recommended throughout the plan that will also enhance
89-990.
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development. For example, in the Brickell area the Plan
recommends Brickell Promenade, three new parks, relocated
Brickell Park, rehabilitated Southside Park, renovated and
expanded Southside School, redesigned Brickell Avenue
streetscape, entertainment district along South Miami
Avenue.
15. Comments Several of the important catalysts described in
the Developing Commerce chapter (such as performing arts and
exhibit hall) should have alternative locations identified,
to provide guidance in the event that the recommended
location is determined to be unachievable.
Response: The criteria listed in the Plan for location of
an exhibit hall are sufficient to provide guidance for
evaluating sites other than Dupont Plaza. Since there are
any number of privately owned sites that could potentially
be considered, it would not be appropriate to show locations
on the map.
The Plan will be revised to include the following criteria
for site selection of the performing arts center: 1) "free"
land (meaning public land, private land donated by a joint
venture partner, or funding for land acquisition from a
source other than the performing arts capital budget), 2)
within 300 feet walking distance of a Metromover or
Metrorail station, and 3) within 600 feet walking distance
of at least 1400 existing parking spaces or a financially
feasible plan for providing parking concurrently with the
theaters.
16. Comment: The economic development "catalysts" recommended
for the Omni area (trade mart and business park) are not
sufficient to revitalize the area.
Response: These two projects are not meant to solely
revitalize the Omni area. They are, however, the result of
a consultant study commissioned by the Department of
Development to analyze the market potential for catalytic
development projects that could be supported by tax
increment revenues. The Department is committed to follow
through with implementation of these and other projects.
Other important revitalization forces in the Omni area will
be the Metromover extensions and increases in residential
development.
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OMNI-V'ENETIA ACTION COMMITTEE
1. Comments In addition to the recommendations for both a
trade - mart and a media related business park, the committee
would like the Master Plan to reflect the Omni area as a
potential location for the much discussed Performing Arts
Center. Realizing that several criteria exist for
consideration of a potential site, it is the committee s
belief that either the Knight-Ridder or Jefferson locations
would qualify as a suitable site for such a facility.
Response: The Planning Department agrees that either site
could be suitable if the land could be made available by the
property owner or purchased with tax increment revenues.
However, we are firmly committed to the existing Plan
recommendation that the best site is along the west side of
Biscayne Boulevard in the vicinity of NE 4th Street. Since
there are a number of privately owned sites throughout
downtown that could be considered if the preferred location
fails, there is little to be gained by indicating
alternative sites in the Plan. It will be more productive
to revise the Plan to. include criteria for site selection as
follows: 1) "free" land (meaning public land, private land
donated by a joint venture partner, or funding for land
acquisition from a source other than the performing arts
capital budget), 2) within 300 feet walking distance of a
Metromover or Metrorail station, and 3) within 600 feet
walking distance of at least 1400 existing parking spaces or
a financially feasible plan for providing parking
concurrently with the theaters.
In addition to the major performing arts facilities (opera
and symphony hall), a number of smaller theaters will be
needed for drama, dance and other performances. Although
the greatest impact could be achieved in attracting
nightlife to downtown by concentrating these theaters in the
recommended arts district near NE 4th Street, they could
also be successfully located in entertainment districts
recommended elsewhere in downtown. Sites with frontage
along Biscayne Boulevard in the Onmi Area would be suitable.
Since these theaters are relatively small, they would best
be built by the private sector within a larger mined -use
development. Improvements within the theater space and on-
going management costs would be handled through the public
sector.
2. The committee would like for the City to recognize the Omni
area as a potential home for an Exhibition Hall for use by
small to medium sized conventions and trade shows. Thi4
would seem a logical position for the City to take in light
of the emphasis being placed on the Omni area as a hours for
both the wholesale trade mart and the media related business
park.
89
10
-- 90
Responses if the recommended location in Dupont Plaza
cannot be developed, the Planning Department agrees that
certain sites in the Omni Area should be considered.
However, the proposed wholesale trade mart and media related
business park are not closely related uses and are not
compelling reasons to choose the Omni Area. Existing hotel
rooms and potential light rail connection to Miami Beach are
the most important factors in the Omni Area's favor.
However, the original site proposed by Decoma Venture in
Southeast Overtown/Park West also has many advantages.
Since there is no clear second choice for a site, the
Planning Department feels that the site selection criteria
in the Plan should guide the decision making process. These
criteria includes
* Convenient access to at least 2,000 existing first
•class hotel rooms (convenient access should be defined
as no more than 1200'ft. walking distance or having a
Metromover station within the convention facility);
* Adjacent to sites for future hotel construction that
will take full advantage of the unique amenities that
downtown can offer to attract out-of-town visitors
(e.g., Bayside, Bayfront Park, views of Biscayne Bay
and Miami River, Metromover, cultural facilities,
future visitor attractions);
* Existing or short-term prospects for good image and
sense of security;
* Capability of future expansion without closing major
arterial streets;
* Utilization of existing meeting rooms and food service
facilities in the City of Miami/James L. Knight
Convention Center.
3. Comment: The committee recommends that the Master Plan
reflects zoning designations of greater intensive use from
17th Street to the boundary of the Downtown Plan.
Responses The Plan will be revised to recommend an FAR
increase up to Sector 9 (FAR 3.2 based upon gross lot area)
with conditions described below for properties between N.E.
17th Terrace and N.E. 18th Street. This is in recognition
of the fact that the special taxing district for the Omni
leg of Metromover extends to N.E. 18th Street. Properties
located between N.E. 18th Street and N.E. 20th Street should
be increased to Sector 8 (FAR 2.42 gross) subject to the
same conditions. The service area of the regional rapid
transit system must be used to define the boundaries of
"downtown~ for purposes of development intensity. To pewit
extrordiaarily high intensities (in excess of Sector 7/yAR
1.72) outside of this service area would be contrary to
growth management policies established in the Miami
Comprehensive Neighborhood Plan and the Metro -Dade County
Comprehensive Plan.
The recommended intensity increases would be granted to
individual development on a case by case, basis subject to
the following two conditions: 1) approval of a major use
special permit and 2) as a bonus for on -site housing or a
contribution to the City of Miami Affordable Housing Trust
Fund.
12
0
BRICKSLL AREA ASSOCIATION
•
I. Develoj;in��,Q@
1. Comments Not one economic catalyst is sited for the
Brickell Area. We believe this is based on three underlying
inaccuracies. First, that all of the Brickell Area has
private sector support adequate to maintain existing and
planned development; Second, that, because catalysts must be
reserved for areas which are economically or historically
undeveloped or greatly underdeveloped, such catalysts cannot
be put in an area which contains a certain level of
successful development but which remains underdeveloped;
Third, that a public facility placed in Brickell will not
have a positive spillover effect to the other areas of
Downtown.
Utilizing the list prepared by the Planning Department, we
recommend that the following economic catalysts be placed in
the Brickell Areas
Responses There is a major misconception created by the
layout and organization of the draft plan concerning
development catalysts and public sector initiatives to
promote development. The nine "catalysts" discussed in the
Developing Commerce chapter are not the only catalysts
recommended in the plan, nor are they necessarily the most
important. The Metromover extensions to Omni and Brickell,
for example, are likely to generate far greater economic
impact than any of the "catalysts". Housing is the most
important strategy in Brickell for generating the active
environment that is perceived to be missing. There are a
myriad of other public facilities and improvements
recommended throughout the plan that will also enhance
development. For example, in the Brickell area the Plan
recommends Brickell Promenade, three new parks, relocated
Brickell Park, rehabilitated Southside Park, renovated and
expanded Southside School, redesigned Brickell Avenue
streetscape, entertainment district along South Miami
Avenue.
A) Performing Arts Facility (symphony hall/opera hall): To
be sited on any number of commercially available east
Brickell sites with emphasis to be given especially to
Bayfront parcels. This can make such a Performing Arts
Facility a "signature piece" reflecting Miami's Waterfront
location. It would be within walking distance of the
persons who currently reside in the overall Brickell area.
Further, the Facility could use not only the People Mover
expansion but also existing parking garages which born*
vacant after office hours. This will reduce overall costs,
Responses Although the Plan recommends the optimum location
for the performing arts facilities to be along the Biscayne
' 7 t../-990i
-- 13
ri
a
Boulevard corridor, the Planning Department would support
any location within. downtown that meets the following
criteria: 1) "free" land (meaning public land, private land
donated by a joint venture partner, or. funding for land
acquisition from a source other than the performing arts
capital budget), 2) within 300 feet walking distance of a
Metromover or Metrorail station, and 3) within 600 feet
walking distance of at least 1400 existing parking spaces or
a financially feasible plan for providing parking
concurrently with the theaters.
In addition to the major performing arts facilities (opera
and symphony hall), a number of smaller theaters will be
needed for drama, dance and other performances. Although
the greatest impact could be achieved in attracting
nightlife to downtown by concentrating these theaters in the
recommended arts district near NE 4th Street, they could
also be successfully located in Brickell or in entertainment
districts recommended elsewhere in downtown. An existing
floor area ratio bonus in the Central Brickell area (SPI-7
zoning. district) is designed to provide the incentive for
the private sector to provide space for theaters within
mixed -use developments. A similar incentive could be added
to the Brickell Avenue (SPI-5) zoning district.
Improvements within the theater space and on -going
management costs would be handled through the public sector.
B) Graduate School for Finance: To be sited for the middle
Brickell Area or as part of a major use development in east
Brickell. Student population and, optimally, private sector
support, would be targeted to come from the numerous banks
and financial institutions operating in Brickell.
Response: This is a very appropriate educational program to
be located in Brickell, and is consistent with the Plan.
Wording on page I-8 will be modified to note this. Any
program of this sort should be located near a Metromover
station.
C) Water Taxi Station(s): To be sited for the Brickell
Bayfront or South Miami River. This service could, thus,
achieve a double source of ridership - tourists,*plus office
workers employed in the Brickell Area.
Response: Page IV-24, which is the "Public Transportation
Plan" map, shows at least 5 water taxi stations located in
the Brickell area.
iR
D) A general use library in middle Brickell, to serve the --
residents of the area. This library should also house a
special purpose international business/financial sublibrary.
The latter could serve the proposed Graduate School of
Finance.
14
Responses It is unlikely that the Miami -Dade Public Library
System would locate a general branch library so close to the
Main Library in Government Center. However, a specialized
library, especially one connected with an educational
facility, would be desirable in Brickell. It will be
recommended as a support facility for the proposed school.
Libraries are currently a permitted use in the area; in
fact, the zoning ordinance even offers a bonus- to any
development which provides the facility.
E) A recreation amenity, to be located at the base of 12
Street and the Bay. The owners of the parcel on the north
side of this intersection have expressed preliminary desire
to see such an amenity and to cooperate with its creation.
The amenity could consist of: a pedestrian pier, a small
plaza with tourist and water taxi vessel dockage or other
users which draw pedestrians down 12 Street and over the Bay
walk.
Responses This is recommended in the "Enhancing Public
Places" chapter of the plan and more specifically with the
following policy and support text:
(Pages V-7,8) Policy 1-B: Provide new parks or public
plazas in developing areas that are in need of open
space or waterfront access.
SE 12th Street and Biscayne Bay - The dead-end right-
of-way of 12th Street should be closed to vehicular
traffic (except in a small area adjacent to S. Bayshcre
Drive if needed to provide access to parking on
adjacent lots). The public right-of-way should be
maintained as a pedestrian corridor to the waterfront
and developed as an urban plaza. When adjacent vacant
sites are developed, the plaza space and view corridors
that are required by existing, zoning and waterfront
development provisions in the City Charter should be
provided adjacent to 12th Street. Those plaza areas
should be privately improved to match the design of the
12th street plaza and in effect extend its width to
create a publicly accessible open space with
exceptional views of the south bay.
Also see the "Open Space Plan" map on page V-6 for the
recommended mapping of this park. The Plan will be revised
to recommend a pedestrian pier. A baywalk and water taxi
stop (see map on page IV-24) are already included in the
Plan.
F) A day care center to serve the needs of Brickell'a
office population and also the west Brickell residents who
work outside of Brickell. This could be located in the
Southside Park area or, through land acquisition, in the
area adjacent to Southside Elementary School.
15 8 9906
Response: See "Enhancing Public Spaces" policy 1-A and
"Developing Commerce" policy 3-A3
(Page V-4) Policy 1--At Improve existing public parks.
Southside Park - The park's utility as a neighborhood
center and recreation resource for area children can be
restored by rebuilding the ball field and playground,
and by adding a vita course, tennis and racquetball
courts, and night lighting. Potential inclusion of day
care facilities that may be funded through Brickell
corporations should. be assessed. The design of the
park should create pedestrian plaza linkages to the
Brickell Metrorail station.
(Page I-16) Policy 3-A: Provide quality child care by
encouraging the private sector to provide child care
facilities and by providing space wherever appropriate
on publicly owned property.
II. Creating A Marketfllace
2. Comment: The Downtown Master Plan not only earmarks the CBD
for material retail usage but substantially reinforces the
limitations of SPI-5 zoning as to retail usages in the east
Brickell corridor. Further, the Plan implements "zoning
protectionism" for Flagler Street, despite a large office
and growing residential population in Brickell. The BAA
takes conceptual issue with both conclusions.
The Master Plan and the Planning Department comments
conclude that Brickell, with its limited, inward looking
retail and its mumbo-jumbo facade/plaza treatments, cannot
be altered.. Essentially, Brickell Avenue is planned as if
its 1989 usages, those which have received development
orders and future development sites, can be neither altered
not aesthetically enhanced.
The BAK notes two counterpoints: In 1988-►1969, two major
development projects in east Brickell proposed in excess of
350,000 square feet of'nw retail. One of these projects is
the allocation of retail square footage from that
sought in the original Development Order. Second, there are
successful examples wherein the City has planned and
ordained, through streetscape, lighting, landscaping, etc.,
a pedestrian ambience which is superimposed over existing
commercial/retail uses. The Coconut Grove Master Plan is an
off -cited example of this success. Such a model should not
be overlooked to create, on Brickell Avenue, the Brickell
Promenade and perhaps other areas, that "pedestrian pathway*
which uses retail services to nurture a vibrant office area.
Responses The Planning Department stands firmly behind the
premise that the CBD, specifically f'lagler Street, should be
16�"�
,�
1
the retail center of the city and the region. However, it
does not follow that the retail market in Brickell should be
ignored. Policy 1-D in "Creating A Marketplace"
specifically recognizes the need for more retail in
Brickell. The zoning amendments recommended therein have
already been written by the Planning Department and adopted
by the City Commission in May. Those amendments will allow
the 1111 Brickell project and the Brickell Gateway project
to go forward with a total of 350,000 square feet of retail
space.
(Page II-9) Policy 1-D: Allow a greater concentration
of retail goods and services within mixed -use projects
in the Brickell area, with emphasis on storefront
sidewalk retail space.
Retail and service uses in the Brickell Avenue corridor
are intended by the Comprehensive Plan and the zoning
ordinance to be scaled and designed to serve the needs
of the district. while this intent remains valid in
order to avoid an unproductive fragmentation of retail
uses outside the CBD, the existing development pattern
and zoning restrictions prevent development of
successful retail stores to serve the Brickell area
employees and residents. A considerable amount of
additional restaurants and convenience goods and
services are needed. These could be combined with a
modest amount of specialty shopping to create a
critical mass of activity. The zoning code should be
modified to exempt circulation space from the maximum
retail floor area limitations, and to allow by special
permit an exception for individual stores. over 10,000
square feet in floor area, subject to adherence to
design standards for ground floor retail access and
visibility, and provision of local convenience goods
and services.
3. Comment: The BAA supports the Plan's targeting of
approximately 90,000 square feet of retail, over the ensuinq
10 year period, for the Brickell Promenade/Miami Avenue
apex. If anything, we believe that the Plan and the
resultant changes to SPI-7 and SPI-5 zoning should require
more or accelerated retail usages in this Area.
Specifically, the BAA recommends:
A) Off -site development credits affordable to SPI-5
developers who put small, neighborhood service retail in the
new retail apex.
Response: Conceptually the idea is good, but it would not
be feasible unless the same developer owned both sites.
8) Mandatory ground level storefront retail, in excess of
80% of front footage should be required for retail use in
89 -9*901
17
the Brickell Promenade/Miami Avenue Areal, along 8th Street,
and along Coral Way.
Responses The map "Ground Floor Design and Use,, on page II-
7 shows locations where retail uses should be mandatory for
at least 65% of the ground floor street frontage. The
amended version of the Plan will add mandatory retail along
Miami Avenue from 8th to 11th Streets. Our market studies
indicate that retail uses cannot be supported throughout the
district. Therefore, to achieve a concentration of retail
that can form a true neighborhood center, the Planning
Department believes that mandatory retail should be limited
to a small area. As the area develops over time, perhaps
additional retail requirements can be added. In the
meantime, the Plan seeks to assure that any new buildings
along "primary pedestrian pathways" will be constructed to
house retail uses whenever the market develops (see
"Creating A Marketplace" policy 1-A below).
(Page II -A) Policy 1-As Designate "primary pedestrian
pathways" with design standards for ground floor _
frontage requiring setbacks, multiple*external sidewalk
level entrances, and transparent window openings. (See
map "Ground Floor Design and Use".)
C) For major developments in east Brickell which choose to
contain retail usages of 500,000+ feet, the plan should
require accessible, visible retail uses on the ground or low
levels and which "front the street" and invite pedestrian
shopping. The objective is not to allow "inward looking"
retail or retail which serves only those persons whose jobs,
apartments or hotel occupancy afford proximity and access to
the retail shops.
Responses The Plan currently recommends this by designating
Brickell Avenue as a "primary pedestrian pathway". See
response to B) above. Also, the recently adopted amendments
to SPI-5 address this concern in detail. It should be
noted, however, that although the ground floor street
frontage would be required to be open, visible, and inviting
to pedestrians, interior shopping malls would not be
prohibited.
D) In the middle Brickell area, development credits or other
incentives should be created to induce office or residential
developers to provide neighborhood service/infrastructure
retail, such as grocery stores, dry cleaners, hardware
stores, hairdressers and the like. K
Responses The existing SPI-7 zoning regulations provide a
floor area bonus for ground level retail and service uses.
8) In addition to the Plan-s Policy 1-A, which the ARIA
supports, the creation of a Brickell Avenue streetscape with
is 89 901
the following components: uniform sidewalk treatment and
landscaping material; mitigation, to the greatest extent
possible, of near -street hedges, walls, above -grade plazas
and streetside parking. lots; pedestrian crosswalks, in
pavers or the aesthetic materials, which should be placed at
every intersection, regardless of.whether traffic lights are
present; installation of fountains, running water and other
cooling devices in the pedestrian pathway and, possibly, in
the median in order to encourage walking and outdoor
recreation in the pathway.
Responses Policy 2-C in "Enhancing Public Places" -
recommends a unified landscape and lighting design plan for
the median and sidewalks of Brickell Avenue. The above
suggestions can be incorporated on page V-12. -
4. Comment: The BAA fully supports the concept of enhancing
the potentials and probability of a "livable city center".
The goals and proposed specific housing recommendations are
well put and viable in context. However, the BAA takes
exception to the obvious omission of "Housing Attractions"
to be placed in the Brickell Area.
As stated in the Section "Housing Development Issues" (III-
5) - "Housing Attractors" (map) shows the activities and
services that can attract residential development". The
omission of such "attractors" in the Brickell Areas
suggests, and less than wholehearted attempt to stimulate a
viable residential area. Due to the fact that considerable
housing stock exists within the Brickell Area at this time,
planning for the necessary services and amenities should
logically be implemented. Specifically, the BAA suggests
that the following "attractors" and increased services could
stimulate housing development and usages
i) Cause Southside Elementary School to become a magnet
school, perhaps with an intensive Spanish language
curriculum.
ii) Expand of Southside Parks site and recreational
program.
iii) A Day Care Center should be placed in middle Brickell.
The BAA believes that the Brickell Area has not only the
potential but the density to become a "viable, livable,
urban core area". In order to enhance the desired
lifestyle -environmental characteristics of Brickell, the
Master Plan should take a pro -active role in achieving these
ends. The "Housing Attrattors" map indicates unbalance in
such amenities. Too great emphasis has been made to the
"core" area whereas the potential of Brickell has not been
address.
19
l
Responses The "Housing Attractors" map on page III-6
mistakenly fails to show several parks in the Brickell area
and Brickell Promenade, which would all serve as housing
attractions. The omission from the map, however, does not
reflect a lack of consideration for housing attractors in
the Brickell area. The following policies address this
issue, however, the suggestion for a magnet program at
Southside can be added to Policy 1-B:
(Page III-8) Policy 1-8: Assure that necessary support
services, institutions and amenities are available to
existing neighborhoods. -
West Brickell - A restored Southside Park would provide
an important neighborhood resource by serving the need _
for children's, play space, adult and youth fitness
programs, and youth athletic league programs. Day care
and elderly social 'programs should be considered,
consistent with the need to maintain the open space
recreational aspects of the park. Rebuilding Southside
Elementary School on its present site as joint
public/private development or relocating the school to
a site west of Metrorail and adjacent to the park,
would act as a means of providing new public
educational facilities and expanded school recreational
space. Land cost differentials could fund the
relocation and new facilities.
(Pages III-12,13) Policy 2-B: Develop Central Brickell
(Brickell Plaza to Metrorail) as a very high density
mixed -use urban neighborhood with quality rental and
owner occupied housing.
Creating bookends north and south of the CBD, the Park
West and Central Brickell areas can become a
concentration of high-rise residential towers forming
new in -town neighborhoods with urban life-styles that
resemble the upper West side in New York or the Uptown
area around North Michigan _Avenue in Chicago. The
immediate relationship of Central Brickell to the
prestige Brickell Avenue office district makes Central
Brickell one of the best area of downtown to
accommodate the need for quality (not luxury) high-rise
.rental, condominium and cooperative housing. This
residential use should be mixed with high intensity
office use and service retail located on streets
enhanced with pedestrian amenities. Brickell Promenade
(SE/SW 10th Street) is the proposed activity center for x
this neighborhood (see Enhancing Public Spaces, Policy
89-1390,
0 it..I
5. Comment: The boldface declaration (IV-1) "Downtown must be
reinforced as the regional activity center" sets the obvious
direction and concern of planning as to the objectives of
transportation. The BAA strongly suggests a widening of
this concept to include the Brickell Area.
Response: The term "downtown" as used throughout the Plan
includes Brickell, the Central Business District, Southeast
Overtown Park West, and the Omni Area.
6. Comment: Transportation and traffic management issues need
to be viewed in an expanded context that recognizes the
independent activity and population base of the Brickell
Area. To view Brickell merely as a conduit of moving
traffic to and from "downtown" is short sightly and
detrimental to both the human and economic foundation of the
area. A detailed analysis of the internal circulation and
access/egress to other City and downtown areas needs to be
addressed. For example, would vehicular circulation
oriented in more one-way streets help to relieve the
pedestrian/vehicular conflicts which currently exist. What
would be the effect of one-way Bridge access/egress from
Brickell to Downtown. Access to Downtown can be enhanced
without creating a greater burden on the internal
circulation of Brickell.
The BAA suggests the followings
A) The importance of the Brickell/Downtown connection
should be recognized for the important link that it is.
However, Brickell streets should not be used as the primary
conduit holding area for traffic to and from the CBD.
Responses Agreed. The Plan does not propose to use
Brickell streets as a primary conduit to and from the CBD.
Primary access to the CBD is from I-95 and I-395. The full
capacity of Brickell area streets will be needed just to
serve. existing and future development within the Brickell
area. Nevertheless, it would be foolish to expect that
through trips could be prevented on Brickell streets.
Traffic will always seek the path of least resistance;
therefore, unless Brickell streets become more congested
than alternative routes to the CBD, there will be some
percentage of through traffic on Brickell streets.
B) Connections to I-95 from Downtown and Brickell should be
planned now for the future population/traffic density of the
respective areas.
Responses The Planning Department has reviewed possible
connections to the expressway system with the Florida
Department of Transportation, and has found no acceptable
21 89 9 0.
way to build additional connections within the Brickell
area. This is mainly due to required spacing between
expressway ramps to allow safe distances for lane changes.
The only expressway access improvements that are deemed to
be feasible are listed on page IV-15.
C) The confusion conflict set forth in the Plan which
treats Brickell Avenue both as a "regional link- with an
emphasis on "vehicular traffic" and as an "urban street
promenade" with "pedestrian priority" must be resolved in
favor, we submit, of the latter. A means of providing
additional sidewalk area on Brickell should be investigated
and implemented as a means of achieving the desired
pedestrian amenity qualities.
Responses Major downtown streets such as Brickell Avenue
and Biscayne Boulevard must accommodate both of these
functions. With as much*' as we would like to limit the
intrusion of vehicular traffic on certain streets within the
downtown, it is impossible to ignore the fact that
automobiles must have access to, the major developments on
the major downtown streets. Therefore, the above mentioned
concern is not a conflict which must be resolved. It is a
reality that must be dealt with. The plan also clearly
states on page IV-22z
For streets which are designated as both "Regional
Links" and "Urban Street Promenades* the number of
lanes needed for vehicular traffic must be met within
the public right-of-way. Pedestrian space requirements
can be supplemented through building setback
requirements that achieve an effective walkway width of
20 feet -(building face to curb).
The existing SPI-5 zoning requirements for front yards and
urban plaza space along Brickell Avenue provide for
increased pedestrian space within private property.
D) All traffic/pedestrian planning should be pro -active in
nature, recognizing the long term growth of the core,
including the Brickell area. As this section rightly points
out, the current transportation network will certainly be
"below minimum standard" within 5 to 10 years. Creativity,
coordination and planning are essential at this time to
avoid or at least minimize such problems.
Responses The Plan incorporates all traffic improvements
that the Planning Department considers to be feasible. Any
new creative ideas are always welcome, of course. A
fundamental philosophy of the Plan is that emphasis should
be placed on planning and improvements for pedestrians and
transit,
22
1
0
1
E) Regarding other areas of this section, the WA agrees
wholeheartedly with the extension of the Metromover into
Brickell. However, the potential for routing along/to South
Bayshore Drive should be further investigated.
Responses The Plan recommends the extension to South
Bayshore Drive in the "Making Connections" chapter, page IV-
26. There is no physical reason why this extension could
not be constructed. Funding and the Environmental Impact
Statement and time table for construction of the approved
portion of the Brickell Metromover are the main impediments.
The Plan can only provide an endorsement to begin planning
for the future extension to South Bayshore Drive.
F) The issues of parking and reduction of localized
vehicular traffic have been conceptually addressed in the
Plan. A more concrete approach should be implemented to
achieve the desired goals, particularly the creation of
"intermodal terminals" and "peripheral parking zones".
Responses "Peripheral parking zones" are described on pages
IV-33 and IV-34 of the Plan, and are supported by proposed
on -site parking restrictions for private development
discussed on pages IV-35 and IV-36. The Planning Department
will work with the Department of Off -Street Parking and
private property owners to identify sites where joint
public/private peripheral parking facilities can be
developed. The Plan cannot be more specific than to
identify a "zone", because it is not financially feasible
for the City to acquire land and develop parking alone.
The concept of an "intermodal terminal" in Brickell will be
implemented by planners for Metrobus when routes are revised
to interface with the new Metromover extension.
V. Enhancing Pic Spaces
7. Comments The BAA most definitely agrees with the goal of
enhancing our public spaces to improve the quality of life
within our living and working environment. The desire to
create "image, identity, structure and order" is not only
admirable but readily achievable in our unique tropical
environment. We have, at our disposal, a truly marvelous
climate and natural setting which distinguishes our City as
unique within our country. We should capitalize our special
characteristics to give our City the finest urban
promenade/park system imaginable.
Unfortunately the past failure of the City to not aside well
located, reasonably sized parcels of land for this purpose
must be recognized. It is a deplorable condition that the
Brickell area has no central or waterfront park of a grand
urban character. The WA believe that efforts should be
made either to create such a parcel for this use or to
23 ��"�
y
require miGM f;eant outdoor public spaces in all new —
development. The improvement of existing park facilities is
important as indicated in, the Plan (Southside Park). To
continue to strive for the "livability" of Brickell,
significant additional "park" space will be necessary in the
long term.
Responses The Planning Department agrees that there is
insufficient public open space in Brickell. That is why
Brickell is the only area within downtown where new public
park space is proposed to be developed by the City. Those
new public spaces are River/South Shore at Miami Avenue, SE
12th Street and Biscayne Bay, and Brickell Promenade Park at
loth Street (see "Enhancing Public Spaces" Policy 1-B
below). Additionally, Brickell Park is recommended to be
relocated to a more usable and visible site, and the
existing Southside Park is proposed to be preserved and
enhanced (see page V-4). '
Although the open space recommendations included in the Plan
are considered by the Planning Department to meet minimum
needs for open space in the Brickell area, we would agree
that additional large scale open space would be desirable.
Unfortunately, the price of land and long term maintenance
and operation costs do not justify public expenditure for a
large public park in the Brickell area. The close proximity
of Bayf ront /FEC /Bicentennial Park and Jose Marti Park make
the Brickell neighborhood better served by community and
regional scale parks than most other neighborhoods in the
City. However, to address this issue, the Plan will be
revised to recommend expansion of Southside Park, Brickell
Promenade Park, and SE 12th Street Park, if possible through
transfer of development rights or design of mandatory open
space for adjacent private developments.
(Pages V-7,8) Policy 1-B: Provide new parks or public
plazas in developing areas that are in need of open
space or waterfront access.
An obstacle to gaining public support for expanding the
open space system is the sense that more important
needs exist for the sizable sums of money that it would
take to purchase and develop the necessary downtown
land for parks. The response to this legitimate
concern is to rely primarily on other major public and
private developments which can incorporate needed
public spaces. Both governmental and institutional
capital improvements .and private sector developments
offer opportunities for including a variety of publicly
accessible amenities and open space.
The following areas represent new open space
opportunities:
89--990,
24
Im-
El
Riverpoint/Brickell Park - The property located on the
south shore of the mouth of the Miami River contains
over 600 feet of shoreline and enjoys exceptional views
of downtown. This property is very difficult to
redevelop for commercial use because vehicular access
is constrained by the Brickell Avenue bridge. Public
access to the site could easily be provided through
pedestrian connections leading directly from the
bridge. The existing Brickell Park which is virtually
the same area in size, by contrast, has virtually no
view of the bay (behind Claughton island and its
bridge), less than 200 feet of shoreline and good
vehicular access. The City should sell the existing
Brickell Park and acquire the riverpoint parcel to
develop a new park.
River/South Shore at Miami Avenue - SW 5th Street and
dead-end segments of 'SW 1st Avenue and SW 6th Street
should be reconfigured to consolidate public right-of-
way and create larger sites with enhanced private
redevelopment potential. The abandoned excess roadway
should be traded for public waterfront park space west
of the bridge, where the site is too narrow for
development (between 5th Street and the river) but
ideal for a public park.
SE 12th Street and Biscayne Bay - The dead-end right-
of-way of 12th Street should be closed to vehicular
traffic (except in a small area adjacent to S. Bayshore
Drive if needed to provide access to parking on
adjacent lots). The public right-of-way should be
maintained as a pedestrian corridor to the waterfront
and developed as an urban plaza. When adjacent vacant
sites are developed, the plaza space and view corridors
that are required by existing zoning and waterfront
development provisions in the City Charter should be
provided adjacent to 12th Street. Those plaza areas
should be privately improved to match the design of the
12th street -plaza and in effect extend its width to
create a. publicly accessible open space with
exceptional views of the south bay.
Brickell Promenade Park at SE 10th Street - Existing
public mini -parks on 10th Street should be expanded to
create a major public plaza at the midpoint of a. public
pedestrian promenade improvement of 10th Street. Such
a plaza will permit the creation of a "centerpiece"
park for Brickell employees to enjoy programmed
entertainment and public events.
8. Comm.ntt The establishment of a continuous Baywalk is
definitely agreed upon. The proposal for 12th Street beginx
a process that should be examined for its potential to
explore private/public sector cooperation with the aiw of
25
■
® ■
creating a significant public waterfront space possibly in
concert with an activity generator or public use, i.e.
performing arts center or the like, which would do much to
activate the waterfront.
The BAA agrees with the intent of the Plan to enhance the
pedestrian experience of Brickell through the use of well
designed urban promenades and streetscapes, in particular
Brickell Avenue and the loth street promenade. The
potential for utilizing Brickell Park as an active urban
park is excitinq and desirable and should be utilized as a
vehicle to enhance our "waterfront" experience, as will the
desire to direct our residential and hotel uses to
waterfront locations.
Response: See discussion of SE
1-E and 7 above. The adjacent
sites could be considered' for
site selection criteria are met
A) .
12th Street Park in comments
privately owned waterfront
the performing arts if thi
(see response to comment L
9. Comment: The requirements for incorporating artwork i;
specific projects should be designed so as to provid
incentives to the developers for including such artwork is
their projects. In. addition,, the requirements for publi,
scale art should be strictly worded and enforceable by law
We believe public art should be cited for:
i) 12th Street and the Bay
ii) The Miami Avenue "pocket park" north of Coral Way
iii) The median area north of Simpson Park
iv) The proposed expanded Southside Park
Responses Policy 4-A in "Enhancing Public Spaces" addresse
this issue. The map on page d-18 will be revised to add th
median area north of Simpson Park and Southside Park a
locations for public art. The other locations mentioned ar
already on the map.
10. Comments The BAA supports Policy 1-A, both as it relates t
the Brickell Area specifically, and as it relates th
Brickell Area to the other Miami downtown areas.
We believe that the Downtown Master Plan can enlarge an
broaden the land use classifications which are reflected i
the Comprehensive Neighborhood Plan (1989-2000)
Specifically, we recommend that the Master Plan and th
zoning classifications which implement it should:
89-9901
26
s
1'\
creating a significant public waterfront space possibly in
concert with an activity generator or public use, i.e.
performing arts center or the like, which would do much to
activate the waterfront.
The BAA agrees with the intent of the Plan to enhance the
pedestrian experience of Brickell through the use of well
designed urban promenades and streetscapes, in particular
Brickell Avenue and the loth street promenade. The
potential for utilizing Brickell Park as an active urban
park is exciting and desirable and should be utilized as a
vehicle to enhance our "waterfront" experience, as will the
desire to direct our residential and hotel uses to
waterfront locations.
Response: See discussion of SE 12th Street Park in comments
1-E and 7 above. The adjacent privately owned waterfront
sites could be considered' for the performing arts if the
site selection criteria are met (see response to comment 1-
A).
9. Comment: The requirements for incorporating artwork in
specific projects should be designed so as to provide
incentives to the developers for including such artwork in
their projects. In addition, the requirements for public
scale art should be strictly worded and enforceable by law.
we believe public art should be cited for:
i) 12th Street and the Bay
ii) The Miami Avenue "pocket park" north of Coral way
iii) The median area north of Simpson Park
iv) The proposed expanded Southside Park
Responses Policy 4-A in "Enhancing Public Spaces" addresses
this issue. The map on page V-18 will be revised to add the
median area north of Simpson Park and Southside Park as
locations for public art. The other locations mentioned are
already on the map.
10. Comment: The BAA supports Policy i-A, both as it relates to
the Brickell Area specifically, and as it relates the
Brickell Area to the other Miami downtown areas.
We believe that the Downtown Master Plan can enlarge and
broaden the land use classifications which are reflected in
the Comprehensive Neighborhood Plan (1989-2000).
Specifically, we recommend that the Master Plan and the
zoning classifications which implement it should:
8-9 9 0,
A) Create 12th Street and, to the extent permitted, the
north and south properties on 12th Street which abut
Biscayne Bay, as Major Public Facilities Use. The -
intersection of 12th Street with the Bay should become a
plaza or focal point on the Baywalk. If possible, a public
use/recreational amenity could be located at the
intersection. This could be a boardwalk, a pedestrian pier,
the water taxi depot or other uses.
Responses The City cannot legally designate private
property for a public use as part of its Comprehensive Plan,
however, we agree that the location at 12th Street and the
Bay would be ideal for a major public park and focal point
in the Brickell area (see response to comments 1-E, 7 and 8
above).
B) Because of the physical limitations affecting the new
Brickell Park site, specific attention must be paid to drag
active, pedestrian activity into the park. Possibilities
include: a small scale historic village, a water taxi
depot, a. botanical garden, a fish market/restaurant and
others.
Responses These are good suggestions for uses within the
new Brickell Park., A water taxi stop is already included in
the Plan (see map on page IV-24). The Plan will be revised
to specifically recommend activity generating uses.
C) Establish in the middle Brickell area, east of the
Metrorail, one of the suggested catalysts which will
encourage not only the Comprehensive Neighborhood Plan
restricted commercial use designation, but which will also
enhance the neighborhood for the residential users to the.
west and south.
Responses See response to BAA comments 1 and 4.
il. Comment: The BM supports policy 2-C [from the "Land
Development" chapter] for West Brickell.
27
1-1
PARK WEST CIVIC ASSOCIATION INC.
1. Comment: We would like to see the development of Block 43
North which is the block that the Camillus House is located
in.
Response: Agreed. The City's Department of Development
prepared an RFP for Block 43 North, which calls' for a
mixture of uses on the block. Responses to the RFP are due
in August of 1989.
2. Comments We believe that in order for the mass
transportation system to work, the City has to encourage
major developments at the Overtown Metro Station and 3 other
People Mover stations in Park West. In conjunction with
this, it would make sense to construct the City Hall
adjacent to the Overtown Metro Station.
Response: The Planning Department is firmly in support of
the Government Center Master Plan which calls for the
development 'of City Hall in the area designated as the
"Government Center".
3. Comment: We support the location of the Performing Arts
Center in either the Bicentennial Park or on the Scurtis.
Weaver properties along Biscayne Boulevard on NE 7th and
NE 10th Streets.
Response: The Plan already supports the location of the
Performing Arts facilities on the west side of Biscayne
Boulevard within the designated entertainment district
between N.E. 2nd Street and N.W. 11 Street (see the
following policies and supporting text). However, the exact
location cannot be determined until a property owner within
the recommended district comes forth with a proposal and
feasible financial package for the facility.
(Page I-5,6) Policy 1-B: Support development of a
performing arts center, including an opera hall,
symphony hall, and drama/dance theater, within an
entertainment district located along Biscayne
Boulevard.
A Performing Arts Center - An opera house and symphony
hall, together with a drama/dance theater, should be
located in the vicinity of NE 2nd to llth Streets
within blocks with frontage on the west side of
Biscayne Boulevard. Presently underdeveloped, these
properties command an unrivaled view of the
Bicentennial/FEC park site and the Bayfront. The
performing arts center would anchor the redevelopment
of Southeast Overtown/Park West, the Community College
district,, and the public waterfront, while linking to
other portions of downtown via the Metromover. By
utilizing lands west of the Boulevard, joint
development of commercial and residential space within
air -rights over the performing arts center could
recapture through private lease revenues the original
public land costs and land value increment created by
the public investment.
Alternatively, if land assemblage proves impractical,
the northernmost section of Bicentennial Park offers a
10 acre site suitable for locating the arts center.
Here, the opera and symphony halls could turn towards
the Bay and the Boulevard, respectively, and join with
the proposed facilities for educational and interactive
attractions proposed for the park site (see Enhancing
Public Spaces, Policy 3-A). Over 70% of the waterfront
would remain as public open space with views from
Biscayne Boulevard to the Bay. On -site parking would
be supplemented by linkage to the Metromover and to
proposed peripheral parking at NE filth Street (see
Making Connections, Policy 6-B) and private parking in
the Omni/Herald Plaza area. Present City policy, as
established by the City Commission, would preclude use
of Bicentennial Park as a site for the Performing Arts
Center. If use of public land is essential to
implement the Performing Arts Center, the City should
reconsider this policy.
4. Comments (We would like
Bicentennial Park, and the
Coordinator for the Park.
to see] The development of
creation of an Activities
Response: The City recently approved in principal a
"Downtown Waterfront Master Plan" which calls for the
placement of a series of attractions along both Bicentennial
Park and the FEC Tract. These attractions will consist of
uses such as museums and aquariums which are usually
accompanied by activities for the community. The following
Objective, Policy and supporting' text from the "Enhancing
Public Spaces" chapter of the Plan support this also:
(Page V-13) Objective 3. Enable Downtown to return to
and celebrate its waterfront by making it public,
keeping it active, and assuring its accessibility.
Policy 3-A: Provide a continuous
parks and major attractions along
are compatible with that setting.
network of public
the waterfront that
Bicentennial/FEC Park - The most dramatic, yet
underutilized segment of downtown waterfront is the
Bicentennial/FEC park bay frontage at the foot of
Government Cut. This 2,000 foot length of frontage is
the critical link between Sayside and the Herald
Plaza/Omni area. Public attractions, which are
c
educational in nature, should line the waterfront in
sequence from Bayside to I-395. Entertainment and
education should be combined in facilities such as
science or maritime museums, planetariums or aquariums,
dimensional projection theaters (film images that
surround the audience's field of vision) or holographic
projection theaters developed in this area. They would
draw people throughout the day and night, and promote
the repeat visit of the local resident for each new
show or exhibit. In this way the waterfront can become
a truly active place.
The Downtown Waterfront Masterplan does not call for such
major intensity public uses in Bicentennial Park that a full
time activities coordinator would be required. Therefore
one of the following scenarios is likely to occur:
1) Any major public events to be held in Bicentennial
Park would be coordinated through the Bayfront Park
Trust Coordinator, who currently handles the activities
coordination for Bayfront Park. This solution does not
imply that the Bayfront Park Trust would have control
over Bicentennial Park. It simply states that since
there is the intention of Bicentennial Park being used
for less intense public events than Bayfront Park, and
that events in both parks will most likely not occur at
the same time, perhaps one activities coordinator could
serve the entire downtown park system.
-or-
2) Since a unified development utilizing private funds
is the most likely solution for the overall master
development of the Bicentennial/FEC park properties,
the City will make sure that one of the criteria
evaluated in each proposal will be how all of the
activities within the park will be coordinated and by
whom. This should ensure that the attractions
themselves are coordinated along with the public uses
for the park.
5. Comment: [We would like to see] The removal of the car pound
under I-95.
Responses Agreed. The Plan will be revised to recommend
that the car pound under I-95 be removed. It will also
recommend that landscaping be used to screen the pound from
view in the interim until another location can be found.
The Plan will recommend that the site then be converted into
a parking lot serving the adjacent Southeast Overtown/Park
West housing and the Overtown Historic Folklife village.
6. CO Bents [We would like to see the] Relocation' of FXC
railroad track going to Dodge island and the sale or
beautification of the abandoned municipal railroad right-of-
way from NW lst Ave. to Biscayne Blvd.
Response: Agreed. The Plan will be revised to add a
recommendation that the railroad to Dodge Island be either
abandoned, or as a second alternative, that it be relocated
into the right-of-way of NE 6th Street. However, it is
important to note that the City can only recommend thi$, the
ultimate decision must come from the Port and FEC railway.
As for the municipal railroad right-of-way, the City is
reserving this property for the proposed High Speed Rail and
as an alternative the City will hold on to the property as a
means of participating in joint development with the private
sector. The Plan will recommend that tax increment funds
from the redevelopment district should be used for
beautification of the municipal railroad right-of-way.
7. Comment: [We would like to see a] Review and update the
Southeast Overtown/Park West Plan to reflect current
economic conditions, and the failure of the existing plan in
developing the Park West area.
Response: The Southeast Overtown/Park West redevelopment
plan is scheduled in the near future to be reviewed and
updated for Phase II by the Department of Development with
assistance from the Planning Department and the Downtown
Development Authority.
We take exception to the above statement that the plan was a
failure in developing the Park West area. It seems that the
only development that has taken place in the Park West area
has been as a direct result of the plan.
8. Comments [We would like to see the) Upgrade of services in
the Overtown & Park West areas which include a more
effective lot cleaning program, daily street cleaning and
street sweepers.
Responses The "Developing Commerce" chapter includes the
objective and policies listed below in support of expanded
services. One possibility to accomplish this is a
management district for the area. The Planning Department
hesitated to include this in the Plan because it involves an
additional tax assessment and calls for a majority of the
involved property owners to approve its creation. However,
if the Park West Civic Association would like a management
district to be recommended, we will be happy to do so.
Another possible source of funding for extra services may be.
the tax increment revenues. This, however, would require a
change in the state law which currently restrict* the use of
tax increment revenues.
31
0
[A
{
(Page I-20,2l',22) Objective 5: Provide high quality
levels of maintenance, security, management and
promotion.
Policy 5-A: Create management districts, funded by
special assessments to provide .extra services needed in
special areas of downtown.
The City of Miami offers the highest level of service
that it can afford to provide, however, the basic needs
of the overall city do not permit the expenditure of
funds on exceptional services needed for a first class
downtown. The Downtown Development Authority, which is
funded by an additional 1/2 mil assessment on downtown
property, is charged with promoting the overall
economic development of downtown and with planning and
implementing physical improvements and redevelopment
projects. Like the City, the DDA does not have
sufficient resources to dedicate to specialized
services needed by certain small areas within downtown.
In 1986, the state legislature passed an enabling
statute to allow local government to set up special
assessment districts for services such as maintenance,
security, retail district management and special event
programing. By creating a dedicated source of revenue
through special assessment districts, property owners
can ensure that special supplemental services are
provided through a management organization.
-a
Policy 5-C: Encourage the state and county governments
to increase spending on roadway maintenance,
landscaping, and lighting.
In the process of budgeting limited funds, the need to
reconstruct, resurface, and/or repair existing streets
and sidewalks tends to be overshadowed by major new
roadway construction projects. Major downtown streets
such as Miami Avenue and NE 2nd Avenue are long overdue
for major sidewalk and drainage repairs, and the lack
of landscaping and regular maintenance in expressway
rights -of -way are a major eyesore in the downtown area.
The importance to the regional economy of a first class
downtown needs to be stressed as the county and state
establish spending priorities.
Policy 5-D: Promote high standards of maintenance on
all private property by enactment of a community
appearance code and increased code enforcement.
Some areas of downtown have been neglected by private
property owners. Litter, overgrown weeds, broken
awnings, peeling paint, and obsolete signs greet
visitors along several major corridors. Some
R9904
32
L
i
communities around the country have experimented with
appearance codes, finding that such codes can be
effective, provided that adequate manpower is available
for enforcement. An appearance code for downtown
should be developed, including a permanent source of
funding for enforcement.
9. Comment: [We would like to see the City) Revise the DRI in
the Park West area to encourage commercial development, such
as hotels and office buildings, which could support the port
facilities.
Response: The Planning Department supports commercial
development in Park West especially along Biscayne
Boulevard. The DRI is currently being updated by the City's
Department of Development with the assistance of a
consultant. Increment II of the DRI will be completed as
part of the task, possibly before the end of 1990.
10. Comment: We support the construction of the exhibition hall
adjacent to the arena as previously planned.
_ Response: The Plan supports location of the exhibition hall
in Dupont Plaza for all of the reasons stated in pages I-3
thru I-5. However, if a feasible development agreement
cannot be reached in a timely manner, s. good alternate site
which meets most of the listed criteria in the Plan would be
the original Decoma Venture site adjacent to the Arena in
Park West.
11. Comment: Amend the Downtown Master Plan to establish SPI-6
and SPI-7 zoning for the Park West Area.
Response: The SPI-6 and SPI-7 zoning districts are not
appropriate for the Park West area. The Plan will, however,
be revised to recommend an SPI district with the following
characteristics. .
The basic maximum FAR for nonresidential uses will remain at
the existing 1.72 (based upon gross lot area as defined in
Zoning Ordinance 9500). When the new citywide zoning
ordinance is implemented, this will be converted to FAR 2.0
based upon the actual lot area including AAy regUired,Xight-
of-wag dedication.
Seperate from the maximum limitation on nonresidential uses,
the maximum intensity for residential uses should be
increased to 3.2 times gross lot area (net FAR 4.0),
allowing a total mixed -use development of 4.92 times gross
lot area (net FAR 6.0).
In addition to the above, the following floor area ratio
bonuses should be available, subject to approval of a Major
Use Special Permit for each individual development proposal:
149.9'
33 �•
1
a.
For developments where the main building entrance is -
located within a 600 feet walking distance from the
entrance to a Metromover or Metrorail station, the
maximum floor area may be increased by 0.5 times lot
area.
b.
For development that incorporates a Metromover station
into its physical structure, providing direct access
internally and sharing construction costs
appropriately, the maximum floor area may be increased
by 0.5 times lot area. -
c.
For every one square foot of residential use (including
hotels) provided on -site, the maximum floor area may be
increased by one square foot.
d.
For every one square foot of ground level retail,
service, cultural or entertainment uses designed in
accord with adopted standards for "primary pedestrian
pathways", the maximum floor area may be increased by
one square foot.
e.
For every one square foot of child care center indoor
floor area and two square feet of child care center
required outdoor play area, the maximum floor area may
be increased by four square feet.
f.
For development on lots with frontage on Biscayne
Boulevard, the maximum floor area may be increased by
one square foot for every $6.67 contribution to the
—
City of Miami Affordable Housing Trust Fund.
89-990,
34
EDGEWATER AREA ASSOCIATION INC.
1. Comment from letters "Generally, we believe the plan is an
excellent guide to achieve first class status for the core
area of downtown, West Brickell, and to a lesser extent the
Omni area. But, we have some reservations about the lack of
emphasis on needs of the Edgewater area. The Edgewater area
from 36th Street south to Omni at 17th Terrace is the
northern gateway to Omni and downtown, and as such, needs
full support and aggressive action by the City staff and
policy officials at all levels to help facilitate its
beautification, development and provision of adequate police
services on a regular and continuing basis around the clock.
South Edgewater from 17th Terrace to 20th Street is an
integral part of the whole Edgewater area and also is
included in the Master Plan.
Responses We agree with the importance of Edgewater as the
northern gateway into the Omni and Downtown areas. However,
this is a Master Plan for Downtown, of which South Edgewater
happens to be a part; it is not a plan for the entire
Edgewater area. There is a separate plan being prepared for
the Edgewater area; and issues such as those described in
the above comment should be addressed in that plan.
2. Comments From the last paragraph of the executive summary=
The suggested increase in intensity (up to a range of FAR 2-
3) North of NE 17th Terr. to 20th Street to form a
transition or buffer between the very high intensity of SPI-
6 (with FAR 6-10 ) and the Edgewater neighborhood to the
north is inadequate and inequitable. The FAR should be a
maximum of 3.2 which is slightly more thanhalf of what is
suggested for West Brickell and the Herald Plaza. Also a
larger increase in intensity than FAR 2.42 was suggested for
Lummus Park (FAR 3) than south Edgewater (see p.VI-14 and
16).
Responses The Plan will be revised to recommend an FAR
increase up to Sector 9 (FAR 3.2 based upon gross lot area)
with conditions described below for properties between N.S.
17th Terrace and N.E. 18th Street. This is in recognition
of the fact that the special taxing district for the Omni
leg of Metromover extends to N.E. 18th Street. Properties
located between N.E. 18th Street and N.E. 20th Street should
be increased to Sector 8 (FAR 2.42 gross) subject to the
same conditions. The service area of the regional rapid
transit system must be used to define the boundaries of
"downtown" for purposes of development intensity. To permit
extrordinarily high intensities (in excess of Sector 7/rAR
1.72) outside of this service area would be contrary to
growth management policies established in the Miami
Comprehensive Neighborhood Plan and the Netro-Dade County
Comprehensive.Plan.
�p
EDGEWATER AREA ASSOCIATION INC.
1. Comment from'letters "Generally, we believe the plan is an
excellent guide to achieve first class status for the core
area of downtown, West Brickell, and to a lesser extent the
Omani area. But, we have some reservations about the lack of
emphasis on needs of the Edgewater area. The Edgewater area
from 36th Street south to Omni at 17th Terrace is the
northern gateway to Omni and downtown, and as such, needs
full support and aggressive action by the City staff and
policy officials at all levels to help facilitate its
beautification, development and provision of adequate police
services on a regular and continuing basis around the clock.
South Edgewater from 17th Terrace to 20th Street is an
integral part of the whole Edgewater area and also is
included in the Master Plan.
Responses We agree with the importance of Edgewater as the
northern gateway into the Omni and Downtown areas. However,
this is a Master Plan for Downtown, of which South Edgewater
happens to be a part; it is not a plan for the entire
Edgewater area. There is a separate plan being prepared for
the Edgewater area; and issues such as those described in
the above comment should be addressed in that plan.
2. Comments From the last paragraph of the executive summary;
The suggested increase in intensity (up to a range of FAR 2-
3) North of NE 17th Tarr. to 20th Street to fora[ a
transition or buffer between the very high intensity of SPI-
6 (with FAR 6-10 ) and the Edgewater neighborhood to the
north is inadequate and inequitable. The PAR should be a
maximum of 3.2 which is slightly more than. half of what is
suggested for West Brickell and the Herald Plaza. Also a
larger increase in intensity than PAR 2.42 was suggested for
Lummius Park (PAR 3) than south Edgewater (see p.VI-14 and
16).
Responses The Plan will be revised to recommend an FAR
increase up to Sector 9 (PAR 3.2 based upon gross lot area)
with conditions described below for properties between N.R.
17th Terrace and. N.E. 18th Street. This is in recognition
of the fact that the special taxing district for the Omni
leg of Metromover extends to N.E. 18th Street. Properties
located between N.E. 18th Street and N.E. 20th Street should
be increased to Sector 8 (PAR 2.42 gross) subject to the
same conditions. The service area of the regional rapid
transit system must be used to define the boundaries of
"downtown" for purposes of development intensity. To permit
extrordinarily high intensities (in excess of Sector 7/FAR
1.72) outside of this service area would be contrary to
growth management policies established in the Miami
Comprehensive Neighborhood Plan and the Metro -Dade County
Comprehensive.Plan.
{
The recommended intensity increases would be granted to
individual development on a case by case, basis subject to —
the following two conditions: 1) approval of a major use =
special permit and 2) as a bonus for on -site housing or a
contribution to the City of Miami Affordable Housing Trust _
Fund.
Regarding the comparisons to West Brickell and Lummus Park,
it should be noted that both are strictly residential
neighborhoods, and that the Plan recommends an intensity for
both neighborhoods of FAR 2.42 based on dross lot area and
FAR 3.0 based on net lot area.
3. Comments From the "Living Downtown" chapter, p.III-1-
Edgewater - reference to "Hqh density zoning as
contributing to land speculation, absentee ownership, and
disinvestment" is an erroneous assumption. Edgewater is a
low density area when compared with Omni, downtown and
Brickell. Also, a 10 to 16 year or longer holding period is
speculative the hard way, if you can call it speculative.
More emphasis should be given to all of the Edgewater area
as a potentially excellent place to live adjacent to
downtown.
Responses The comment quoted above regarding "high density
zoning" clearly means that the current zoning of Edgewater
is high when compared to the existing development in the
area. This is a disincentive for the existing property
owners of these lower' density uses to maintain their
properties, especially if they feel that the current use is
only temporary.
As for placing emphasis on the Edgewater area as a
potentially excellent place to live adjacent to downtown,
the Plan does say the following about Edgewater:
(Pages III-112) Stretching along the bayfront from Omni
to NE 36th Street, a large part of the [Edgewater]
neighborhood lies outside of the downtown study area,
but it represents a potential housing resource for
those seeking in -town housing close to core area jobs
and attractions. In particular, the southern portion
of Edgewater near the Omni International Mall and Pace
Park, offers prime sites for residential development.
4. Comments Page III-5- Security - De_ Ietg last sente ca that
says: "There are localized areas where crime is in fact an
increasinq problem, specifically in the Edgewater and L,unwAs
Park neighborhoods." This is an unnecessary put down of
both areas to minimise downtown problems and should not be
printed in a permanent document such as the Master Plan.
Please give us the round-the-clock police presence we have
been requesting for years. We receive temporary increases.
in police presence and publicised arrests, then the presence
1. lot
f
thins out fast, especially at night when the most serious
crimes take place. We appreciate the recent opening of the
police mini -station and adding of a horse patrol. They both
help during the daytime hours but do not meet the need for
more night time patrols of the entire area.
Response: Based on the police reports which the Planning
Department receives and uses to map high crime areas within
the City, this statement is true. There is more -crime in
the Edgewater area than in the CBD. However, the Plan will
be revised to delete reference to specific neighborhoods in
the above quoted statement.
5. Comment: Page III-10 - South Edgewater - PAR maximum should
be 3.2 (Sector 9) .instead of FAR 2.42 (Sector 8). FAR 2.42
is less than half that proposed for West Brickell and the
bottom of Omni which is PAR 6 to 10 . The difference is too
drastic to provide incentives to developers who say that at
current FAR 1.72 their numbers just do not work out to
viable and successful projects.
Response: See the response to comment #2.
6. Comment: Chapter IV - Public Tr nsit system - P.IV-23 and
25 (Policy 4-6) - add the following proposed items that
would be served by extensions of Metromover legs to Omni;
A) High Density Mixed -Use development in Herald Plaza
B) Moderate Density development in South Edgewater
C) International Trade Mart
D) Business Park / Export -Import activities
Response: Agreed. These items will be added to those that
will be served by the Metromover.
7. Comment: Chapter V - Enhancing P blic Places - Policies 2-
A and 2-C - Pages V-9 to 11 - Biscayne Boulevard - Roberto
Burle-Marx beautification design - 18th Street south to
Miami River. Suggest a recommendation to extend this design
in modified form to I -19 5 , the front door or gateway to 0= 4
and Miami from the North. The DDA intends to have the
design plan extend to 24th Street, its new boundaries.
Responses As previously stated, (see response to comment
i1) this is a plan for downtown. If the Edgewater Area
Association would like to see the Burle-Marx design for the
Boulevard extended up to I-195, this should be considered as
part of the plan for Edgewater which is currently being
prepared.
S. Cos nt: Chapter VI - Lan. n8 , ,,,.- page VI-3 - The
plan Bays that the next 20 years of development mould *wily
tit into either Omni, downtown or Brickell. it will ropise
37^,
- - LL
well over 100 years of growth to completely build out all
three areas. Why does this situation deter some planners
from promoting Edgewater?
Response: This statement is not meant to be a deterrent
from promoting Edgewater. It is a simple fact comparing the
existing zoning with the amount of office space that the
downtown office market can absorb. Each neighborhood'within
the city has different strengths in types of uses they can
best support. Edgewater's strength seems to be as a high
density residential area. The analysis in this section
refered to office development only.
9. Comments Page VI-9 - North Omni Ran idential/Commtercial -
Plan recommends change to CR-3/8 - 2nd Avenue East to 4th
Avenue and North to 20th Street. This should be CR-3/9 fro:a
17th Terrace to I-195, and 2nd Ave. to 4th Ave.
Response: See the response to comment #2.
10. Comments Page VI-12 - Delete the last sentence of paragraph
2 - Biscayne Boulevard north of Omni to I-195 is not
comparable to Coral Way. It adjoins Omni and is part of
downtown.
Responses The above referenced sentence is a statement of
fact concerning existing zoning and land use policy
throughout the City. It has no effect, positive or
negative, on future FAR increases.
As one can see from the maps in the Plan, Coral Way also is
part of downtown and adjoins Brickell. It is exactly the
same situation as Biscayne Boulevard. It is a major street
with higher intensity uses within downtown than it contains
once it leaves downtown. In fact, there are a series of
other streets which are also comparable and probably should
be added to this section. They includes Brickell Avenue,
South Miami Avenue, S.W. 8th Street, and Flagler Street.
li. Comment: Page VI-14 - Policy 2-C - Plan says utilize
increased zoning intensities to encourage redevelopment in
certain areas. Why shouldn't this be done for Biscayne
Boulevard - 17th Terr. to 1-195? Since January 1906, Mayor
Suarez has supported higher densities north of Omni. Also
at his recent State of the City Luncheon, he stated again
that substantial increases in density are necessary along
Biscayne Boulevard north of Omni. We and the mayor need
staff support for higher densities in the Edgewater - area
that will give the area a reasonable opportunity to attract
developers for residential and conviercial projects.
Responses See the response to comment #2. Additionally, we
must point out that you cannot create a market for
development where none exists by increasing FAR'*. To the
30--
1
contrary, high FAR's tend to delay development in a weak
market area because expectations of "highest and best use"
are artificially inflated. This has been demonstrated in
both the Omni SPI-6 district and the Brickell SPI-7
district.
Developers are usually unable to build at intensities less
than the maximum permitted by zoning because land prices are
based upon the maximum FAR. Existing property owners are
often reluctant to redevelop because they want to maximize
the "potential" of their investment.
The beat opportunity that Biscayne Boulevard has to attract
commercial/office development is the large single occupant
such as Bacardi, that wishes to create an identity by owning
or leasing an entire building. Buildings of 50,000 to
250,000 square feet can be built for such users comfortably
within the existing zoning: If Biscayne Boulevard is over -
zoned, such development will be discouraged, while larger
office buildings that must attract multiple tennants from
the open market will be too risky.
The emphasis in Edgewater needs to be on changing the image
and conditions that make it less desirable as a place to
live and work. In addition to addressing crime and other
socio-economic problems, the area needs widespread
replacement or substantial rehabilitation of deteriorated,
outmoded structures. Clearly, widespread change is not
possible with zoning that promotes development of only large
"trophy" buildings. Even the most optimistic of market
scenarios for residential or office space absorption would
leave only a handful of new buildings skattered throughout a
vast area of older deteriorating structures.
12. Comment: Page VI-15 - Zoning Map - Change south Edgewater to
CR-3/9 and RG-3/9 from CR-379 and RG-3/8.
Responses See the response to comment #2.
13. Comments Page VT-16 - South Edgewater/North Omni area -
Change to CR-3/9 and RG-3/9 from CR-3/8 and RG-3/8.
Response: See the response to comment #2.
39'""�
171
Al
OVERTOWN ADVISORY BOARD
No written comments were received from this group, however, the
following is a synopsis of the most significant comments from two
meetings held on 5/18/89 and 7/6/89.
1. Comment: Does the Downtown Master Plan support continued
efforts to redevelop Southeast Overtown/Park West as a
residential community?
Response: Yes. The plan strongly supports the need to
continue beyond the' 1000 housing units currently under
construction, to build more new housing and rehabilitate
existing housing.
2. Comment: What does the Plan do for Southeast Overtown?
Response: The Plan will help Southeast Overtown in three
major ways:
a. The Plan reaffirms the validity of the redevelopment plan
concept for Southeast Overtown/Park West and recommends
policies to continue to develop a residential
neighborhood.
b. The Plan promotes development of a number of facilities
and attractions that will stimulate private sector
development within the Southeast Overtown/Park West
Redevelopment District (for example, the Bicentennial/FEC
Park, Biscayne Boulevard Burle Marx design, high speed
rail terminal, expansion of higher education programs,
Historic Overtown Folklife Village). That new
development will generate tax increment revenue that can
be spent on projects within Southeast Overtown.
c. The Plan generally strives to improve development
prospects for the downtown area and to capture a greater
share of regional economic growth within the City. This
could mean an additional 45,000 jobs within walking
distance of Southeast Overtown and an additional $3
billion in taxable property value to help pay for vital
city services.
3. Comment: There is nothing new in the Plan regarding how to
redevelop Southeast Overtown. Why hasn't more attention been
given to how to build housing and how to solve other problems
in this neighborhood?
Responses The Downtown Master Plan is a broad POLICY plan,
not a detailed redevelopment plan. It recommends WHAT should
be done (the way pieces of Downtown should fit together and
what is missing), but does not attempt to define• specific
actions for HOW to make things happen. This is equally true
for all areas within the Plan, particularly the residential
neighborhoods (South Edgewater, Southeast Overtown, Luamas
41 139"_990
•
a
Park, West Brickell and Central Brickell)
question is more properly addressed after
accepted, in a smaller scale study at the
site -specific level.
The HOW to
the policy is
neighborhood or
Southeast Overtown/Park west is unique among all of the
subareas within the Downtown Master Plan boundaries in the
sense that a policy plan and a detailed redevelopment plan
were already completed for this area almost ten years ago.
It is understandable that residents of Southeast Overtown
would be impatient to move forward into more specific
projects rather than to go back and revisit basic policies.
To this concern there are two important responses:
a. The basic policies for Southeast Overtown/Park West
cannot be taken for granted. They have been seriously
questioned by some members of the business community,
property owners, and political leaders. It is timely now
for the Downtown Master Plan to analyze Southeast
Overtown/Park West in the context of the greater downtown
area and to question what its future role should be.
b. There are other planning efforts besides the Downtown
Master Plan that can more appropriately outline a
specific action program for Southeast Overtown. Chief
among them are the "Phase II" update of the redevelopment
plan that the Department of Development is now beginning,
and the Metro -Miami Action Plan. The Downtown Master
Plan will aid those efforts by stimulating development
that will generate the tax increment revenue necessary to
fund projects in Southeast Overtown.
3. Comment: Southeast Overtown should have an entertainment
district featuring the nightlife and jazz clubs that were
popular in earlier days, in order to generate revenue.
Response: Agreed. The Plan currently recommends jazz clubs
and other culturally oriented entertainment to be a major
focus of the Historic Overtown Folklife Village. In order to
place more emphasis on an entertainment district in Southeast
Overtown, the Plan will be revised to include this
recommendation in Policy 3-A of the "Creating A Marketplace"
chapter. Also, the entertainment district shown on the map
on page II-14 will be enlarged to include -properties along NW'
2nd and 3rd Avenues up to NW 11th Street.,
42 s9_990 q(a
-
D O W N T O W N
M A S T E R
M I A M I
P L A N
FINAL REPORT
JULY 1989
CITY OF MIAMI PLANNING DEPARTMENT
DOWNTOWN DEVELOPMENT AUTHORITY
CITit�r of rfliami
CESAR H. ODIC)
Citv !Manager
To the Citizens of Miami:
The Downtown Miami Master Plan provides a blueprint for development of the
City's urban center into the next century. It addresses not only the bricks and
mortar of construction, but also considers the intangible qualities that make
Miami great. Issues of existing downtown residential communities, new
neighborhoods, services, culture, education and public spaces are also considered.
At the foundation of the Downtown Miami Master Plan is a response to the
needs of the Greater Miami community. These include economic development,
jobs, taxes and community relations.
The successful implementation of the Plan will contribute to the creation of over
45,000 new downtown jobs by the year 2000. Increased office, retail,
entertainment, educational and residential services will result in job opportunities
for the unemployed and new job prospectives for underemployed City residents.
By the year 2000, the Plan seeks to achieve development that will double
Downtown's annual tax contribution to the City, adding $3,000,000,000 to the tax
roll. Today, downtown pays 30% of all property taxes collected in the City, but
occupies only 3% of the land area. High density downtown growth, which is
service efficient, will allow it to provide increased tax support for funding
Miami's neighborhood service needs.
Increased social contact stimulated by enjoyable, enriching civic events and
quality public places is a fundamental means of uniting the City's ethnic, racial,
and cultural groups. Downtown hosted over 5,000,000 individual visitors in 1988.
The Plan envisions an even stronger role for downtown as the social, educational
and cultural center of South Florida. Downtown can be a strategic focus for
building a diverse but united community.
In the information that follows, you will find a vision for Miami's future and a
detailed guidebook on how we can arrive there.
Sincerel
Cesar Odrio 1`99-99C City Manager
OFFICE OF THE CITY MANAGER/P.O.Box 330708/Miami, Florida 33233-0708/(305) 579-6040
D O W N T O W N M I A M I
M A S T E R P L A N
FINAL REPORT
JULY 1989
XAVIER L. SUAREZ, MAYOR
VICTOR DE YURRE, VICE -MAYOR
M. ATHALIE RANGE, COMMISSIONER
J.L. PLUMMER JR., COMMISSIONER
MILLER J. DAWKINS COMMISSIONER
CESAR H. ODIO, CITY MANAGER
CITY Of M I A M 1 PLANNING DEPARTMENT
DOWNTOWN Of VELOPMINT AUTHORITY
S9_990!
■
CITY OF K AM PLANNING DEPARTMENT:
Sergio Rodriguez, Assistant City Manager and Planning Director
Guillermo Olmedillo, Deputy Director
Joseph W. McManus, Assistant Director
Elbert L. Waters, Assistant Director
Jack Luft, Planner III
Joyce A. Meyers, Project Manager
Planners: Lourdes Slazyk Ana Gelabert -Sanchez
Clark Turner Zeljka Bilbija
Sarah Eaton
Typists: Debra Ragin Valerie Harris
Graphics: Richard Butler Elva Reyes
DOWNTOWN DEVELOPMENT AUTHORITY:
Mathew Schwartz, Executive Director
Peter Andolina, Deputy Director
Planners: Katia Hirsh
Adam Lukin
Roy F. Kenzie, Former Executive Director
CONSULTANTS:
Polita C. Gordon, Editor
Clyde Judson
Joseph Tyborowski
TABLE OF CONTENTS
INTRODUCTION
EXECUTIVE SUMMARY
MIAMI 2000: DOWNTOWN AT THE TURN OF THE CENTURY
THE DOWNTOWN MIANII MASTER PLAN
I. DEVELOPING COMMERCE
Goal
Issues
Policy Recommendations:
Economic Catalysts:
Exhibition Hall
Performing Arts Facilities
Higher Education
Retail Anchors
Visitor Attractions
Wholesale Trade Mart
Business Park
High Speed Rail Terminal
Overtown Historic Folklife Village
Internal Linkages
Quality of Work Life in Downtown
Rehabilitation of Commercial Space
Services in Downtown
II. CREATING A MARKETPLACE: RETAILING IN DOWNTOWN
Goal
Current Downtown Marketplaces
Projected Retail Expansion
Marketplace Issues
Policy Recommendations:
Sidewalk Oriented Storefronts
Flagler Street Initiative
Retail and Entertainment as Attractors
and Linkages
Parking for Retail and Entertainment
II-1
H-1
H-2
II-4
U-6
II-6
II-10
II-13
II-17
99-990,
M. LIVING DOWNTOWN
Goal III-1
Miami's Downtown Neighborhoods lII-1
Housing Development Issues III-6
Policy Recommendations: M_8
Protection of Existing Neighborhoods III-8
f Development of New Neighborhoods III-12
Public Resources for Housing III-15
Housing the Homeless 111-17
IV. MAKING CONNECTIONS
Goal
IV-1
Regional Context
IV-1
Downtown Circulation System
IV-2
Vehicular Circulation Issues
IV-4
Pedestrian Circulation Issues
IV-6
Public Transit Issues
IV-7
Parking Issues
IV-10
Policy Recommendations:
IV-13
Vehicular Circulation
IV-13
Growth Management
IV-17
Pedestrian/Vehicular Priorities for Limited
Street Space
IV-20
Public Transit System
1V-23
Alternative Transportation Systems
IV-31
Balanced Parking Supply
IV-33
V. ENHANCING PUBLIC SPACES
Goal
V-1
Opportunities
V-1
Policy Recommendations:
V-4
Creating Public Gathering Places
V-4
Public Streets as Open Space
V-g
Activating the Waterfront
V-13
Visual Identity and Sense of Place
V-17
VI. LAND DEVELOPMENT
Goal VI-1
Development Potential VI-1
Policy Recommendations: VI-5
Concentration of Complementary Use VI-6
Planning for Urban Concentration VI-12
Facilitating Development VI-17
` 9 -9901
INTRODUCTION
The Downtown Miami Master Plan presents a vision for the future of downtown
Miami, and the planning goals, objectives, policies and actions that should direct
the City's development into the next century.
The Executive Summary provides a brief overview of the concepts, premises,
goals and policies of the Plan. It is a synopsis of the most significant
recommendations, but does not attempt to convey the complexity of supporting
actions discussed in the full Downtown Miami Master Plan.
The next section, Miami 2000, presents a textured image of how downtown
Miami will look, sound and feel if the Plan succeeds. It paints a picture of
what the planners look toward as they piece together the technical details of
policies and implementing actions. It allows the reader to share their vision of
a lively, concentrated, urban center where commerce, retail, residential living,
entertainment and education mix in an colorful waterfront tropical setting
accented by artistic and natural beauty.
The remainder of this document, the Downtown Miami Master Plan, is divided
into six chapters, each focused on a major subject area: commerce, retail,
housing, public spaces, transportation, and land development. Each chapter begins
with a goal, then presents essential background information and identifies critical
issues and challenges. Objectives, policies, and actions are then recommended to
respond to the challenges and achieve the goal.
This Plan is designed to consistently view the entire downtown as one study
area, from Omni to Brickell. Seeing "downtown" as one functioning district with
distinct, but interdependent subareas has been historically difficult for many of
Miami's diverse interest groups. It is, however, the central theme of this Plan.
Furthermore, each chapter of the Plan overlaps and affects the outcome of the
others. The successful realization of each objective is critical to the ultimate
success of the Plan.
This Plan was prepared by the City of Miami Planning Department, in
collaboration with the staff of the Downtown Development Authority. A major
influence on the Plan were the comments and suggestions of the Citizens
Advisory Committee, which participated in numerous workshops beginning in 1986.
This Draft Report of the Plan is intended for review and comment by the
Citizens Advisory Committee and by other interested organizations and individuals
prior to its presentation to the City Commission for adoption. Appropriate
modifications and corrections will be made and the final Plan will then be
reprinted in a color format.
The Downtown Miami Master Plan is designed to meet the technical needs of
developers, administrators, politicians, and planners yet is general enough to
provide insight to all citizens about the potential of downtown. It is intended
to provide an intersection between vision and planning that will serve as a
blueprint for Downtown Miami's realization of a special destiny.
1�9-990i
DVERTC
ew ew ..A
i
3RICKFI I Ail
EXECUTIVE
SUMMARY
EXECUTIVE SUMMARY
Miami is a young city. It does not have a tradition of city building based on
grand plans or broad visions that have shaped such cities as Washington D.C.,
Chicago or Savannah. Miami is an opportunistic city that moves quickly with a
keen sense of current trends. This plan recognizes however, that such qualities
which have served in the evolution of this great city cannot be counted on to
correct mistakes in urban growth that can last for generations. Guidance in the
form of a comprehensive and integrated master plan must exist to ensure a city
which is capable of accommodating growth. But to champion growth without
holding to higher standards for achieving a livable city center is to sell short
our potential. This plan seeks to raise expectations about that potential and set
a realistic program for attaining it. In essence this plan builds a policy
framework for a functional, accessible, stimulating and friendly downtown, but
one in which a constantly shifting character can find full expression.
The Downtown Miami Master Plan seeks to achieve a concentrated, active urban
center with strong commerce, a healthy retail base, a developed residential
community, ease in transportation access and parking, enhanced public spaces and
entertainment and waterfront activities.
BEYOND THE YEAR 2000
The challenges which the plan considers, and the agenda for the future are based
on a series of five broad planning concepts for shaping the growth of the city
center. These concepts are as follows:
1. Create a necklace of events and facilities encircling the downtown core that
will energize it and catalyze the development of a complex, interactive, high
density urban center. This necklace incorporates a performing arts center, a
waterfront park of regional educational attractions and museums, an exhibition
hall, a public market, a park featuring early South Florida history, a folklife
village featuring local Black and Caribbean culture, and an expanded community
college and a university, in addition to the existing Gusman Hall, Miami Arena,
Bayside Marketplace, Metro -Dade Cultural Center, and City of Miami/Knight
Convention Center.
S9~990
Executive Summary 1
2. Develop bookends lfor the Central Business District with two high density
urban neighborhoods; one to the north emerging as the fulfillment of the
Southeast Overtown/Park West redevelopment project, and a second to the south
arising from the riverfront and extending through Central Brickell. These in -
town urban neighborhoods would anchor the daily life of the city center by
making downtown a home for those who will adopt it, improve it, and diversify
its quality of life.
3.
region by directing their growth to serve mutually reinforcing roles. The Central
Business District should grow as the merchandising, business and civic/institutional
center while Brickell rises as the focus of international banking and finance.
The Omni district should evolve as the center for communications, media, and
import/export products.
`�9-990
Executive Summary
2
4. Physical1,y unite and showcase the diverse districts of downtown with a
continuous active public waterfront by developing along the bayfront and
riverfront a sequence of public attractions, private services, plazas, parks, and
pedestrian amenities, all laced together by a broad public promenade.
M
5. Complete the transportation systems that will establih downtown as the
transportation hub of South Florida by completing the north and south legs of
Metromover, constructing Phase II of Metrorail and a light rail line to Miami
Beach, terminating High Speed Rail in downtown, expanding bus service, and
constructing a transportation center to connect all modes of transit.
S9-99U`
Executive Summary 3
The Downtown Miami Master
Plan, as a
planning document and tool, is divided
into six
major subject areas,
and presents
a goal and the issues related to each.
The issues in each chapter
are then addressed through objectives, policies and
actions
necessary to respond
to challenges
and promote opportunities. The major
sections
of the Plan are:
commerce,
retail, housing, transportation, public
spaces,
and land development
regulations.
The following summary provides an overview of the major objectives and policies
recommended in the full Master Plan.
I. DEVELOPING COMMERCE
• The Plan identifies, locates, and interconnects the next generation of public
facilities, institutions and regional services needed to create a true metropolitan
center by:
Advocating a new exhibition hall (250,000 sq. ft.) within the Dupont Plaza
area to connect to and serve the City of Miami/James L. Knight
Convention Center;
Proposing a new performing arts center and theater district in the
vicinity of NE 4th Street and Biscayne Boulevard, linking the Miami -Dade
Community College, New World School of the Arts, Bayfront Park, and
Bayside Marketplace;
Extending the Miami -Dade Community College complex to the NE & NW
5th Street corridor to encompass a higher education center with a four
year university presence, graduate school programs, research centers and
student housing;
_T Recommending a series of waterfront visitor attractions that would
include educational attractions (aquarium, science museum, etc.) in
_ Bicentennial/FEC Park and a riverfront cafe and seafood market district
along NW North River Drive, with a riverwalk/baywalk and water taxi
system linking the two areas.
• The Plan uses public investment in infrastructure and facilities to spur
private development and to reinforce special district roles by:
Proposing a wholesale trade mart for the Omni/15th Street area to
stimulate development of import/export and communications related
industries;
Redeveloping the West Omni area as a business/industrial park to provide
space for office/warehouse/studio/showroom activities needed by media
production industries (film, television, recording, publishing) and
import/export and seaport businesses;
a 'g9_99d
Executive Summary 4
Bringing the southern terminus for the proposed Florida High Speed Rail
(connecting Miami, Orlando and Tampa) to the downtown area, either
adjacent to Government Center or preferably along the old Municipal
Railroad line adjacent to NE 11th Street near NE 2nd Avenue;
Developing a Historic Folklife Village in Overtown (near NW 9th Street
and 2nd Avenue) to serve as a focal point for economic development, a
community social center, an expression of Black and Caribbean 'cultural
identity;
Establishing better linkages to and complementary services for the
seaport.
• The Plan provides for improved security, appearance, and services to enhance
the image and marketability of downtown by:
Recommending special management districts, funded through property
assessments, to provide enhanced security and maintenance services, and
special marketing and event programing for the Flagler Street retail core,
the Omni commercial district, Biscayne Boulevard, and the Brickell
Promenade.
Expanding services and amenities for downtown employees including such
f things as quality child care, health clubs, restaurants, special events, and
carpool/vanpool programs;
Identifying new specialty uses (such as wholesale_ showrooms) to occupy
vacant space in older downtown buildings and promoting their
rehabilitation and adaptive reuse.
U. CREAMNG A MARKETPLACE
• The Plan emphasizes ground level storefront retailing along public sidewalks
as a principal component of a healthy retail marketplace by:
Requiring new development and major renovations along major "pedestrian
streets" within the Flagler Street retail core, Biscayne Boulevard and NE
loth Streets in the Omni area, and Brickell Promenade (S. 10th Street)
to provide ground level shops facing public streets;
Requiring new development along "primary pedestrian pathways" to design
the ground floor space with externally oriented doors and windows;
Limiting the use of pedestrian overpasses spanning public streets in order
to prevent segregation of pedestrians and the subsequent internalization of
retailing at upper floor levels, to the detriment of sidewalk shops and
street life;
Recommending the creation of specific design standards for, the
improvement of public sidewalks and private building setback areas in a
unified, continuous pedestrian space of high quality and amenity.
Executive Summary b
9-994:
s The Plan reinforces the image of Flagler Street as the "Main Street" of
Miami and the principal shopping street of the region by:
Expanding pedestrian sidewalk space through relocation of Metrobus stops
to NE/NW 1st Street and reduction of loading zones to alternate sides of
successive blocks;
Redesigning and rebuilding Flagler Street sidewalks, crosswalks, lighting,
signage, street furniture and landscaping to create a more coherent and
cohesive image that is reflective of its long history and local
architectural traditions;
Proposing a joint public/private redevelopment effort to add a second
anchor department store at the east end of Flagler Street, as part of
realignment of NE 3rd Avenue and construction of additional shopper's
parking;
Advocating a "shoppers shuttle" service that would link Bayside/Bayfront
Park with frequent stops along Flagler Street;
Expanding short-term parking at the margin of the Flagler retail core
area;
Endorsing the creation of a special assessment district to fund enhanced
maintenance, security, and special event promotions.
• The Plan expands the tourism -based retail activity of downtown to better
serve employees and area residents by:
Emphasizing, through promotion and signage/graphics design, the existence
of subarea concentrations of specific shoppers goods (electronics, antiques,
jewelry, dry goods/fabrics, sporting goods, etc.);
Forming a public cooperative market (produce, seafood, specialty foods) in
the vicinity of Flagler Street and the Miami River to stimulate
residential development, additional retail services, and greater visitation
by regional residents;
Supporting relaxation of zoning restrictions in the Brickell Avenue area
that limit concentrations of shoppers goods;
Recommending the formation of entertainment/night-life districts near the
Miami Sports Arena, the Performing Arts District/Bayfront Park area,
along the Brickell riverfront, and bordering the deep -water slip in
Bicentennial/FEC Park;
Creating an "international bazaar" of retail outlets linked to a new
concentration of wholesale showrooms for specialty imports;
Strengthening linkages to Bayside with a sidewalk cafe district along the
west side of Biscayne Boulevard, waterfront visitor attractions in
Bicentennial/FEC Park, and improved public transit connections to all
downtown activity centers.
Executive Summary�� 6
M. LIVING DOWNTOWN
• The Plan reinforces existing concentrations of housing and enhances the
identity of these neighborhoods by:
Maintaining residential use as the only primary use permitted in zoning
districts that apply to existing neighborhoods in West Brickell, Lummus
Park, Southeast Overtown and South Edgewater;
Providing enhanced neighborhood schools and park facilities and services,
including day care and social programs for the elderly, in Southside,
Lummus, and Gibson Parks;
Encouraging infill development of vacant or underutilized properties by
offering greater flexibility in zoning provisions regulating floor area ratio,
unit density, parking, setbacks, and open space;
Supporting a greater variety of contemporary, moderate to high density
architectural housing designs, including the integration of neighborhood
stores and professional offices on the ground floor;
Improving the Quality and distinctiveness of neighborhood streets through
special designs including trees, street furniture, pedestrian lighting and
decorative pavers;
Concentrating local and federal housing assistance programs in West
Brickell, Lummus Park, and Southeast Overtown/Park West to achieve
maximum impact of limited resources.
s The Plan promotes development of new neighborhoods with more creative
options for urban housing types and resident life-styles by:
Supporting the completion of over 1,900 housing units in Phase I of the
Southeast Overtown/Park West residential community;
Providing substantial floor area ratio incentives for inclusion of residential
uses as a significant component of mixed -use developments along the
Miami River, in Central Brickell and within Southeast Overtown/Park
West;
Providing zoning and economic incentives for renovating older commercial
structures within the CBD and adapting them to residential reuse;
Expanding the areas where contributions may be made the Affordable
Housing Trust Fund in exchange for commercial use floor area ratio
bonuses, to include the River Quadrant, the Boulevard frontage in
Southeast Overtown/Park West, and north Biscayne Boulevard and Herald
Plaza in the Omni area;
Seeking proposals for new housing construction within air -rights over
public facilities.
9-99Q►
Executive Summary 7
IV. MAKING CONNECTIONS
0 The Plan promotes improved vehicular access to and movement within
downtown by:
Redesigning and rebuilding expressway access ramps to I-95 in Dupont
Plaza, and to I-395 at NE 1st and 2nd Avenues;
Proposing new entrance and exit ramps to I-95 at NW 20th Street and
realignment and widening of NE 20th Street between Miami Avenue and
Biscayne Boulevard;
Constructing a four lane tunnel connecting the Seaport to I-395;
Rebuilding and widening bridges over the Miami River at SW 2nd Avenue
and Brickell Avenue, and constructing a new high level bridge on I-395
connecting downtown to Watson Island;
Widening and realigning NW/SW 1st Avenue to serve as a major arterial
street on the west side of downtown from NW 20th Street to the river;
Relocating streets that disrupt the regular street grid system and revising
local street operations to better serve changing development patterns.
• The Plan emphasizes a walkable, pedestrian oriented downtown by:
Designating major arterial streets that provide access into and out of
downtown as "regional links", wherein vehicular circulation should have
first priority;
Defining most areas of downtown as "urban pedestrian zones" wherein
planning and design priorities for future street improvements should place
first priority on maintaining adequate space and convenience for the
pedestrian;
Assigning the role of "urban street promenade" to planned or existing
high volume pedestrian streets (Flagler, Park. West Mall, Brickell
Promenade, etc.) to implement optimum design standards for pedestrian
use.
• The Plan gives priority to public mass transportation services and facilities as
the primary means of improving downtown's access and circulation needs by:
Strongly advocating Phase 11 of Metrorail to link north and west Dade to
downtown, and recommending optimal alignments through downtown;
Proposing a multi -modal transfer terminal linking Metrobus, Metrorail,
Metromover, intercity bus, jitney and taxi/limo services, in the vicinity of
the Government Center Metrorail Station;
Executive Summary PQ^-990 8
Supporting increased bus service, particularly to inner-city neighborhoods
and suburban locations that need better connections to Metrorail;
Supporting a light rail system spanning MacArthur Causeway and linking
the Metromover leg in the Omni district with Miami Beach;
Reducing employer subsidies of employee automobile parking costs through
incentives to subsidize public transit monthly passes.
• The Plan coordinates future parking and traffic improvements to reduce
impacts on heavily congested core area streets by:
Concentrating future public and private parking garage development in
"peripheral parking zones" near expressway ramps and remote Metromover
stations, including areas along NE/NW 5th Street, NE 15th Street, NE
lath Street, and in Brickell along SW 7th Street and SE 14th Street;
Setting both minimum and maximum limits on parking for new office
development (minimum 1:1000 and maximum 1:600 in CBD; minimum 1:800
and maximum 1:500 elsewhere) to insure adequate parking, but not at the
expense of public transit growth;
Advocating remote intercept parking expansion at suburban Metrorail
transit stations and express bus stops;
V. ENHANCING PUBLIC SPACES
• The Plan significantly expands open space and recreational opportunities
without land acquisitions by:
Updating existing neighborhood parks to better serve the changing needs
of the surrounding population;
Creating a living history center in Lummus Park where the crafts,
pioneer skills and indigenous art forms of South Florida and the Keys
could be demonstrated, taught, and celebrated;
Reconstructing Bicentennial/FEC Park to create expansive green open
spaces suitable for large gatherings, bordered by plazas, promenades, cafes
and educational attractions;
Requiring
urban open
spaces in the CBD
zoning district to assure that
publicly
accessible
and usable plazas,
terraces, observation decks,
courtyards
or gardens
will be built in new
private projects;
Creating new open spaces in developing areas by converting unneeded
street space and aggregating building setback and yard areas into usable
park -like spaces.
_990:
Executive Summary 9
7be Plan enhances the image and amenity of downtown as a distinctive place
by:
Incorporating a plan for the location and role of public art in the
development objectives of public facilities and private projects;
Emphasizing the special character of small districts and neighborhoods
within downtown through special signage, streetscape and building facade
design standards and promotional activities.
Defining a historic preservation program to promote protection of the
built heritage of downtown;
Transforming through unique design, the most visible and accessible of
downtown's streets and thoroughfares from utilitarian roads to grand
boulevards, pedestrian promenades and symbolic gateways;
Widening Biscayne Boulevard in the vicinity of FEC/Bicentennial Park and
constructing the mosaic pavement, landscape and lighting features designed
by Roberto Burle Marx along the entire length of the Boulevard within
downtown.
• The Plan showcases and activates downtown's greatest amenity, the waterfront
of Biscayne Bay and the Miami River by:
Making the waterfront a continuous sequence of activities, attractions,
and gathering places that will invite an extended public visit;
Mandating public waterfront walkways as a part of all public and private
shoreline development;
Encouraging adjacent private development to include uses such as cafes,
boating services, concessions, or entertainment activities that face the
water and enliven the walkway experience;
Determining the best points of access from within downtown to the
waterfront and ensuring that they be protected and enhanced as public
pathways;
Protecting existing maritime industries along the Miami River.
VL LAND DEVELOPMENT
• The Plan checks the "sprawl" of downtown, particularly the north -south spread
of high intensity office development and promotes a compact core area by:
Maintaining existing zoning intensities and district boundaries for the high
density office districts in the CBD, Brickell and Omni areas (essentially
the service area of the Metromover);
Executive Summary R9 990. 10
Stressing alternatives to office growth, primarily residential and specialty
services, as a realistic means of absorbing the enormous development
potential offered by downtown zoning districts;
Identifying a predominant activity or functional role for subareas within
downtown to reinforce the market identity and attraction for similar and
compatible uses (such as the Education District, Dupont Plaza
Hotel/Convention District or the Central Brickell Residential/Commercial
District);
Creating new roles and identities for obsolete and underutilized areas
(such as a West Omni Communications District, Arena Entertainment
Center, Boulevard Cultural Arts District, and a Lummus Park Riverside
Market) which can stimulate joint public/private redevelopment initiatives;
Offering floor area ratio incentives for developing residential uses in
Southeast Overtown/Park West, River Quadrant and the Herald Plaza
areas;
Supporting increases in zoning intensity for residential uses in South
Edgewater, Lummus Park, and West Brickell to promote infill development
of high density moderate cost housing;
Proposing modifications to existing zoning district regulations to permit
specialty uses and to reduce parking and open space requirements where
needed to provide incentives for recommended land uses;
Permitting a two -tiered increase in intensity (from FAR
the area north of NE 17th Terrace in order to form
buffer between the very high intensity SPI-6 district and
neighborhood to the north.
3.2 to 2.42) in
a transition or
the Edgewater
Executive Summary '199 --!)90r 11
MIAM{ 2000:
DOWNTOWN
AT THE TURN
OF THE
CENTURY
99-990;
MIAMI 2000: A VISION FOR THE FUTURE
"For Europeans, a city is, above all, a past; to Americans it is mainly a future.
What they like in a city is everything it has not yet become and everything it
can be." --Jean Paul Sartre
Miami is a young city, the only major city in America yet to celebrate its
100th birthday. Much remains to be accomplished before we can claim
realization of our aspirations to build a world class city. The vision of this
Miami yet to be is a collective one; built from many dreams, many values,
many cultures. History tells us that for a young city to have the diversity and
complexity of Miami is rare. This, however, is the story of this remarkable
community. We are a compression in time and space of the forces that define
and build an urban center. This headlong rush to our destiny accounts for the
energy, vibrancy, spontaneity and brash enthusiasm that dominates the outside
world's view of us. It also suggests the urgency of grasping a plan that gives
order, direction and substance to our efforts. To build is essential. To build
well is the challenge that will make it worthwhile and enduring. Herein is the
plan for downtown Miami that strives to build a city center that embodies the
broader vision of a city and its people. But what will it be like? The
following narrative is a vision of downtown Miami as you might find it in the
21st Century ...
"People go to the City, as the farmer goes to town, not merely to market their
products or their talents, as the case may be, but to meet people and get the
news, as the ultimate source of common culture is, in a manner of speaking,
common talk. The market place, wherever it is, remains a cultural center for
the territory tributary to it." --Robert E. Park
Crowds regularly gather early on the great plaza at the Performing Arts Center;
a chance to catch up on the latest news. The Greater Miami Opera
performance the night before is vividly recalled but this particular night marks
the opening of the theater festival. The Miami -Dade Community College and
New World School of the Arts have collaborated to host six new dramas by
regional playwriters. The University of the West Indies has sponsored one new
drama. For four weeks, the three small drama theaters will showcase the plays
with the closing reception and awards to be held across the Boulevard at
Bayside.
Major business corporations have become much more involved with higher
education since the Community College expanded and the new University opened
two years ago. MDCC now serves over 30,000 students at its downtown campus
and the University has gained new enrollees from the ranks of downtown
employees seeking advanced degree studies. Their advanced research facilities in
economics, communications and international finance have become a strong
partner with downtown commercial interests seeking to expand their markets.
Miami is now the annual center for symposiums on trade and economic
development for developing nations in the western hemisphere.
R9--994;
Miami 2000: A Vision for the Future 1
With the service sector economy now accounting for 70% of new jobs, training
for high school graduates to fill these new technical and semi-professional
positions has become a crucial need. There are more jobs than qualified
candidates. Both the Community College and University have added curricula
focused on training area youth for the 45,000 new jobs created downtown in the
last decade. The Dade County School Board as well is preparing to open a new
magnet school for communications near their offices in the Omni area and within
the new media center production facilities. Most encouraging for the School
Board has been the success of new target elementary schools in Brickell and the
Government Center. Enrichment centers, offering special programs for the
exceptional or gifted child have been flooded with enrollment requests from
working parents in downtown. The K-3 program at the Government Center may
be expanded to include all six grades. These schools have been a much needed
addition to the growing neighborhoods of Southeast Overtown/Park West, Lummus
Park and West Brickell.
Another exciting collaboration has brought together the Community
College,
the
Board of Education
and the U of M Rosensteil School for marine
science
with
the new aquarium
along the park waterfront north of Bayside. Although
the
aquarium was built
with private funds and annually. hosts 1,000,000
visitors
and
tourists to see its
exhibits on coral reefs and tropical seas, the
facility
has
become a teaching
center for area youth. U of M graduate students staff
the -
center along with
accredited marine biologists and conduct classes
that are a
part of the Dade County School Board curriculum.
The Science Museum of South Florida has built a world class science museum
adjacent to the aquarium and has included a domed, wraparound cinema that
shows dimensional projection films, holography, 3-D and high resolution cinema.
A sound and light museum below the theater is a high technology showcase that
works closely with the new media/communications industry production center in
Omni. Recently the Port of Miami has utilized the theater for showcasing
omni-max films about Caribbean island adventures that are entertaining and
educational. The West Indies Tourism Council has contributed to the production
of wide screen films about the islands that are shown in the theater as well.
The Greater Miami Visitors and Convention Bureau is helping coordinate use of
the sound and light museum/theater as a tourism marketing center. Since the
new extension of the people mover to the seaport has a station between Bayside
and the Science Museum, downtown hotels can now connect guests directly to
the entire complex. Overall, downtown attracts over 7,000,000 individuals
annually to its sports events, performing arts, theaters, museums and festivals.
To the west side of downtown are favorite spots for nostalgia buffs. Sweet
strains of jazz -- tonight the music of onetime Overtown regulars Duke Ellington
and Ella Fitzgerald drift beyond the doors of nightclubs that line NW 2nd
Avenue. Next door the pulsing sounds of reggae alternate with calypso drums as
afro caribbean sounds charge the night air. Spiced meats roast slowly on the
open grills of food vendors. The Overtown Historic Folk Life Village by night is
a haven for music lovers who sample the best of classic jazz from the Lyric
Theater of 50 years past, or the hottest new crossover afro -rock sounds of the
islands. By day, the village is the new center of cultural life for black artists.
The New World School of the Arts and MDCC, with exchange program support
from the University of the West Indies, have established centers for dance,
drama and visual arts that feature afro-caribbean art forms and folklife customs.
Miami 2000: A Vision for the Future iyQ 2
Almost around the corner is the Lummus Park River History Center. Workshops
stir with activity. Boat building, maritime crafts, and folk art from early
settlers, including native Indian crafts, are taught and created each day. The
elderly residents of nearby housing projects, once students at the center, now
teach children the old ways. The Historical Association of South Florida
oversees the programs and stages several festivals in the park each year.
"A city, too, like an individual, has a work to do. That city which is best
adapted to the fulfillment of its work is to be deemed greatest." --Aristotle
Now into the 21st century, Miami has strengthened its international position as a
transhipping center and broker of goods, services and expertise. Banking, legal
services, international finance and import/export services dominate the market
demand for office space throughout the Brickell and Dupont Plaza office centers.
This demand has led to the virtual build -out of prime office sites along Brickell
Avenue, but with a greater mix of uses, including hotel and retail. A small
number of office buildings have been built west of Brickell along 10th Street and
Miami Avenue, primarily due to growth in the smaller office tenant engaged in
service/trade industries.
New corporate headquarters space demand has shifted to the Dupont Plaza area
where seventy story office centers financed by Far East and European Common
Market banks have completed that area's build -out. The Dupont Plaza / Brickell
axis is linked by the people mover which now extends south to SE 14th Street
and carries, just on the south leg alone, over 15,000 trips daily. Over 7,000,000
square feet of office space has been constructed throughout downtown since 1990
while adding 30,000 new office employees to the center city.
Three major facilities have contributed significantly to the economic expansion of
downtown. The 250,000 square feet exhibition hall in Dupont Plaza spurred the
completion of the Biscayne Boulevard/I-95 ramp connection and the development
of a mixed -use center of shopping, hotel, apartments and 2,000,000 square feet
of office space. The exhibition hall has turned the City of Miami/James L.
Knight Convention Center into one of the premier sites in the country for small
business conventions, bringing over 250,000 convention delegates annually to
downtown.
A second catalyst has been the Florida High Speed Rail terminal, built at NE
filth Street and Biscayne Boulevard. Utilizing the Seaboard Coastline tracks and
the old municipal rail line, the bullet train connects Tampa, Orlando and Miami
with 200 mph service. The rail terminal has prompted a new mixed -use hotel
project facing Biscayne Boulevard. A Metromover station within the terminal
carries passengers to destinations throughout downtown and provides connections
to the countywide Metrorail system.
The third is a trade mart/business park in the Omni district. Along with office
1 space for the communications industry along Biscayne Boulevard, a parallel
development of media production facilities for film, television, recording, and
publishing has nnenod JL;z* soutt, of the Dade County School Board offices. The
1 Miami 2000: A Vision for the Future; 9-9904 3
trade mart, .across from
the Omni Hotel
offers permanent
showrooms for
import/export firms, wholesale trade
shows,
and media related
exhibit space.
That media headquarters,
production
and marketing facilities exist within blocks
of each. other has established the district as
a major center
for hemispheric
communications industries.
Ancillary
support
industries for the
Port of Miami
have begun to locate in
the new
industrial
park north of the School Board
office.
Secondary office markets have emerged
communications industry development,
telecommunications, video and broadcast
telemarketing, and teleconferencing firms
south of the Omni center. Regional an(
new office projects along the north be
Center.
in the Omni Area because of the
including publishing, satellite and
industries, public relations, advertising,
have clustered in new office projects
I southeastern corporate tenants anchor
A of the river west of the Knight
"The ballet of the good city sidewalk neuer repeats itself from place to place,
and in any one place is always repleat with new improuizations." --Jane Jacobs
Everyone has always remembered Flagler Street as the busiest street in town,
but now the restored and freshly painted building faces, new signs and canopies
give the street a vibrance not enjoyed before. Low slung electric buses painted
like Caribbean trolleys, slip quietly down the street, stopping at each corner
from Bayside west to the River. Shoppers and tourists mix with local business
persons on the ride. The larger Metrobuses have been shifted to North let
Street, freeing up more sidewalk space for the people gazing into the bright
store displays. The street is still lined with small shops that give it such a
complex personality, but a new department store complete with shoppers parking
anchors the east end of Flagler near the realigned 3rd Avenue. Widened
sidewalks, up to 24 feet wide in places, accommodate sidewalk cafes and vendors
with their polished wooden carts. Flowers brighten the walkways beneath the
shade of coconut palms, cared for by a team of uniformed maintenance workers.
The management district not only cleans the street but sees to it that each
week a block is closed to traffic for lunch time and happy hour concerts for
enthusiastic workers spilling from the nearby office towers.
Shops now stay open late to catch the crowds from the enlarged and restored
Gusman Hall. Its two hundred and fifty concerts a year add gowns, tuxedos and
the latest rage, Seminole crafted smoking jackets to the mix of European,
Brazilian and New York tweed fashions on parade down the street. Dramatic
spotlights sweep the pastel building facades while neon ringed windows beckon to
late strollers. Banners reaching out from new deco designed street poles
announce the latest exhibit at the Center of the Fine Arts, itself a major
contributor to nighttime crowds. Some find their way to the riverside terminus
of Flagler Street, to join the boating crowds docked along the "Riverside Market"
seafood cafe district for a late night snack and some music. The shuttle bus
offers a late ride back.
Miami 2000: A Vision for the Future R97 -99G 4
The success of Flagler has spilled over to adjacent avenues and streets two
blocks north and south. New plans and shade trees and colored pavers grace the
busy sidewalks lined with specialty stores. They have gained wide popularity in
the region for their selection of competitively priced goods: electronics, jewelry,
drygoods, fine materials, luggage, sporting goods, shoes, perfumes and leathers.
Retail sales area have doubled and remains the core the largest shopping
concentration in the region.
"You can build skyscrapers and a perfect art center. But if you don't have
beauty shops, groceries and life on the streets, the city will disintegrate. The
key to survival is keeping the working middle class." --Mayor Diane Feinstein
It happened slowly at first, the first urban pioneers resettling lost territory.
Southeast Overtown/Park West, the riverfront, and even the Central Business
District were the beginning - students near the New World School of the Arts
and the Community College, middle income professionals in Park West, moderate
income families seeking to buy an affordable home in Southeast Overtown, young
families renting loft apartments in Lummus Park. Services were scarce initially,
but now neighborhood shopping streets are doing well. As more people move in
they expect to do even better. Word is spreading that a different, exciting
lifestyle is emerging downtown. New private housing projects are on the drawing
boards for all parts of downtown.
The demand for housing downtown caught hold when several major public projects
were nearing completion: the expanded MDCC campus, the new Performing Arts
Center, the nightlife entertainment district along the river, Riverside Market, the
new bayfront museums, the new "magnet" elementary schools and the media
production center in Omni. The jobs, fun, education, and services were too
close not to take advantage of. Plus the neighbors looked more interesting.
Though young, the neighborhoods of the city center have begun to show different
personalities. West Brickell along SW 2nd Avenue is the most complex because
its the oldest. Most of the three and four story apartments remain from thirty
years ago, but the small wooden and stucco houses have been replaced with five
and six story apartments with small shops along the sidewalk level. Moderate
income families still live here. Southside School is only three blocks away.
Many young clerical and retail workers from Brickell and downtown have moved
into the newer apartments and frequent the coffee houses and cafes along SW
loth street. The day care center, community recreation and fitness center and
the plaza with chess tables in Southside Park are always crowded. Community
gardens have been started under the Metrorail guideway. A neighborhood block
party is held every April along a blocked off loth street and foods from 15
South and Central American countries are featured fare along with dancing that
some say lasts much too late. The big banyan tree on the corner of 10th
street and 1st Avenue is still a favorite place for kids to hear stories about far
away places from old men who have adopted the corner cafe and its shady
tables.
Miami 2000: A Vision for the Future .R9--990, 6
Just to the east of the Brickell Metrorail Station is the Central Brickell
neighborhood. In the last several years, high rise apartments and condominiums
have been built along 9th, loth, and lath Streets; tall enough to command
impressive views of downtown, Little Havana, and south to the Grove. Tenth
Street has become Brickell Promenade and is now the "main street" of Brickell.
Trendy shops, small delis, book stores, coffee houses, galleries and even a walk-
in fast food parlor cater to the residents primarily, but morning and afternoon
office commuters walking to the Metrorail station regularly catch a cup of
coffee or a beer. Over 4000 people now live here, some without cars! The
Brickell people mover has opened up all of downtown to Brickell. Balconies are
small, rents are high, but the commute to work is only 10 minutes, and you can
sit at a sidewalk cafe and read all afternoon for the price of a pina colada.
The bellow of tug boats on the Miami River can be heard in the distance. The
concert at Bayfront Park starts in half an hour.
The tug just does manage to get the rusty freighter through the river's "S"
curve at the Miami Avenue Bridge. It's always a sight and one can be sure
that dozens of people will be watching from the balconies of the new riverfront
apartment buildings. Once the electrical substation at SW 2nd Avenue and the
river was moved, the north shore of the river was transformed into a complex
of residential townhouses and terraced high-rise apartments stepping back from
the river's edge. The new Metrorail station built to serve the office towers on
the river at Miami Avenue is also an important link to the region for the
residents. Here though, it is only a three block walk to the Government
Center, the Lummus Park seafood cafes and the entertainment district just over
the Miami Avenue Bridge. The river, however, is a constant parade, a colorful
amenity that adds a unique dimension to this downtown neighborhood.
Lummus Park has made a remarkable comeback from the decline of the 1980's.
In just over a decade, the tide of renewal is running strong. Local government
actions to clear the worst of the housing conditions, while simultaneously
restoring the waterfront, has built new confidence in the area. The new 40 slip
marina at 2nd street, six new seafood cafes and fish markets, the public market
at the foot of Flagler Street, the Lummus Park History Center with its daily
workshops and crafts demonstrations has brought new life to the area. New four
and five story apartments have been built along NW 3rd and 4th Streets and
fronting North River Drive south of NW 1st Street. Internal courtyards and
raised patio decks offer secure but pleasant recreational areas. Densities of 80
to 100 units per acre have made development costs practical and rents
affordable. Affordable Housing Trust Fund monies from the City of Miami have
provided low interest construction loans.
Southeast Overtown/Park West has tripled in size from its opening in 1990.
Three thousand two hundred (3,200) housing units are now occupied by 6,000
people. In the best tradition of urban neighborhoods in great cities, one finds
two and three story townhomes lining tree shaded streets. Front porches, stoops,
stairways and balconies all form front row seats for residents watching the
stream of life along city streets. A noisy crowd, fresh from a Heat playoff
victory at the sports arena, is headed towards a popular local pub on the
Southeast Overtown/Park West mall. High above, on the balconies of apartment
towers rising from the center of each block, residents watch as the colored
lights frosting ,the glass towers of downtown flicker on against the sunset. This
is the most ethnically and racially mixed neighborhood in the city. Most
Miami - 2000: A Vision for the Future F?gl- 99G 6
residents
are either under 40 or
over 60; few have
children, but most have
cats.
The cats
watch from the front
windows each day
as their owners walk to
their
jobs in downtown and Omni.
They often come
home late after a full
day
downtown
-- dinner in the park,
a play, a film, a
street festival, a pick-up
ball
game on
the commons. But it's
all right; cats can
take care of themselves.
Southeast Overtown, the older apartment area, was a struggle against all odds.
The overcrowding, crime and poor housing defied solution until housing
cooperatives and home ownership began to take root. Job training programs and
aggressive outreach from corporate and educational institutions made it possible
for families to own for a modest home the first time. It began with the
conversion of absentee -owned apartments to small cooperatives; only 8 or 10
units, but manageable. The worst structures were removed and small green
spaces and gardens added. Where possible, the City housing agency and non-
profit neighborhood housing corporations built small clusters of courtyard houses
with enclosed yards. These, too, were sold to owner occupants. Gradually, the
care and persistance of people who now had a stake . in their neighborhood began
to clean up what outside pressure couldn't. Much remains to be done but it is
a good beginning in the right direction.
"After January 1 next no one shall driue a wagon along the streets of
Rome ... after sunrise or before the tenth hour of the day." --Julius Caesar
Downtown used to be a hard place to get to. Once you were there, pedestrian
and auto circulation, parking and public transportation access caused people to
think twice about coming back to downtown. The redesign of street patterns,
rebuilding of expressway entrances and ramps, the elevation of bridges and
widening of major roadways have all contributed to better vehicular circulation.
But quite honestly, to get around downtown the best mode of travel remains
shoe leather. Most streets now have wider sidewalks, which makes walking
through downtown a pleasant experience.
Downtown's redevelopment has generated new joint public/private parking
facilities, principally along the people mover route near North 5th Street and
Southeast 14th Street. The cost of private parking, with the disappearance of
surface lots in Dupont Plaza and near the river, averages $125.00 a month; too
expensive for most clerical and grey collar workers. Many employers quit
subsidizing employee parking costs in favor of monthly transit passes, now that
Phase H of Metrorail has opened service to north and west Dade County. This
has reduced auto commute time by 45 minutes for the average suburban
employee, even though most still drive from home to the nearest station.
Expansion of the Metromover to Omni and Brickell has encouraged many more
people to leave their cars at home. Metrorail ridership on the full 50 mile
system now tops 150,000 daily and serves 12% of all trips to downtown. The
1200 bus fleet still carries the majority of transit riders, 13% of all trips into
the core. At an improved multi -modal transfer terminal near the Government
Center Metrorail Station office workers, shoppers and visitors have multiple
choices for getting into, out of and around downtown. A few even choose water
Miami 2000: A Vision for the Future 99-990; 7
taxis as an exciting alternative to jump between downtown destinations and other
points along the bay and the river. Others, with business or pleasure on their
mind, catch the light rail system from the Omni district for a beautiful ride
over the MacArthur Causeway to Miami Beach.
Whether a pedestrian, driver or public transit commuter, downtown has
comfortable and 'efficient connections to everywhere. At last, a real City!
"We have been building cities for automobiles, industry, and business too long.
We have built cities for everything but people. Now lets build cities for human
beings." --Mayor Patience Latting
We all like to show off our city to friends. The old stand-bys, the sailboats
and Main Highway in the Grove, the bay, the beaches, Deco hotels, cruise ships
and the skyline are all still there. But now we must take a drive down
Biscayne Boulevard. From the Omni to the River a tapestry of the mosaics
carpets the Boulevard walkways, medians and crosswalks. Conceived by Brazilian
artist Roberto Burle-Marx, it is the largest public art piece in North America, is
now one of the most photographed images of our city, especially in the spring
when hundreds of tropical flowering trees burst into bloom. But we can walk,
too. Along the Boulevard walkways, amidst flowing patterns of mosaics and
beneath clusters of Silver Palms, Golden Shower trees and Poincianas, are
sidewalk cafes with neatly arranged tables topped by brilliantly colored parasols.
Like on any great urban boulevard, we can stroll or simply sit and watch the
world go by.
Across the Boulevard is one of the great waterfront parks of the world. If one
were to walk the length of the Southeast Overtown/ Park West mall towards the
bay, you would cross the Boulevard and face a massive plaza, four acres in size,.
that terminates the harbour slip between Bicentenial Park and our newest
downtown public park just north of Bayside. Across the plaza and its fountains,
the bay and the cruise port lay on the horizon. The plaza, dedicated to the
500th anniversary of Columbus' discovery of the New World only hundreds of
miles from here, marks Miami's gateway to the Caribbean. Visiting ships of the
world's navies pay a port of call visit to the park and the sailors rush to meet
the city. The park opens to the Boulevard with great green commons that lead
the eye to the water's edge. Along the bayfront are four glass pavilions that
fracture the sunlight like jewels. Inside, visitors and residents alike line up to
see the maritime museum, a tropical aquarium, magical theaters that wrap
images completely around nervously laughing children, a science museum and a
new art gallery. Lining the sides of the harbour slip are cafes and clubs where
entertainment, music and dancing last late into the night. Most sailors never
get past this point.
Following the Boulevard, one spots in the
median,
various monuments
and
memorials
to those people and events that have
shaped this great
city.
s Presiding over all of them is the Freedom
Tower, a
powerful symbol for
our
' people. It
seems to have always been there.
This is
the setting for the grand
New Years
Eve Orange Bowl Parade and
Fiesta; 500,000 people filling
the
Miami 2000:
A Vision for the Future
.�.
� 9g0•
8
j
bayfront parks and forming their own parade the length of Miami's ceremonial
front door to the world. At the crossroads of Miami, Biscayne Boulevard and
Flagler Street, the eye turns to a shimmering tower of water cascading over a
coral mountain by the bay. The Pepper fountain has become the "center" of our
city. A new plaza on the site of Miami's first settlement punctuates the end of
the Boulevard at the River.
But this is only the beginning of a continuous public riverwalk that now reaches
inland 1.5 miles to Lummus Park. Here the working history of the city reveals
itself. Every 1000 feet, a small plaza or park offers a moment's rest. Across
the River, over the sculptured profile of the new Brickell Avenue Bridge, on its
southern shore is another walkway leading inland from a new park at the mouth
of the river. Once all traffic to the city came this way on square riggers,
shallow draft "sharpies" and canoes. It is no less busy today as freighters,
yachts and shrimp boats plow the River's murky waters. Along the Brickell
shore of the River, we cross under the Miami Avenue Bridge and find ourselves
on a narrow public park that is a front porch on the River for a collection of
night spots, cabarets and dance halls that echo with the laughter of generations -
of seamen, railroad workers, pioneer women and swamp engineers that built this
city. A street named Tobacco Road curving through the district comes close to
the soul of city that has the spirit of adventure and high stakes visions. A city
at the end of the line, but forever offering the dream of a new beginning.
That's the vision. A sense of
who we are, where we are going
and how
we
might get there. In the pages
that follow, the plan
for downtown
explores
and
explains in greater depth the
technical dimensions
of a working plan
for
downtown. The same goals of
jobs and a prosperous
economy, a
quality public
life and housing for all are further subdivided into more explicit
measures
and
actions. Transportation merits
a special focus. The objectives,
policies
and
recommendations are all, however, grounded in a plan
for meeting
human needs.
The commitment it will require
from all who share
this vision and accept
the
challenge of reaching for it will
be great.
"You are going to haue a great town here, if you can ever get it finishedl" --
Bob Hope
Miami 2000: A Vision for the Future
99-990, 9
I. DEVELOPING COMMERCE
Goal: Expand and reinforce the role of downtown as the employment and =_
activity center for the region and an international center for trade, finance, and
tourism. -
Downtown Miami is faced with increasing competition from suburban areas for
growth in business, finance, trade, retail and service sector employment and
physical development. While it is true that there is a certain segment of the
market that will always need to be located in a central downtown location, it is
a goal of this Plan to increase downtown's share of regional growth. To achieve
this, downtown's emerging image of excitement and vibrancy must continue to be
improved by building facilities such as Bayside and the Miami Arena that
successfully draw people to downtown; by seeking out new specialty market
niches; by capitalizing upon locational advantages of the waterfront, the seaport,
and an extensive, nearly complete infrastructure system; and by added attention
to details of physical appearance, services, and amenity.
Attempts to concentrate additional employment and specialized regional activity
generators within the downtown area will need to address the following issues:
Image - The common complaint
from
those who explain
why they rarely go
downtown is that it is dangerous,
dirty,
or too congested.
Both the issue of
perception and factors on which
it is
based need to be
addressed. Physical
improvements in the appearance of
downtown, expanded programs for maintenance
and security, and coordinated efforts to
promote downtown
to the public should
be implemented.
Disconnected Activities - Few things can
dampen an urban experience
more
than
the realization that each stop
on an
itinerary requires an automobile
for
transport and a parking space
for the
visit. Until downtown can
offer an
assortment of attractions within
walking distance of each other or a
short
ride
on a convenient public shuttle,
business
persons and visitors alike
will
lose
patience with the possibilities for
spending
time downtown.
Obsolete Areas - Sizable areas of downtown have lost a meaningful role in the
life of the city center. West Omni, sections of Biscayne Boulevard and
Southeast Overtown/Park West, Central Brickell, the River Quadrant, and portions
of Midtown are in limbo, searching for a market role that will redefine their
future and restore development vitality.
Shifting Business Patterns - Back office clerical and support jobs for corporations
are an important part of the downtown employment base, but shifts in space
needs and costs are threatening to relocate this economic sector. Increasingly,
the large space demands of clerical pools, computer operations and mid -level
operations/management are being met in lower cost, more efficiently designed,
large floor area, suburban office buildings. The decline in jobs this trend can
bring to downtown is a serious economic issue concerning occupancy of existing
f commercial buildings and market support for construction of new commercial
buildings.
Developing Commerce
R9-99G.
s
--- - -- --- ---------- --
Employee Services and Amenities - Downtown employees pay a price for
commuting to and working in a congested city center. Attracting good
employees can be difficult for downtown employers whose competition is located
in new suburban office parks. The disadvantage of a longer work trip could be
outweighed if downtown offered quality child care services, adult education,
quality environments, or interesting and enjoyable activities after the work day.
C19 " 990i
Developing Commerce I-2
SPECIAL DISTRICTS ANCHORED BY ECONOMIC CATALYSTS
Objective 1: Locate new catalysts for economic development where they can
best benefit existing uses and attract new development in cohesive, mutually
reinforcing districts.
Economic development catalysts are
specialized
facilities or uses
that act as
anchors, generating significant economic activity.
They also function
as magnets,
attracting complementary activity to
the surrounding area. Each of
the following
policies identifies a potential economic catalyst.
Included are recommendations
for optimizing the benefits of that
catalyst by
locating it where
it will best
enhance existing concentrations of
complementary activities or
create new
economic functions for areas that are
stagnant or
obsolete.
Exhibition Hall
Policy 1-A: Develop an exhibition hall of 150,000 - 250,000 square feet
to accommodate small to medium size conventions and trade shows.
An exhibition hall attracts out-of-town visitors who generate an average of
$1,500 per person in economic impacts (1988 national average) while
attending conferences and conventions. The primary beneficiaries are
hotels. Service industries, restaurants, entertainment, and retail uses
benefit as well.
An exhibition hall with flat floor space in the range of 150,000-250,000
square feet is needed to augment the conference facilities in the City of
Miami/James L. Knight Convention Center. This exhibition space,
necessary to accommodate small to medium size conventions and trade
shows in the Knight Center, is not intended to be competitive with the
much larger Miami Beach Convention Center, nor should it be confused
with the wholesale trade mart recommended for the Omni area (see Policy
1-F). If a location adjacent to the Knight Center is not chosen, then a
full service convention center is needed including meeting rooms, kitchen,
and banquet facilities. This requirement would expand the total size of
the convention facility to 300,000 - 400,000 square feet.
The location selected for an exhibition hall or convention center will be
critical to determining this City's success in attracting conventions in an
extremely competitive, over -built nationwide market. It will also be a
major force in determining the location of future development of hotels,
restaurants, and entertainment facilities. In selecting the site for the
exhibition hall/convention center, several criteria should be considered.
These include:
* Convenient access
(convenient access
walking distance
convention facility);
Developing Commerce
to at least 2,000 existing first class hotel rooms
should be defined as no more than 1200 ft.
or having a Metromover station within the
'9-99C I-3
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* Adjacent to sites for future hotel construction that will take full
advantage of the unique amenities that downtown can offer to attract
out-of-town visitors (e.g., Bayside, Bayfront Park, views of Biscayne -
Bay and Miami River, Metromover, cultural facilities, future visitor
attractions);
* Existing or short-term prospects for good image and sense of
security;
* Capability of future expansion without closing major arterial streets;
* Utilization of existing meeting rooms and food service facilities in
the City of Miami/James L. Knight Convention Center.
The only location which meets all of the above criteria for an exhibition
hall is Dupont Plaza. It is the only site close enough to the Knight
Center to effectively join with it and share facilities. A location in
Dupont Plaza is within a 1200 foot walk of 1,986 existing first class hotel
rooms, including the Hyatt, the Riverparc, the Sheraton, and the Inter -
Continental. A planned Metromover station within the site would tie it to
the remainder of Downtown's best hotels. Dupont Plaza offers an
excellent sense of image and security, a major factor to be considered in
marketing the facility to meeting planners. It also offers convenient
access to shopping and visitor attractions, as well as prime sites for new
convention hotel construction with views to the riverfront and to Biscayne
Bay.
Although Dupont Plaza is clearly the best location for an exhibition hall in
downtown, there are complex problems to be overcome in arranging a joint
venture development with the property owner. Land values in Dupont
Plaza are so high that an exhibition hall could only be affordable as a
part of a private mixed -use development. This minimizes the public sector
contribution for land and construction, but makes the exhibition hall
dependent upon the private developer's construction schedule and public
sector construction of proposed roadway improvements in Dupont Plaza.
The City should work diligently to solve these problems. If a commitment
cannot be arranged to complete the facility within a five year period,
alternative locations should be considered using the site selection criteria
above.
Performing Arts Facilities
Policy 1-B: Support development of a performing arts center,
opera hall, symphony hall, and drama/dance theater, within an
located along Biscayne Boulevard.
Downtown Miami, if
become the regional
institutions, if they
citizens must seek
downtown offers.
Developing Commerce
it is to assume the role of a true
center for the performing arts.
are to fully succeed in enriching
the common center and common
including an
arts district
urban center, must
The regional arts
the lives of all our
ground that only a
R9-99C.
I-6
Performing arts facilities are expensive. The full performing arts facilities
improvement program envisioned for Miami could cost in excess of
$150,000,000. It is no longer sufficient to justify such expenses on the
social ennobling or prestige value of the fine arts. Return on that
investment, as measured in regional economic impacts, is an important part
of the cost/benefit equation. Properly located, a performing arts center -
generates substantial economic spin-offs; salaries, support services, tourism,
ancillary patron purchases, allied business development, adjacent property
value increases, and property investment and redevelopment leading to an
increased property tax base. In downtown Miami, if strategically located
where private properties and adjacent commercial activities can feel the -
impact, a performing arts center could result in a $250,000,000 infusion
into the local economy in the first ten years. One of the strongest
arguments for locating these arts facilities downtown, is that nowhere else
can the public investment be recaptured through spin-off impacts as
quickly or as extensively.
Biscayne Boulevard is a prime address in downtown Miami. With plans for
its renovation (see Enhancing Public Spaces, Policy 2-C) it promises to
take its place among the great urban boulevards of the world. Facilities
for the opera, symphony, dance and drama, and the New World School of
the Arts are vital components of an arts district whose front door should
be located on the Boulevard. More precisely, the components of an arts
district should consist of.
A Performing Arts Center - An opera house and symphony hall, together
with a drama/dance theater, should be located in the vicinity of NE 2nd
to 11th Streets within blocks with frontage on the west side of Biscayne
Boulevard. Presently underdeveloped, these properties command an
unrivaled view of the Bicentennial/FEC park site and the Bayfront. The
performing arts center would anchor the redevelopment of Southeast
- Overtown/Park West, the Community College district, and the public
waterfront, while linking to other portions of downtown via the
Metromover. By utilizing lands west of the Boulevard, joint development
of commercial and residential space within air -rights over the performing
arts center could recapture through private lease revenues the original
public land costs and land value increment created by the public
investment.
Site selection for the performing Arts Center should be based upon the
following criteria: 1) "free" land (meaning public land, private land
donated by a joint venture partner, or funding for land acquisition from a
source other than the performing arts capital budget), 2) within 300 feet
walking distance of a Metromover or Metrorail station,. and 3) within 600
feet walking distance of at least 1400 existing parking spaces or a
financially feasible plan for providing parking concurrently with the
theaters.
Alternatively, if private land acquisition proves impractical, the
northernmost section of Bicentennial Park offers a 10 acre site suitable
for locating the arts center. Here, the opera and symphony halls could
turn towards the Bay and the Boulevard, respectively, and join with the
proposed. facilities for educational and interactive attractions proposed for
the park site (see Enhancing Public Spaces, Policy 3-A). Over 70%b of the
Developing Commerce I-6
waterfront would remain as public open space with views from Biscayne
Boulevard to the Bay. On -site parking would be supplemented by linkage
to the Metromover and to proposed peripheral parking at NE 11th Street
(see Making Connections, Policy 6-B) and private parking in the
Omni/Herald Plaza area. Present City policy, as established by the City
Commission, would preclude use of Bicentennial Park as a site for the _
Performing Arts Center. If use of public land is essential to implement —
the Performing Arts Center, the City should reconsider this policy.
Theater District - NE Fourth Street, immediately east of the Miami -Dade
Community College (MDCC) and adjacent to the Boulevard and Bayside, is
an ideal location for a theater district. It should be comprised of
performance facilities for MDCC and several small drama theaters. On
lands north of NE 4th Street, presently being assembled by MDCC, would
stand a drama/dance theater, an experimental performance theater and a
recital hall for MDCC and the New World School of the Arts.
Complementing this assemblage of smaller performance spaces, a trio of
small (200-250 seat) drama theaters for regional (English and Spanish
language) and visiting repertory companies could be built as a component
of private development within the block facing the south side of NE 4th
Street. That block may also include performance facilities for the opera
or symphony. This would effectively establish a dynamic presence for the
arts in the very core of downtown.
Although the greatest impact could be achieved in attracting nightlife to
downtown by concentrating these theaters in the recommended arts district
near NE 4th Street, they could also be successfully located in Brickell or
in entertainment districts recommended elsewhere in downtown (see map,
"Marketplace Enhancements" on page 11-14).
Gusman Center for the Performing Arts - Anchoring the southerly end of
the proposed arts district is Gusman Hall, an incomparable and
irreplaceable performance space that has symbolized the fine arts in Miami
for nearly two decades. It is the only existing facility in Dade County
that, according to the 1986 Cultural Facilities Study, can be improved to
"world class" performance space standards. A major expansion of back
stage space and general renovation of public areas is needed. Its role is
that of a multipurpose performance theater; Miami's equivalent of Carnegie
Hall.
Integrated with Gunman Hall (originally known as the Olympia Theater) is
46,000 square feet of office. space in the Olympia Building. This office
space should be converted to a center for arts organizations from
throughout the region to locate their administrative offices and ancillary
studio space.
Entertainment - A natural and economically vital dimension of the arts
district concept is entertainment. To offer the arts patron a full evening
out, it is very desirable that nightlife, dining and a quality environment
for an evening stroll are within easy reach of the arts center. Three
components are needed:
1. Adult oriented nightlife - Cabarets, nightclubs, cafes, etc. are needed
in a concentration with regional identity. This could occur around
Developing Commerce 619"99Q I-7
the Bicentennial/FEC deep -water slip (see Enhancing Public Spaces,
Policy 1-A). Additional small clubs would be encouraged to locate in
the vicinity of the 4th Street Theater District.
2. Family entertainment - Bayside and Bayfront Park are the principal
center and should remain as such.
3. Boulevard Cafe District - To reinforce the linkages between the arts
district components, a sidewalk cafe district along the west side of
the widened and redesigned Biscayne Boulevard is proposed (see
Creating a Marketplace, Policy 3-D).
Higher Education
Policy 1-C: Encourage local universities to provide downtown facilities and
programs offering undergraduate and graduate studies in selected professions
that would benefit from interaction with the downtown business and
cultural community.
An established force in regional economic development in America is a
coalition of governmental, corporate and academic/research interests. Thus,
one of the truly significant turning points in the history of downtown's
emergence as a regional center and international economic force was the
establishment of the Mitchell Wolfson New World Center campus of the
Miami -Dade Community College (MDCC). MDCC is one of the nation's
largest and finest community colleges. This education facility has not only
made a substantial contribution to the educational and academic quality of
life within downtown, but has been a significant factor in redevelopment
activities and cultural vitality in a previously underdeveloped area.
Top priority should be given to expansion of MDCC; however, downtown
also needs four year and graduate educational facilities. Both Florida
International University and the University of Miami, as well as other
state institutions such as Florida A & M University, should be encouraged
to introduce programs that will complement downtown business activity.
Design, management, finance, international trade, law, and communications
are natural curriculum choices. Such programs would benefit from
proximity to downtown businesses by tapping experienced professionals as
lecturers, instructors and advisors, as well as sources for student
internships and permanent jobs. Conversely, downtown businesses benefit
from a convenient source of continuing education for their employees.
Educational institutions should be encouraged to locate undergraduate and
graduate studies programs at any location within downtown where classroom
space can be obtained. The optimum location would be in the vicinity of
the MDCC campus. In this Midtown area, which is accessible to all of
downtown via the Metromover, an educational district could emerge with
shared facilities and supporting uses such as a library, book stores,
restaurants, auditoriums, student housing, and parking. Such a district
would further benefit downtown by redeveloping an aging area that has
limited prospects for private commercial development.
Other areas of downtown would be appropriate for specialized programs.
For example, a graduate degree program in finance with an accompanying
Developing Commerce pq—,��Qj I-8
library would be an excellent complement to the Brickell area; and a
communications school would anchor the media district proposed for the
Omni Area (see Policy 1-G). Any such programs should be located with
convenient access to the Metromover.
Public agencies should assist educational institutions to obtain downtown
floor space by using air rights over public development projects such as
parking garages and potential performing arts facilities. Publicly owned
land within the Downtown Government Center should also be considered.
The City and County should consider using tax increment funds within
existing redevelopment districts to acquire land for educational facilities,
or to require private development utilizing tax increment funds to include
space for educational institutions. Redevelopment policies in Southeast
Overtown/Park West should facilitate the acquisition of additional space for
MDCC facilities in the vicinity of NE 5th Street.
IThe City should provide zoning incentives for private developers to include
space for educational institutions within new development.
Housing programs should be utilized (see Policy 4-C below and Chapter III -
Living Downtown) to assist development of student housing, particularly
i
along the NE 2nd Avenue and NE/NW 5th and 6th Street corridors.
1
Retail Anchors
J Policy 1-D: Concentrate retail uses in and around the existing Flagler
fl Street retail district -and attract one or more additional anchor department
stores.
Retailing has historically been a prime force in the maintenance and
promotion of commerce in downtown urban centers. In older city centers,
the presence of retail business has sustained the income producing
economic viability of property. Conversely, it's movement out of central
cities has resulted in the loss of property income and the advance of
urban decay. In downtown Miami, and in particular in the Central
Business District, retailing has been the principle source of revenue for
j many smaller, older buildings.
A strong retail sector further helps the downtown economy by bringing
people to downtown, thereby supporting restaurant, service, and
entertainment uses, creating an image of activity and vitality and providing
j security.
To be successful, downtown retailing needs to be concentrated within a
walkable area and contain major merchandising anchors to establish market
draw. The retail district surrounding Flagler Street has one critical anchor
in Burdines Department store. Another department store is needed near
Biscayne Boulevard to provide an anchor between Flagler Street and
Bayside. This store is intended to help broaden the core area sales to
Bayside visitors, local residents and downtown employees, and to reinforce
and expand the market for smaller specialty shops throughout the district.
The continuity of this retail district must be protected from encroachment
Developing Commerce sq�-990• I-9
by non -retail uses on the ground floor, and development of major —
destination shopping centers should be discouraged in areas outside of
convenient walking distance to Flagler Street. —
A full discussion of retail policies is included in Chapter Il - Creating a
Marketplace.
Visitor Attractions
Policy 1-E: Develop a series of visitor attractions along the Bayfront in
Bicentennial Park and the FEC tract, and elsewhere along the
baywalk/riverwalk system.
Miami's waterfront location presents a special opportunity to develop visitor
attractions which draw people to downtown and contribute to the overall
development of the urban core as a center of commerce. Visitor
attractions are unique amenities which appeal not only to out-of-town
visitors, but attract local residents who would not ordinarily come
downtown. They are important ingredients in the competitive convention
market and an incentive for the millions of travelers who pass through the
seaport and the airport to stay in Miami for an extra day or two. The
ability to attract the regional residential population to downtown is of
major importance to retailers. _
A number of visitor attractions are now in place, or soon to be
completed. They include: Bayside Marketplace, Bayfront Park, the
Gusman Center for the Performing Arts, the Main Library, the South
Florida Historical Museum, and the Center for Fine Arts. The bayfront
and riverfront are our greatest amenities and provide the beat opportunities
to develop the following sequence of new visitor attractions.
Bicentennial Park/FEC Tract
- This
City -owned
park land
should be
redeveloped as urban green
space,
incorporating
a series
of visitor
attractions to enliven and link the
two areas.
Suggested
attractions
include a maritime museum,
science
exploratorium,
aquarium,
dimensional
projection theater, folk art
center,
and fine art
museums
or cultural
facilities.
Riverside Market - A "Riverside Market" district should be developed along
the north shore of the Miami River,
between 1-95 and the NW 5th Street
r bridge. The district should include a
public market featuring seafood and
specialty foods, and a series of riverfront cafes combining seafood/maritime
theme dining and entertainment along
with marine commercial, shipping and
fisheries enterprises.
Water Taxi - A water taxi system
should be established to link the
waterfront attractions while providing
a entertaining ride and spectacular
views of the City skyline. Vessel
design should be small, unique and
festive, and their operation should be
structured like a land taxi system,
taking passengers to their individual
destinatians on demand (see Making
4 Connections, Policy 5-B).
Developing Commerce
P9-990. I-10
Waterfront Walkways - The baywalk/riverwalk system should be completed
to provide a sequence of active and passive spaces that connect public
attractions and facilities. All baywalk/riverwalk improvements should
adhere to existing design guidelines.
A plan for activating the downtown waterfront is described in greater
detail in Objective 3 of Chapter VI - Enhancing Public Spaces.
Wholesale Trade Mart
Policy 1-F: Develop a wholesale trade mart in the Omni area.
The Omni Area Redevelopment Plan, adopted in 1987, created a tax
increment district in order to generate revenue for the public sector to
assist in stimulating a revitalization of the Omni area. The principal
strategy for this revitalization process is the recruitment of new economic
anchor uses, currently not present in the area, but for which market
support can be demonstrated. Preliminary studies indicate that a wholesale
trade mart offers the best potential market and compatibility with
revitalization objectives to: 1) complement rather than compete with
established activity patterns in other downtown locations; 2) reinforce the
existing hotel, residential, retail, and commercial service uses in the area;
and 3) act as a catalyst to stimulate development of other supporting uses
within the area.
Unlike the proposed Exhibition Hall (see Policy 1-B) which is intended to
serve general conventions, meetings and trade shows, the wholesale trade
mart envisioned for the Omni area is intended to be a specialized facility
for international import/export products and/or media related businesses.
The facility should contain permanent showrooms, as well as flexible space
for changing displays. The trade mart would attract business to existing
hotels, provide an anchor to attract related businesses to a proposed
business/industrial park in the Omni West area, and create a market for
additional office, retail and restaurant uses along Biscayne Boulevard.
Utilizing tax increment funds from the adopted Omni Area Redevelopment
District as an incentive, the City should seek proposals from the private
sector to develop a wholesale trade mart. Locations along Biscayne
Boulevard near the Omni should be favored for maximum visibility and
accessibility to existing hotels.
The ability to visually and functionally establish a cohesive and positive
image for the Omni area is critical to its long term success. Any
redevelopment project in the Omni area should be preceded by
implementation of the Biscayne Boulevard improvements described in Policy
2-C of Chapter V - Enhancing Public Spaces.
Business Park
—( Policy 1-G: Promote redevelopment of the Omni West area as a business/
industrial park, with a concentration of media related uses (television,
radio, recording, film, advertising, publishing, etc.), import/export businesses,
and downtown and Seaport related service industries.
Developing Commerce 99-99&- I-11
Elimination of blighted conditions in Omni West need to be a high priority
in revitalization efforts for the entire Omni area. With public sector
assistance, made possible with the adoption of the Omni Area
Redevelopment District in 1987, this area represents an important
opportunity to bring jobs and economic activity to the City that would
otherwise be lost to suburban areas. The location of this area near
downtown and the Seaport, plus its accessibility by expressways and public
transit, provide an ideal setting to create a new business park which
competes with suburban business parks for uses that need moderate price,
low-rise office and warehouse space. If coordinated with the proposed
wholesale trade mart (see Policy 1-F), marketing of such space to media
and import/export related businesses could reinforce the success of both
projects. By establishing a positive image and market identity for the
Omni area, a business park (and trade mart) should pave the way for
development of higher density uses in the Biscayne Boulevard corridor.
An industrial economic study recently completed for the Cit
snot effectively compete due
y
Media related industries are recommended as a target because of their
growth potential and high multiplier effect on the local economy. South
Florida currently ranks third in the nation in the volume of film
production (commercials, TV, and feature length movies). South Florida
also plays a significant role in the recording industry and in publishing.
The huge Latin American market remains largely untapped. The proposed
concentration of television, radio, recording, film, advertising and publishing
industries in one geographic area can provide significant economic,
marketing, promotional and logistical advantages to both the industry and
the City. Existing anchors are the Miami Herald and the Anna Brenner
Myers Telecommunications Studio operated by the Dade County School
Board.
The Omni West area is part of a larger geographic area for which Miami
and Dade County have approved "Enterprise Zone" status. This means that
a large array of state and local tax benefits can be utilized by businesses
that locate in the area.
The City should seek proposals from the private sector to develop a
business/industrial park in the West Omni area. The City should assist
with land assembly and infrastructure improvements using redevelopment
authority and tax increment financing. Minor streets should be abandoned
to further assist with land assembly (see Making Connections, Policy 1-A).
--99U
Developing Commerce I-12
High Speed Rail Terminal
Policy 1-H: Promote locations within downtown for the southern terminus
of proposed Florida High Speed Rail system.
The State of Florida High Speed Rail Transportation Commission is seeking
to award a statewide franchise to a private entrepreneur to develop a
state-of-the-art "bullet train" linking the major urban centers of Tampa,
Orlando, and Miami. The financial incentive is intended to be the rights
to real estate development in proximity to stations. If the bullet train is
constructed, its southern terminus belongs in downtown Miami. There it
can most efficiently serve business travelers. The downtown site also
offers convenient connections to Metrorail and Metromover for access to
the other destinations in Dade County.
Retail, hotel and office mixed -use development in the terminal can
contribute to the overall development of downtown commerce. In addition,
the stopover traffic which results from travelers passing through the
downtown area can be intercepted and result in a substantial economic
spin-off.
There are two recommended sites for the terminal, each linked to one of
the existing railroad rights -of -way that could potentially be used to bring
high speed rail into the downtown (see map: "Development Catalysts and
Districts"). The site along NE/NW 11th Street in Park West utilizes the
City's Municipal Railway as an extension of the Seaboard Coastline
Railroad that runs east -west through the City from NW 7th Avenue to
Miami International Airport before turning northward. The alternate site is
the Gran Central site adjacent to the Government Center Metrorail
station, which utilizes the Florida East Coast Railway line running north -
south roughly parallel to US 1. The Gran Central site is at the hub of
the regional transit system, and offers an excellent opportunity for a true
multi -modal terminal. Either of the terminal sites could support additional
office and hotel development.
Overtown Historic Folklife Village
Policy 14: Support efforts to promote the Overtown Historic Folklife
Village.
The Historic Overtown Folklife Village is a proposed arts center
highlighting black and Caribbean culture themes. It lies within the
Southeast Overtown/Park West Redevelopment project in a two block area
between NW 2nd and 3rd Avenues and NW 8th and 10th Streets.
A master plan, urban design guidelines, and preliminary market analysis
have been developed for the Village utilizing the following concepts:
* The Village should provide a program of activities to attract local
residents, visitors from South Florida, and national and international
tourists.
Developing Commerce R9"-990: I-13
Architecturally and culturally, the Village should draw on a central
theme. The highlighting of Overtown's Black and Caribbean heritage in
dance, music, art and museum activities can provide a theme that could
potentially weave together the diverse cultures of the American South,
the Caribbean, Central and South America, and Africa.
* The Village should feature the numerous local historic structures located -
within or adjacent to its boundary, including the Lyric Theater, the
Cola -Nip Bottling Company building, the Dorsey House, Ward Rooming
House, Mt. Zion Baptist Church, Bethel A.M.E. Church, the Carver Hotel
and the Masonic Temple.
* Suggested uses and activities include: crafts market for local and
imported goods; outdoor prepared food market; historical museum
highlighting South Florida Black heritage (including a walking tour);
exhibition center and art gallery with dance, music and art studies (this
would include office space for participating arts -related organizations);
restaurants/nightclubs; artist residences; annual festival concentrating on
local and imported crafts, food and music.
The Historic Overtown Folklife Village is a catalytic project which will
improve the access, environment, security and attractiveness of a portion
of the Southeast Overtown/Park West area. This will attract people to
live, work, study, and shop in this area. It will bring the arts community
together by providing studio, display and living space; and it will provide
an entertaining as well as an artistic atmosphere that can be enjoyed by
F the community as a whole. In time, new businesses that can relate to
the existing arts community and create new business opportunities to
support and complement existing economic activities, will be encouraged to
locate in the area.
Developing Commerce t?9-- 9961 I-14
t
INTERNAL LINKAGES CONTRIBUTING TO COMMERCE IN DOWNTOWN
Objective 2: Improve the linkages and economic relationship between downtown =
and the Seaport.
The seaport has not fulfilled its potential as a stimulus for downtown
development, as most cruise passengers and cargo merely pass through downtown
without stopping. New hotel, office and retail facilities contemplated within the
seaport would further segregate its economic activity from downtown. In order
to support the goal of strengthening downtown's role as a center of commerce,
transportation links and unique attractions for cruise passengers, and business
links for commercial activities should be promoted between downtown and the
seaport.
Policy 2-A: Provide unique attractions and convenient transportation
linkage to encourage cruise ship passengers to spend layover time within
downtown.
As the image and
concentration of
attractions in downtown Miami
improves, so too will
its appeal as a
stopover during
cruise vacations. -
Bayside provides one
important attraction; other visitor
attractions
are -
discussed in Policy 1-E. A dimensional
projection theater
proposed for
the
FEC Park, would serve the cruise ship
industry as a marketing center
for
Caribbean vacations.
Shuttle service
and water taxi
links should
be _
developed to make
downtown more
easily accessible
to cruise
ship -
j passengers.
-
_! Policy 2-B: Target Seaport related services for location in the Omni West
area.
Food suppliers, ships suppliers, warehousing, import/export businesses are
among the seaport related services that should be targeted for location in
a proposed business/industrial park in the Omni West area (see Policy 1-G).
Policy 2-C: Discourage construction of hotel, office and retail facilities
within the Seaport which would further segregate the port's economic
activity from downtown.
The development of self-supporting services and business activities at the
Seaport contribute to its separation from downtown. It would be of
greater value to establish links between the Seaport and downtown, than to
have the area develop as a self-contained commercial area adjacent to the
city center.
Policy 2-D: Establish downtown as a major international center for
wholesale trade of foreign goods.
Downtown should be aggressively marketed as a central location for
import, display, and wholesaling of specialty products from throughout the
world. Showroom space could be developed in the wholesale trade mart
proposed for the Omni area or in vacant space in older buildings
throughout the downtown. Proximity to the seaport, convenient airport
access, concentrations of hotels, and the international image of downtown
make downtown a natural location for international trade.
Developing Commerce gg--99-0.. I.16
QUALITY OF WORK LIFE IN DOWNTOWN
Objective 3: Develop amenities for downtown employees that can be effectively
marketed to attract new and retain existing employers.
In order to attract new businesses to downtown Miami and to retain existing
businesses, there must be services and amenities which enhance the quality of
daily life for those who employ and are employed in downtown. Downtown
office buildings face intense competition from suburban locations for a significant
segment of the office tenant market that does not need to be located downtown
for business purposes. Suburban locations offer the advantages of proximity to
employees' place of residence, lower rents, and ample parking. Those advantages
can be counter balanced by special attention to quality services and amenities
for downtown employees. Many important employee amenities are discussed in
other sections of this plan: i.e., shopping, farmers market, cultural facilities, and
parks. Other amenities and services can be promoted with the following policies.
Policy 3-A: Provide quality child care by encouraging the private sector
to provide child care facilities and by providing space wherever appropriate
on publicly owned property.
The role of quality, affordable child care in close proximity to the urban
workplace is becoming more prominent as more and more women enter the
work force. It is estimated that over one-half of the mothers of infants
are currently in the work force; and, by 1996, two-thirds of women with
preschool aged children will be in the work force. This translates into a
need of approximately 4 day care slots per 100 employees.
Employer sponsored on -site child care should be the primary means of
creating the supply of day care facilities to meet this demand. Some of
the available benefits to employers who provide this amenity to their
employees are reduced absenteeism of employees with children, increase in
employee productivity and an enhancement in the success of recruitment
campaigns. There are also a number of benefits available to developers
who incorporate on -site child care facilities into their projects. Some of
these benefits could include State and Federal tax incentives, and zoning
incentives such as increases in allowable floor area ratios.
The public sector should assist with meeting day care needs by providing
space in public buildings such as parking garages and office buildings.
Land should be made available for day care centers in public parks where
there is sufficient open space to meet recreation and day care needs.
Policy 3-B: Encourage the Dade County School System to locate magnet
school programs within or near downtown, and encourage developers, major
employers, and Metro Dade County to sponsor satellite elementary school
programs (in partnership with the Dade County School System) within
employment sites.
As an extension of day care programs, primary school facilities are an
important consideration. Given an option, working parents often prefer to
enroll their children in elementary schools near their place of work, rather
than in .their home neighborhood. This is especially true when the work -
based school is perceived to be of higher quality or to offer special
Developing Commerce P94-9. 9Q I-16
a
programs not available in the neighborhood school. Other advantages are
the convenience of drop-off and pick-up times coordinated with the
parent's work hours, quick access for emergencies and special school
functions, and time spent with the child during the daily commute. Use
of downtown area schools by employees benefits the school system by
relieving overcrowding in suburban areas and by bringing together children
of diverse ethnic, racial, and economic backgrounds. Special magnet
programs should be located in downtown area schools to encourage
attendance by children of downtown employees.
The pilot satellite
school program started by
the Dade
County School
System with the American Bankers Insurance Corporation
headquarters in
South Dade should
be considered in major
new developments in the
downtown. Another
possible candidate for this
program is
the Government
Center area, where
it could be integrated with
new State,
County, and/or
City office buildings.
Policy 3-C: Provide incentives to the private sector to provide health
clubs, restaurants, libraries, job training and higher education facilities, and
convenience retail and service uses in new office buildings.
In areas where development intensities are limited by zoning, developers
should be encouraged to provide commercial space for employee services
by offering floor area ratio bonuses.
Policy 3-D: Expand special events programs.
Downtown should have an expanded year around calendar of special events
that enhance employees' lunchtime and after work hours. Festivals,
concerts, races, sidewalk sales, exhibits, etc. should be programmed
regularly in public streets and open spaces. Efforts by existing public
agencies such as Miami -Dade Community College, the Downtown
Development Authority, and the Downtown Miami Business Association
should be supplemented with additional programs sponsored by special
management districts (see Policy 6-A). The private sector should be
encouraged to program events in private plazas, lobbies and atriums. A
downtown -wide plan for special events should be developed to coordinate
scheduling and promotion, and to integrate all of downtown into an
activity program.
Policy 3-E: Assist employees with transportation and parking needs.
Programs such as ride -matching, vanpooling, group discounts on transit
passes, and peripheral parking shuttles should be viewed as tenant services
that can enhance the marketing advantage of private developments. Large
scale developments should be encouraged to provide an on -site
transportation coordinator, which can be a function of the building
manager's office and can be a cost effective means of implementing
transportation control measures requirements recommended in Policy 2-C of
Chapter IV - Making Connections. Appropriate public agencies should
provide these services to employees of smaller developments.
549-99C
Developing Commerce I-17
INCENTIVES FOR REHABILITATION OF COMMERCIAL SPACE
Objective 4: Promote rehabilitation and adaptive reuse of vacant and
underutilized commercial space.
A significant amount of vacant and underutilized space exists today in older
office buildings and hotels and in the upper floors of retail buildings. The
unused inventory of space can be expected to increase, as newly constructed
buildings continue to offer large discounts to lure tenants away from existing
space. Rather than contributing to further disinvestment and physical
deterioration of older building stock, this problem can be viewed as an
opportunity for marketing downtown as a location for newly created businesses
and innovative special uses. These might include residential and other uses that
would not be economically feasible in new development.
Policy 4-A: Provide incentives for rehabilitation of older buildings through
low interest loans and Rehabilitation Investment Tax Credits for historic
buildings.
The City's Community Development Block Grant program currently provides
up to $30,000 annually to the Downtown Miami Business Association for
facade renovation grants. The program permits a maximum project cost
of $2,000 per business, of which 70% is paid with public dollars and 30%
by the property owner or tenant. To date, the funds have been targeted
for buildings along Flagler Street, resulting in approximately 20 storefronts
receiving new paint, brightly colored awnings, and/or signage. The program
has been successful in upgrading the appearance of Flagler Street, but
needs to be expanded greatly, both in terms of geographic area and scope
of renovations that can be financed for individual buildings. Additional
sources of funding should be identified, and a revolving loan fund should
be considered as an alternative to onetime grants.
Approximately 90 buildings in the downtown area are listed or eligible for
listing on the National Register of Historic Places, making them eligible
for federal and state rehabilitation grants and loans, as well as the 20%
Rehabilitation Investment Tax Credit and the Low Income Housing Tax
Credit. The Planning Department should provide technical assistance to
- property owners in identifying and applying for these incentives.
Policy 4-B: Revise CBD zoning regulations to encourage adaptive reuse of
vacant space for housing, and for certain types of wholesaling and light
manufacturing subject to special performance standards.
Current zoning regulations
in the
Central
Business District have
more
stringent requirements for residential
use than
for commercial uses, thereby
tending to
make residential
conversions difficult. Revisions to the
code
pertaining
to residential use should
include
removal of floor area
ratio
limitations,
a reduction in
open space and
livability space ratios,
and
exemption
from the building
spacing
formula.
_ The manufacturing and wholesaling of fine jewelry has been an extremely
successful component of the downtown economy, and a major occupant of
upper floor space in older downtown buildings. Other types of industry
that would have no negative impact on the downtown environment should
Developing Commerce s?,9..990 I-1.8
be identified and listed in the zoning code as permissible by special
permit. Examples of uses that should be considered are showrooms for
wholesale goods, manufacture and/or assembly of small electronic
components, and small garment finishing.
Policy 4-C: Utilize State and Federal funds to develop educational
programs and student housing as an adaptive reuse.
In connection with the growth of Miami -Dade Community College and the
New World School of the Arts, and recommendations to attract additional
higher education programs to the downtown area (see Policy I-C), space for classrooms, libraries, studios, offices, and student housing will be
needed. Existing buildings, such as the Congress Building, could be
-rehabilitated for these uses. Vacant office space in newer buildings could be utilized for many types of educational programs with minimal
alterations.
Policy 4-D: Exempt rehabilitation and adaptive reuse projects from impact
fees and DRI supplemental fees.
The recently adopted ordinances creating City of Miami impact fees and _
supplemental fees for the Downtown Development of Regional Impact (DRI)
encourage rehabilitation by exempting improvements to space within -
existing buildings from payment of the fees. When the use of an existing
building is changed, DRI supplemental fees are charged only for the
incremental increase in peak hour vehicle trip generation.
D
,i
SERVICES IN DOWNTOWN
Objective C: Provide high quality levels of maintenance, security, management
and promotion.
The image of downtown currently suffers from a combination of perception and _
reality involving crime, vagrancy, dirtiness, disrepair, congestion and nighttime
emptiness. Improving these conditions and this image should be a fundamental
strategy in attempts to attract new business and development to downtown.
Policy 6-A: Create management districts, funded by special assessments to
provide extra services needed in special areas of downtown.
The City of Miami offers the highest level of service that it can afford
to provide, however, the basic needs of the overall city do not permit the
expenditure of funds on exceptional services needed for a first class
downtown. The Downtown Development Authority, which is funded by an
additional 1/2 mil assessment on downtown property, is charged with
promoting the overall economic development of downtown and with planning
and implementing physical improvements and redevelopment projects. Like
the City, the DDA does not have sufficient resources to dedicate to
specialized services needed by certain small areas within downtown.
Areas of intense activity, such as the Flagler retail district, tend to need
more frequent cleaning and repair. Streets with special paving,
landscaping, furniture, and lighting have more costly maintenance needs.
Merchants desire high visibility police presence as a deterrent to crime,
creating a strain on the Police Department's ability to patrol less
populated areas. In order to compete more effectively with suburban
shopping centers, retail districts need a coordinated management,
marketing, and promotion program. Funding is needed for special events
and performances to enliven public spaces.
In 1986, the state legislature passed an enabling statute to allow local
government to set up special assessment districts for services such as
maintenance, security, retail district management and special event
programming. By creating a dedicated source of revenue through special
assessment districts, property owners can ensure that special supplemental
services are provided through a management organization.
The accompanying map, "Management Districts," identifies four areas that
would especially benefit from a management district. The reasons for
recommending a management district are discussed elsewhere as follows:
a) Flagler Street, Creating a Marketplace, Policy 2-D; b) Biscayne
Boulevard, Enhancing Public Spaces, Policy 2-C; c) Omni area, Creating
a Marketplace, Policy 3-A; d) Brickell Promenade, Enhancing Public
Spaces, Policy 2-B.
Policy b-B: Continue programs to improve City streets using highway bond
funds, special assessments, tax increment revenues, and impact fees from
new development.
Developing Commerce
I-20
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MANAGEMENT
DISTRICTS
In addition to the fundamental objectives of improved traffic, safety, and
drainage conditions, recent City street reconstruction projects such as
Bayshore Drive, North River Drive, NE/NW 2nd, 3rd, and 4th Streets, and
numerous streets throughout Southeast Overtown/Park West have done
wonders to improve the appearance and image of the public environment.
Additional highway bonds must be approved by City voters to continue this
program. In some cases the normal 25% assessment of abutting property
owners may need to be increased to cover the costs of exceptional
sidewalk landscaping, lighting, and paving.
Policy 6-C: Encourage the state and county governments to increase
spending on roadway maintenance, landscaping, and lighting.
In the process of budgeting limited funds, the need to reconstruct,
resurface, and/or repair existing streets and sidewalks tends to be
overshadowed by major new roadway construction projects. Major
downtown streets such as Miami Avenue and NE 2nd Avenue are long
overdue for major sidewalk and drainage repairs, and the lack of
landscaping and regular maintenance in expressway rights -of -way are a
major eyesore in the downtown area. The importance to the regional
economy of a first class downtown needs to be stressed as the county and
state establish spending priorities.
Policy 5-D: Promote high standards of maintenance on all private
property by enactment of a community appearance code and increased code
enforcement.
Some areas of downtown have been neglected by private property owners.
Litter, overgrown weeds, broken awnings, peeling paint, and obsolete signs
greet visitors along several major corridors. Some communities around the
country have experimented with appearance codes, finding that such codes
can be effective, provided that adequate manpower is available for
enforcement. An appearance code for downtown should be developed,
including a permanent source of funding for enforcement.
Existing codes must also be vigorously enforced. One example is the use
of vacant land for parking without the required paving, landscaping and
lighting.
Policy b-E: Provide an ongoing program for employment
and homeless persons in the downtown area, to assist with
Utter and maintenance of landscaping on public property.
of low income
daily cleanup of
A permanent source of funding should be identified to employ low income
and homeless persons in the downtown area, to assist with daily cleanup of
litter and maintenance of landscaping on public property. Such a program
could be funded by a special management district (see Policy 6-A). A
specialized social service agency must be involved to assist with job
training and services that will help temporary employees of this program
to find permanent jobs.
Developing Commerce '. 99-9!90 - I-22
.J
J:
J --
II. CREATING A MARKETPLACE: RETAILING IN DOWNTOWN
Goal. Expand downtown's retail market appeal.
The traditional character of any downtown is most often expressed along busy
sidewalks filled with shoppers clutching packages, gazing at glittering window
displays, rushing across crowded intersections. Retailing is at the heart of
downtown life.
Miami is fortunate. Unlike many cities, it still has a vibrant, successful
shopping district. Many forces, however, threaten the traditional storefront shop.
In order to remain vibrant and grow, Miami needs to develop the diversity of
goods and interesting places that can draw people to shop downtown. This
chapter focuses on protecting and enhancing Miami's retail center, better serving
existing consumer demands, responding to new retail opportunities, and assuring
the necessary support facilities and services to maintain a healthy, growing
downtown retail center.
Downtown Miami currently consists of four different marketplaces; the Central
Business District, the Omni Area, Brickell and Bayside. Each serves four
different and distinct types of markets; tourists and visitors, local residents,
downtown employees and regional residents.
Central Business District - The CBD contains the largest retail concentration in
Dade County with 2.7 million square feet of retail floor space. Most of this
space is located in a compact district, centered on Flagler Street, Miami's
traditional "Main Street". With the exception of the 529,000 square foot
Burdines department store, it is generally characterized by small independent
shops oriented to a busy sidewalk environment. The CBD also contains one of
the five largest concentrations of jewelry trade in the United States, consisting
of manufacturing and wholesaling, as well as retail sales to visitors and residents
from throughout the region. Other notable concentrations of specialty goods
include electronics, fabrics, and notions.
As in most U.S. cities, Miami's CBD lost its role as the predominant regional
shopping center with the emergence of suburban malls in the 1960's and 70's.
The resident market was then replaced with an influx of tourists from Latin
America. These visitors purchased large volumes of merchandise, creating an
—� unprecedented boom in sales and expansion in retail space. Since 1982, however,
economic conditions and policies within Latin American countries have caused a
drastic reduction in this market.
Although huge sales volumes have dropped, most retail activity has survived and
there are virtually no vacancies in the CBD ground level storefront space.
a Business remains healthy today, due mainly to sales to Caribbean and other
` international visitors. Some merchants, particularly along Flagler Street, are
attempting to broaden their market appeal to downtown employees. Another
segment of downtown retailing serves the low to moderate income neighborhoods
that surround the downtown area.
f Creating A Marketplace g9-990 II-2
i~f
Omni Area - The Omni International Mall is a three level enclosed regional
shopping center totaling approximately 900,000 square feet. It was constructed
in 1975 amidst an important "uptown" retail district centered along Biscayne
Boulevard. Since then, most of the free-standing retail uses along Biscayne
Boulevard have disappeared, most notably with the closure of the Sears and
Jeffersons department stores. Today the Omni is an isolated, self-contained
retail center that exerts little attraction for surrounding retail growth. Like the
CBD, it is undergoing a transition resulting from the decline in expenditures
from Latin American tourists, but remains heavily dependent on the visitor
market.
Brickell Area - Within Brickell, the Eighth Street/Miami Avenue corridors provide
only a limited array of local neighborhood retail services. Approximately 150,000
square feet of retail space exists in the ground floor area of Brickell Avenue
office buildings, but the majority of this space is either vacant or leased to
banks and other service uses. Zoning restrictions have deliberately prevented the
concentration of a sufficient amount of retail space to attract shoppers from
outside the immediate area. Therefore, few retail stores have been able to
survive; and the substantial purchasing power of approximately 30,000 persons
working in Brickell is largely escaping to suburban retail centers.
Bayside - Bayside is a festival marketplace that opened in 1987 on a city -owned
waterfront site adjacent to Bayfront Park. Its 235,000 sq. ft. of leasable area
is devoted approximately 50% to food service and 50% to specialty retailing.
Bayside is the only downtown shopping area that attracts large numbers of
downtown employees and residents from throughout South Florida (together
representing about one-half of all customers).
Economic forecasts for downtown development (Hammer, Siler, George
Associates - 1986) indicate that an additional 600,000 square feet of retail floor
�• area can be supported in the downtown study area by 1995, and approximately
1.4 million additional square feet by 2005. These projections include shoppers
goods, eating/drinking establishments, and entertainment, but do not include
convenience goods and services for downtown employees and residents. After
factoring in demand for convenience goods and services, a total increase of 1.5
million square feet of retail/service space is targeted for the year 2000 in this
plan. That represents an increase of over 30% in the existing 4.7 million square
feet of retail/service space within downtown. If currently planned projects in
the Dupont Plaza, Riverfront and Brickell areas materialize, the ten year
projection will be considerably exceeded.
1 Growth in retail trade will most likely be a part of large mixed -use
developments with substantial employment concentrations or high traffic public
l attractions. These areas of anticipated retail growth are shown on the
i accompanying map, "Existing Marketplaces", by arrows indicating likely areas for
new mixed -use development.
l Pa-99o.
Creating A Marketplace II-2
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DOWNTOWN MIAMI MASTER PLAN 1989
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ISLAND
PORT OF MIAMI
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CLAUGHrON
ISLAND
EXISTING RETAIL
POTENTIAL RETAIL EXPANSION
PRIME REDEVELOPMENT AREA
............
0111111 EMPLOYEE MARKET DRAW
PEOPLE MOVER
EXISTING PUBLIC ATTRACTION
Fzq-990
EXISTING
MARKETPLACE!
Policies for expanding and revitalizing retail services in the downtown area must
respond to several basic issues:
Maintenance -Security -Promotion - First on everyone's list - a dirty, perceived
unsafe, shuttered and rarely promoted downtown can not compete in a regional
marketplace with numerous attractive alternatives.
Maintaining A Compact Core - Some of the principal strengths of downtown
retailing --its compact walking distances and animated window shopping
environment --could be threatened by development of separated, new competitive
retail centers, displacement of limited prime retail frontage by non -retail uses,
and internalized shopping malls that consciously reject external street orientation
and relationships to surrounding retail uses.
Employee Market - Downtown Miami captures only a fraction of the $3,500 per
capita national average for annual retail expenditures by downtown employees.
Better product selection, higher quality merchandise, contemporary settings and
displays, and courteous service are necessary to attract downtown employee
purchases.
Resident Market - Downtown has failed to capture the significant expenditure
potential from middle and upper income residential neighborhoods in South
Brickell, the Roads, North Grove, Key Biscayne, etc. Higher quality
merchandise, additional anchor department stores, and convenient access and
parking are needed.
Visitor Market - Tourism is the most volatile market to rely on, making
downtown vulnerable to sharp swings in sales. The prolonged decline in tourism
sales volume is forcing a transition in retail marketing to attract stable
employee and resident markets.
Entertainment and Nightlife - Downtown streets tend to empty after 6:00 PM
due to a combination of factors, headed by the lack of a downtown resident
population. Retail shops are closed and shuttered, contributing to an image of
emptiness and hostility. As a result, quality restaurants and entertainment
ventures have a difficult time breaking the cycle to attract nighttime business.
j Links to Bayside - Bayside as an attraction for new visitor trips to downtown
should not serve as a sole destination, but as a featured visit in an itinerary of
downtown stops. Activity "bridges" are essential to induce ground level
movement between Bayside, Flagler Street and the Omni area.
Flagler Street - Miami's traditional "Main Street" has largely forsaken Miami in
favor of international tourism. As the psychological center of the City, there is
a sense that it should achieve a broader appeal to local markets .and project a
higher standard of quality.
Redevelopment of Biscayne Boulevard/Omni - It has been said that the problem
with the Omni area is just that! It is only an area around Omni and little
else. It is doubtful that major retail outlets will once again dominate the area,
but as new uses are attracted to the area, (see Chapter I - Developing
Commerce) linkages between those new developments will be best served by an
active retail frontage of shops, restaurants and services.
Creating A Marketplace 4RCI-990. II-4
Brickell Area - Just as in Chicago, where sizable amounts of aging State Street —
retail space finally jumped the river to the prestigious North Michigan Avenue
office district, development trends are pushing for a nucleus of shoppers retail
space in Brickell. Mixed -use projects will be strong candidates for adding retail
space. The need to capture more employee expenditures will contrast with
concerns that competition from Brickell could undermine the priority for -
improvement of the Flagler Street district.
a-Z'
Creating A Marketplace
Qvr, ATII`Q A MARKETPLACE P0UQY RECOMMENDATIONS—
� SIDEWALK ORIENTED STOREFRONTS
Objective 1: Protect, enhance and expand traditional sidewalk oriented retailing
in designated downtown areas.
The function of a marketplace depends on the complementary and mutually
reinforcing relationships of a concentration of retail goods and services. The
development of retailing in a district -like fashion allows focused merchandising
activity and interaction which creates the sense of an urban center. This
activity thrives on being in the public realm and its relationship to the street
level activity. The fragmentation of retailing that creates isolated clusters of
shops, intrusion of unrelated uses and loss of convenient pedestrian exposure will
cripple if not destroy a public retail center.
_ The Flagler Street retail district, Biscayne Boulevard in the Omni area, and
Brickell Avenue, Brickell Promenade and Miami Avenue within the Brickell area
are specific areas where traditional sidewalk oriented retailing should be
protected, enhanced, or expanded.
Policy 1-A: Designate "primary pedestrian pathways" with design standards
for ground floor frontage requiring setbacks, multiple external sidewalk
level entrances, and transparent window openings.
Within existing retail districts and in areas where retail expansion is
proposed for the future, the ground floor space in buildings should be
designed to accommodate retail shops and other uses that promote an
active pedestrian sidewalk environment. The street frontages and
baywalk/riverwalk frontages shown as "primary pedestrian pathways" on the
accompanying map, "Ground Floor Design and Use", should have the
following design requirements implemented through the zoning ordinance:
* At least two thirds of the linear street frontage (or baywalk/riverwalk
frontage) of a development site should contain ground floor space
designed to accommodate retail and other uses that promote
pedestrian traffic. The remaining frontage may be dedicated to
entrances, lobbies, driveways, or non -pedestrian oriented uses.
Exceptions to this rule should be considered where residential uses are
located at the ground floor.
* All ground level space designed for pedestrian oriented uses should
have external entrances directly accessible from public sidewalk space.
For the first 10 feet of height above the public sidewalk elevation,
front building walls should contain at least fifty percent of their
surface area in transparent glass.
* The interior floor elevation should be level with the adjacent public
sidewalk. Where federal flood zones would require the finished
ground floor elevation to be higher than the adjacent public sidewalk,
building walls should be floodproofed, in accord with Federal
Emergency Management Agency (FEMA) standards, to permit habitable
floor space at the elevation of the public sidewalk. Exceptions to
Creating A Marketplace R9-990. II-6
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PRIMARY PEDESTRIAN PATHWAY
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R9- 90I.
GROUND FLOOR
DESIGN AND USE
this standard may be needed where there is a difference of more
than 3.5 feet between the federally mandated ground floor elevation
and the public sidewalk elevation. In such cases, building entrances
should be elevated no more than 3.5 feet above the adjacent public
sidewalk, and floodproofing should be utilized to minimize the
elevation differential between the ground floor elevation and the
adjacent public sidewalk.
Front building walls should be set back from the property line where
necessary to provide a minimum sidewalk width of 20 feet from face
of building to curb line (additional width may be required in areas
having high volumes of pedestrians). Where permitted by zoning, the
upper floors of buildings could overhang this setback area. Exceptions
to this setback requirement should be considered where a proposed
building would have less than 200 linear feet of frontage on any
given street and existing adjacent buildings would prevent a consistent
setback along at least one half of the block. The setback area
should be improved to meet special design criteria for the adjacent
public sidewalk including pavers, landscaping, street lighting fixtures
and awnings.
Policy 1-B: Designate "pedestrian streets" with mandatory ground floor
retail and other pedestrian oriented uses.
While all buildings along "primary pedestrian pathways" should be designed
to accommodate pedestrian oriented uses, such uses should only be
mandatory along a smaller number of streets where they can be supported
by the existing marketplace. "Pedestrian streets", indicated on the
accompanying map, are the most critical areas where shopping and
pedestrian street life need to be protected or enhanced. Such streets
include the heart of the Flagler retail district, and proposed activity focal
points such as Brickell Promenade, and Biscayne Boulevard in the Omni
area.
The design standards for "primary pedestrian pathways" should apply to
"pedestrian streets". In addition, the zoning ordinance should require a
minimum of two thirds of the street frontage to be used only for retail
shops, food and drink, entertainment, and personal services explUding
banking, finance, stock brokerage, and airlines ticket agencies. (The zoning
ordinance may require smaller proportions of pedestrian oriented uses in
building frontages within "primary pedestrian pathways.")
Policy 1-C: Limit the placement of overhead pedestrian walkways that
span public streets, in order to preserve the active use of public ground
level sidewalks.
The experience of cities that have permitted frequent use of overhead (or
underground) pedestrian walkways is that higher rent paying retail uses
tend to shift to the level designated for pedestrians, leaving lower rent
paying uses and/or vacant storefronts on the street level. This economic
stratification leads to security problems and an image of urban decay.
Creating A Marketplace
C qQ--�130,II-8
Miami should protect the vitality of its downtown sidewalk environment by
implementing the following rules for pedestrian connections over (or under)
public streets:
* Within "pedestrian streets" overhead pedestfan connections should be
strictly forbidden;
* Within "primary pedestrian pathways", overhead pedestrian connections
should be restricted, and permitted only where necessary to provide
transfers between a public transit station and a public parking garage;
* Along all other streets, overhead pedestrian connections should be
permitted only where necessary to provide transfers between a public
transit station and a public parking garage or where there is a
physical barrier that prevents pedestrian movement at street level.
Broad streets with heavy traffic volumes are not physical barriers to
pedestrian movement when there are traffic signals at nearby
intersections to provide suitable pedestrian crossing time.
Exceptions could be made for internal connections within single facilities,
such as the existing overhead walkway within Burdines or the proposed
exhibition hall addition to the City of Miami/James L. Knight Convention
Center in Dupont Plaza.
Policy 1-D: Allow a greater concentration of retail goods and services
within mixed -use projects in the Brickell area, with emphasis on storefront
sidewalk retail space.
Retail and service uses in the Brickell Avenue corridor are intended by
the Comprehensive Plan and the zoning ordinance to be scaled and
designed to serve the needs of the district. While this intent remains
valid in order to avoid an unproductive fragmentation of retail uses outside
the CBD, the existing development pattern and zoning restrictions prevent
development of successful retail stores to serve the Brickell area
employees and residents. A considerable amount of additional restaurants
and convenience goods and services are needed. These could be combined
with a modest amount of specialty shopping to create a critical mass of
activity. The zoning code should be modified to exempt circulation space
from the maximum retail floor area limitations, and to allow by special
permit an exception for individual stores over 10,000 square feet in floor
area, subject to adherence to design standards for ground floor retail
access and visibility, and provision of local convenience goods and services.
IQ9-990-
Creating A Marketplace II-9
FLAGLER STREET INITIATIVE
Objective 2: Revitalize the image and functional role of Flagler Street as
Miami's "Main Street".
Flagler Street's success as an international marketplace should be reinforced by
broadening its market base to include local residents and downtown employees.
To achieve this, a three phase program entitled the Flagler Street Initiative was
developed by the Downtown Development Authority, the Planning Department, and
the Downtown Miami Business Association. The Initiative involves economic,
urban design, transportation, and management improvements designed to revitalize
the image and functional role of Flagler Street.
In 1988 the DDA sponsored a demonstration block on Flagler between Miami t
Avenue and East 1st Avenue to illustrate some of the proposed physical design
and management improvements. The full Flagler Street Initiative should be
implemented with funding from general obligation bonds and a special assessment
district. The following policies summarize the key elements of this program.
Policy 2-A: Streamline Flagler Street traffic, loading and service activity.
Automobiles, buses, taxis, service vehicles and pedestrians all compete for
limited space in the 70' wide right-of-way along Flagler Street. Pedestrian
comfort and safety should be improved by widening the sidewalks and
reducing traffic congestion. This requires more efficient use of the space
allocated to vehicles as follows:
* Reduce unnecessary through trips (vehicles that have no intended
origin or destination within the retail corridor), by reconstructing
North 1st Street and redirecting westbound through traffic along this
underutilized street (15% of capacity in 1988);
* Reduce unnecessary circulating traffic (vehicles circulating around in
downtown's one-way street system to reach a destination along
another street) by relocating NE 3rd Avenue, in the block between E.
Flagler and NE 1st Streets, to align with SE 3rd Avenue;
* Reduce side friction created by bus stops by rerouting Flagler Street
Metrobus routes to North 1st Street;
* Reduce loading zones to the minimum size required for taxis and
delivery vehicles along each block and strictly enforce curbside
parking restrictions.
Policy 2-B: Upgrade the physical appearance of Flagler Street by
constructing streetscape improvements and regulating signage.
The image of Flagler Street needs to be transformed to a tropical, festive
environment with pedestrian comforts and conveniences. Lighting is a key
part of the solution. If the street looked bright and fanciful, people
would be encouraged to stay downtown later, and shops could remove their
shutters and stay open after dusk. If the street looked inviting and clean,
more people would feel secure enough to go to restaurants or window shop
before attending performances at Gusman Cultural Center, the Knight
Creating A Marketplace
gQN-990 11-10
Center, or the Arena. A second major strategy is to expand usable space
for pedestrians by consolidating sidewalk clutter (sign poles, newspaper
vending boxes, etc.), expanding sidewalks and curbs into unnecessary loading
zone space, and closing the street to vehicular traffic during special
events or lunchtime hours.
Short-term improvements, represented by the demonstration block, include
festive lighting, palms, flowers, consolidated traffic signs, and new litter
receptacles and telephones. These features can be implemented with a
minimum of expense and disruption. Ultimately, however, the street needs
major reconstruction. Years of successive repaving and piecemeal sidewalk
and utility improvements have created a hodgepodge. Existing gradients
prevent sidewalks from being widened without creating awkward slopes and
drainage problems. Flagler Street should settle for nothing less than the
best in quality of design, materials, and craftsmanship. This cannot be
achieved by retrofitting the existing street cross-section. With a well -
planned marketing and promotion program, such as recently used during
massive downtown street reconstruction in San Antonio and Seattle, Flagler
Street reconstruction can be carried out without hurting retail sales.
Improvements to the public street environment must be complemented with
storefront improvements. Principal among such needs is signage. The
proliferation of storefront signs should be controlled with revised zoning
regulations. The proposed management district organization should promote
quality design and materials through a design review program.
�I! SUGGESTED REGULATIONS FOR SIGNS BELOW AN ELEVATION OF 50
FEET
j 1) Encourage use of neon, graphic images, sculpted metalic lettering, and
accent lighting to generate exciting, visually distinctive signage.
2) Reduce signage allowed on each building wall to 1.5 square foot per
lineal foot of street frontage, not to exceed 200 square feet.
r
3) Limit each shop to one exterior wall sign, one marquis sign suspended
from a sidewalk canopy, and window signs not to exceed 20% of the .
glass area.
4) Prohibit box signs and similar cabinet ' type signage for primary wall
signage.
1
5) Restrict projecting signs to not more than 18 inches from building
face.
6) Limit sign size on awnings to 8 inch letters.
7) Discourage use of product brand names on signs and hand lettered
signs that obscure and detract from window displays.
Creating A Marketplace II-11
;
Policy 2-C: Attract one or more additional anchor department stores to =
the Flagler Street shopping area.
No major retail center can prosper without major merchandising anchors to
establish marketing draw, promotional focus and regional identity.
Downtown Miami, like most U.S. center cities is in need of additional
major retail anchors to complement the numerous small retailers that
comprise the Flagler Street core retail area. The successful shopping
center model of two department stores anchoring the ends of a corridor of
small shops invites strategic comparisons to Flagler Street. Flagler has
one critical anchor in Burdines Department store. Another retail anchor is
needed near Biscayne Boulevard. A small upscale department store is
recommended to target the substantial and growing numbers of professional
office employees and area residents that now are all but forsaken as a
downtown market for retailers.
A joint public/private redevelopment project should be considered in the
blocks bounded by Flagler Street, Biscayne Boulevard, NE 1st Street, and
NE 2nd Avenue in order to attract an anchor department store. Public
sector improvements should include realignment of NE 3rd Avenue and
construction of short-term parking.
Other locations for an anchor department store within a two block walk of
Flagler Street should be supported, provided that public sidewalks linking
the new anchor retail development to Flagler are well designed, active,
retail storefront environments.
Policy 2-D: Create a Flagler Street Management District.
Flagler Street and surrounding retail streets need additional services and
coordinated management. A management district, as described generally in
Developing Commerce, Policy 6-A, is the most effective way to accomplish
this. The district should initially encompass the retail core area between
North and South 2nd Streets, and should fund such services as:
* Security, cleanup, maintenance and services for public streets above
and beyond current tax supported city services;
* Staff coordination of advertising, promotional activities, entertainment
and special events;
* Technical assistance to merchants for marketing, merchandising, and
window displays;
* Management of retail and street systems including hours of operation,
- tenant mix, use of loading zones, customer parking validation;
* Coordination of design and construction for physical improvements to
the street;
_ * Design review for signage, storefront improvements, street furniture,
lighting, and vending carts;
* Staff liaison to the City for expediting City permits and/or regulatory
approval.
Creating A Marketplace Qq,,,.„ 99C II-12
RETAIL AND ENTERTAINMENT AS ATTRACTORS AND LINKAGES
Objective 3: Create specialty retail and entertainment uses which attract people
to downtown and promote linkages between these downtown entertainment and
retail centers.
Downtown cannot compete with large suburban shopping malls for local and
regional resident expenditures on most types of shoppers goods. It can, however,
attract new business by offering superior selection and prices on particular retail
items (such as jewelry and electronics), by providing unique specialty shopping,
and through development of eating, drinking, and entertainment uses not available
elsewhere.
A related strategy for expanding the downtown marketplace is to entice people
to combine shopping with trips to other downtown attractions. Through improved
transportation linkages and development of new activities to bridge the gaps
between retail centers and major attractions, retailers may benefit from the
crowds attracted to such facilities as Bayside, the Miami Arena, Gusman Cultural
Center, and the Bayfront Park Amphitheater. The accompanying map,
"Marketplace Enhancements", illustrates the proposed location and linkage
relationships between downtown attractions.
Policy 3-A: Promote concentrations of nightclubs, restaurants, and other
entertainment activities in "entertainment districts", located in the proposed
Performing Arts District, along Miami Avenue near the Miami Arena, along
N.W. 2nd Avenue and in the Historic Overtown Folklife Village, along
Biscayne Boulevard in the Omni area, and along South Miami Avenue in
Brickell.
Downtown should capitalize upon the nighttime attraction created by the
Miami Arena, Gusman Cultural Center, Bayside, . and the Knight Center by
providing a variety of restaurants, bars, nightclubs, and other entertainment
facilities in close proximity to these uses. Entertainment districts should
also be expanded within existing clusters of restaurants and nightclubs
along Biscayne Boulevard in the Omni area and along South Miami Avenue
in Brickell. Southeast Overtown should have an entertainment district
featuring the jazz clubs that were popular in earlier days. Promotion of
entertainment districts should be done through special street and graphics
improvements, shared parking with daytime uses, special public parking
rates, and a business development loan program. Consideration should be
given to creating "cabaret districts" that eliminate distance requirements
between liquor establishments. For the Omni area a special management
district (see Developing Commerce, Policy 5-A) would be especially
beneficial to provide an ongoing source of revenue for marketing and
promotion of entertainment as well as retail uses.
Policy 3-B: Develop a "Riverside Market" district at the foot of Flagler
Street along the Miami River, combining a seafood/specialty food market,
riverfront cafes, marinas, and traditional maritime industry.
A major public market for fresh produce, seafood, meats, and specialty
foods should be developed near the Flagler Street bridge. The market
would be the centerpiece of a "Riverside Market" district, containing a
series of riverfront cafes, seafood restaurants, marinas, and dockage for
Creating A Marketplace IR9-990 U-13
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METROMOVER EXTENSIONS
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MARKETPLACE
ENHANCEMENTS
water taxis and tour boats. These attractions would be connected by the
riverwalk and North River Drive sidewalk improvements that were
constructed by the City in 1987-88. The new uses should be developed on
public land and vacant private land without displacing existing maritime
businesses that contribute to the economy of the working river.
Through development of a Request for Proposals (RFP), City -owned land
could be offered as a basis for a joint public/private development of a
market. The market could be managed by a nonprofit public corporation.
The seafood and specialty food market concept offers an economic
opportunity for small merchants and vendors to capture the downtown
visitor and employee markets, as well as the adjacent Little Havana
resident community. With the development of a downtown residential base,
the market can provide a much needed food service.
City owned riverfront property located west of and adjacent to I-95 should
be leased for private development of marine services and a seafood
dockside restaurant. The two block length of public waterfront bordering
Lummus Park should be developed as a marina to serve recreational and
commercial fishing vessels. Dockside seafood and open air cafes would
complete the activity program to revitalize the old riverfront district.
Policy 3-C: Enhance the identity and public awareness of concentrations
of specialty retail goods such as jewelry, electronics and fabrics and
notions.
Concentrations of specialty retail goods (jewelry, electronics, sporting
goods, fabrics and notions) within the CBD are among the largest in Dade
County but little known to a majority of residents and employees.
Promotional coordination, visibility, group identity and district images are
needed to attract local shoppers. For example, special banners or mosaic
symbols in walkways could establish visible cues that certain blocks have
concentrations of special retail uses.
Policy 3-D: Maximize potential benefits from the 12 million persons per
year who visit Bayside by improving linkages to other retail and
entertainment centers within downtown.
The opening of Bayside Marketplace in April 1987 established a major
waterfront retail, dining and entertainment attraction in downtown Miami.
In order to promote spill -over benefits for businesses and retailers in other
parts of downtown, the separations must be bridged that exist between
Bayside and retail/entertainment centers in the CBD and Omni area. This
can be accomplished through creation of the following shopping,
entertainment and cultural resources which attract Bayside visitors and
promote their further exploration of downtown.
- Boulevard Cafe District - The west side of Biscayne Boulevard from NE
6th Street to SE 2nd Street should be lined with sidewalk cafes. Through
the management services of a Boulevard Management District (see Policy
6-A in Developing Commerce), the City should place arrangements of
umbrella/tables and chairs along the sidewalks. Adjacent property owners
should be encouraged to open restaurants or take out food services.
Special food service vending permits or storefront cafe agreements to
service the tables should be offered.
Creating A Marketplace R9"990- 11-15
Bayfront Visitor Attractions - The City should promote development of
visitor attractions such as a maritime museum, aquarium, science
exploration, etc. to form a continuous link of activity along the bayfront
from Chopin Plaza to Herald Plaza (see Enhancing Public Spaces, Policy
3-A).
Metromover - Access from Bayside to all points in downtown should be
improved by constructing the planned Metromover extensions to the Omni
and Brickell areas, and by connecting Metromover directly to Bayside and
the Seaport with a new transit link in the specially reserved lane of the
new port bridge (see in Making Connections, Policy 4-D).
Flagler Street Shuttle - A shoppers shuttle service should connect Bayside
with the Flagler Street shopping district and the proposed "Riverside
Market" district along the riverfront. This service should utilize open,
easy on and off vehicles that stop every block. It would follow a loop
route from Bayside down Biscayne Boulevard, west on Flagler Street to
River Drive, east on South 1st Street (the existing adhoc road connecting
River Drive and 1st Street should be publicly dedicated and improved), and
north on Biscayne Boulevard to Bayside (see Making Connections, Policy 4-
F).
Brickell Interm Shuttle - Until
system is complete, regular bus
Brickell Avenue and Bayside
Flagler Street Shuttle.
the Brickell extension of the Metromover
or van service should be provided between
with connecting service to the proposed
Special Events Shuttle - Shuttle bus service to Bayside should be provided
before and after events in the Miami Arena, the James L. Knight Center
and other locations where cultural, entertainment, convention, or sports
events are held.
Policy 3-E: Develop a concentration of retail shopping outlets for
international goods.
As an adjunct to the proposal to promote downtown as an international
center for introducing foreign products into the U.S. market (see
Developing Comraerce, Policy 2-D), small scale retail outlets could be
located within or near wholesale showrooms. An "international bazaar"
theme could be marketed to attract regional residents, domestic tourists,
and international tourists for specialty shopping.
Creating A Marketplace
C19-990 11-16
PARKING FOR RETAIL AND ENTERTAINMENT USES
Objective 4: Provide additional affordable short-term parking proximate to major
retail and entertainment districts.
One of the more significant deterrents to local resident and visitor use of
downtown retail and entertainment attractions is the convenience and cost of
parking. Both the perception and the reality of short-term parking convenience
and cost can be improved with the following policies.
Policy 4-A: Convert a percentage of existing long-term monthly leased
parking spaces at NE 3rd Street and SW 1st Street garages to low cost,
short-term parking.
As additional long-term peripheral parking is developed in the NE/NW 6th
Street corridor (see Policy 6-B in Making Connections), a portion of the
existing long-term monthly leased spaces at the North 3rd Street and
South 1st Street garages should be converted to hourly rate parking at
rates not to exceed $2.00 per three hours (in 1989 dollars).
Policy 4-B: Develop additional public parking garages to support new
anchor department stores or major retail concentrations within the Flagler
retail district.
As a part of the recommended joint public/private redevelopment project
to realign NE 3rd Avenue and secure an additional anchor department
store, a public garage should be developed in the block bounded by Flagler
Street, NE 2nd Avenue, NE 1st Street, and NE 3rd Avenue. An added
benefit of a parking facility in this location would be to serve Gusman
Hall. The proposed Dupont Plaza retail development is another candidate
for public/private partnership to provide retail parking.
Policy 4-C: Expand the customer parking validation program and reduce
Saturday parking rates.
The Department of Off -Street Parking and the Downtown Miami Business
Association have a successful shoppers parking validation program, which
should be continued and expanded by including all businesses and private
parking facilities within the Flagler Street retail district. The program
should be advertised through the services of a management district.
Policy 4-D: As a part of a comprehensive street graphics program for
downtown, locate pathfinder signage to direct the public to short-term
parking.
Local residents and visitors who are not familiar with downtown often
have difficulty finding short-term parking spaces. Their initial impressions
of downtown, and their likelihood of returning can be greatly enhanced by
a pathfinder signage system to aid in directing the public to major
destinations and to short-term parking.
IR9--990:
Creating A Marketplace 11-17
III. LIVING DOWNTOWN
Goal: Achieve a livable city center with a variety of urban housing types for
persons of all income levels.
This plan holds as a fundamental premise that Miami cannot prosper as the
metropolitan center of the region without substantial and diverse numbers of
people living within downtown. A residential component to downtown will
contribute expenditures to support retailing, restaurants, entertainment and
services; it will provide activity to enliven quiet streets; and it will provide a
constituency to expand the quality of life in downtown.
Downtown was once embraced by vibrant neighborhoods. Not only have several
declined substantially, but a few have all but disappeared. It is significant that
in Miami, many people talk of the neighborhoods and of downtown, always as
two distinct things. Downtown must strive to once again be seen as a
collection of neighborhoods, contributing yet another dimension to the rich
diversity of lifestyles this remarkably complex city enjoys.
The objectives and policies recommended in this chapter for creating and
strengthening downtown neighborhoods are a start towards a lively city center;
however, it is important to remember that they can not succeed alone. To
achieve meaningful increases in downtown residential development, a more
attractive, appealing and diverse city center is a prerequisite. Downtown housing
is not a leader, it is a follower. Cultural amenities, usable open space,
entertainment, educational facilities, local services and attractive shopping
districts with quality merchandise must be a part of downtown in order to
attract new residents from competitive markets in Dade County.
Consideration of future downtown residential planning policies requires an
understanding of the existing concentrations of housing that comprise downtown
Miami neighborhoods. The accompanying map "Existing Housing," shows eight
distinct housing areas:
Edgewater - This is a diverse neighborhood of high-rise condominiums, single
family homes, aging apartment buildings and rooming houses. High density zoning
has contributed to land speculation, absentee ownership, and disinvestment. A
large number of older homes and apartment buildings have been partitioned into
small, overcrowded, low income housing units. Crime, prostitution, and drug
abuse are considered to be major problems in this neighborhood.
Stretching along the bayfront from Omni to NE 36th Street, a large part of the
neighborhood lies outside of the downtown study area, but it represents a
potential housing resource for those seeking in -town housing close to core area
jobs and attractions. In particular, the southern portion of Edgewater near the
Omni International Mall and Pace Park, offers prime sites for residential
development.
a9-990t
Living Downtown �_1
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Venetia - Situated along the bayfront to the east of the Omni International Mall
is a high density cluster of residential and hotel units, including the Venetia
condominium, Marriot Hotel, and Plaza Venetia apartments.
West Omni - A remnant of the old Miramar neighborhood, West Omni is a
refuge for many recent immigrants from the Caribbean and South America. This
low income area is impacted with poor housing conditions and overcrowding of
living units. Current zoning prohibits the construction of new housing.
Overtown - This neighborhood was the original commercial and residential center
of Miami's Black population. Devastated by expressway construction in the
1960's, Overtown is now a low income neighborhood suffering from severe blight
and declining population (50 percent loss in ten years). A major public
redevelopment program joins the southeastern quadrant of Overtown to a planned
residential area called Park West.
The Southeast Overtown/Park West (SEOPW) Redevelopment Plan seeks to
stabilize this area with retail services and new and renovated housing for a total
of 9,000 units by the year 2005. As a tax increment district, SEOPW offers the
strongest incentives for attracting new housing investment but faces the
difficulties of radically transforming a deteriorated commercial/industrial
environment into a secure neighborhood. Ultimate success of the full plan
however will depend upon a strong market response to the initial construction of
1000 units.
Lummus Park - Separated from the Central Business District (CBD) by the I-96
expressway, Lummus Park is a small but diverse enclave of older homes and
apartment buildings. It is one of the few remaining reminders of the charming
and lively neighborhoods that once mingled with the daily commercial life of
downtown Miami. The Miami River waterfront presents an important
neighborhood amenity that is not taken advantage of at present.
In Lummus Park, small, vacant and blighted properties can be assembled to
permit higher density housing redevelopment. Rehabilitation of some existing
apartment buildings is occurring with the majority still in need of improvements.
Unlikely to gentrify, this neighborhood could nonetheless be stabilized as a
moderate cost enclave of housing. It's convenience to thousands of service
sector jobs and to the proposed Riverfront Market district along River Drive are
incentives to residential development.
West Brickell - Along the spine of SW 2nd Avenue exists a neighborhood of low-
rise apartments and condominiums that are moderately priced, in good condition
and fully occupied. About 40 percent of the land area contains duplexes and
other low density uses suitable for redevelopment.
With a stable existing housing stock, the Brickell Metrorail station, a
neighborhood park, public elementary school and local retail services all within a
few blocks walk, this neighborhood has the essential ingredients of a healthy
residential district. A program of new infill development with high density, mid -
rise housing could give the area a needed revitalizing force. It is the best
opportunity area for private sector development of affordable downtown housing.
Speculation as to potential rezoning to office uses, however, puts the burden of
inflated land costs on potential housing development.
IR9-990
Living Downtown
m
South Brickell - Except for the housing in Brickell Point, the South Brickell
residential neighborhood lies just outside the southern boundary of "downtown".
It consists of a single family residential area centered along S. Miami Avenue, a
townhouse and low-rise apartment district along the northwest side of Brickell
Avenue, and high-rise condominiums along the bayfront. This area contains some
of the best quality and highest cost housing near downtown.
There are limited opportunities to infill new high-rise housing along the bayfront.
Along the west side of Brickell Avenue, a successful new five story rental
apartment project will likely spawn infill of similar housing geared toward middle
income downtown employees.
Claughton Island - This 42 acre man-made island in Biscayne Bay is connected to
the Brickell area by a 4 lane bridge at SW 8th Street. It is largely
undeveloped at present, but is planned to contain high density, mixed -use
development with up to 3075 residential units, 1,200,000 square feet of office
space, and 150,000 square feet of retail space. Phase I of the Brickell Key
project, currently in place, provides 301 condominium units. In 1988,
construction of 1,100 new rental units were announced in three separate projects.
Living Downtown M-4
HOUSING DEVELOPMENT ISSUES
Housing
for downtown will be
built by
private investors who believe that a
market
exists for their product.
The public demand for housing which forms
that market is greatly affected by several
factors other than the housing product
itself.
Hard questions that will
be asked
by every downtown housing developer
before
building, and by every
potential
downtown resident before renting or
buying will concern the following
issues:
Activities - Downtown offers a special environment that can be attractive to an
urban life-style and cannot be duplicated elsewhere in the region. There are
certain activities that are a compelling draw for people seeking a cosmopolitan,
sophisticated, active and stimulating environment in which to live. These include
cultural arts, higher education, entertainment, shopping, waterfront access and _
special events. The accompanying map "Housing Attractors," shows the activities
and services that can attract residential development.
Services - Parks, schools, day care, grocery stores, pharmacies, dry cleaners and
other convenience services must be convenient and of high quality for downtown
neighborhoods to thrive.
Security - Downtown enjoys one of the lowest crime rates in the City of Miami.
However the perception of danger from personal assault and theft of property
are deterrents to the demand for housing throughout the downtown area. There
are localized areas where crime is in fact an increasing problem.
Deterioration - Both the
decline
in the physical
condition of buildings and a
neglected environment of
vacant
land and poorly
maintained streets have left
northern and central portions of
downtown with
a deteriorated image. As
confidence in the future
follows
the declining
conditions, disinvestment and
abandonment may further
accelerate the downward spiral of self-fulfilling
negative expectations.
Amenity - To compete with outlying housing, downtown neighborhoods will have
to offer what has become routine in new suburban housing projects: lushly
landscaped streets, colorful and textured walkways and plazas, quality signage and
graphics, public art pieces, clean yards and streets, special events where
neighbors can gather together, and quality, well maintained recreational facilities.
Economic Feasibility - Despite the lack of commercial market demand, land
values remain high throughout downtown, especially in Brickell, Midtown, and
along Biscayne Boulevard. These land values make it difficult to provide even
upper middle income housing at market rates. The limited availability of public
funding subsidies further complicates the problem.
Pioneer Developers - There has been little private initiative in thirty years to
develop anything other than luxury waterfront housing. Without a track record
of proven market absorption, financial institutions are reluctant to finance middle
income housing. Until a few downtown housing projects are built and succeed,
the majority of potential high density residential sites will remain undeveloped.
Living Downtown III-b
i - I� ii►;� i t✓ ppWNTOWN MIAMI MASTER PLAN 1989
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Zoning Disincentives - Current zoning regulations often require open space,
parking, setback, and recreational facility standards that preempt urban high
density housing forms that make design and economic sense for downtown.
Homelessness - There is a large and growing concentration of homeless persons
living in the downtown area. Comprehensive assistance is needed, including
housing, food, job training, counseling, etc. The locations of such facilities need
to be dispersed throughout the metropolitan area so that downtown will not
contain a disproportionate share of the homeless population.
q9 —990.
s
t
Living Downtown M-7
LIVING DOWNTOWN POLICY RECOMMENDATIONS
PROTECTION OF EXISTING NEIGHBORHOODS
Objective 1. Protect and enhance existing viable neighborhoods.
It is much easier to expand and enhance existing viable neighborhoods than to
build new ones where none have existed. In established neighborhoods, residents
represent a resource of constituents who fight for, take pride in, contribute to
and protect their homes and streets. In turn, this base of support contributes to
new residents more easily identifying with downtown as home. The following
policies reinforce this objective:
Policy 1-A: Retain existing residential zoning in West Brickell, Lummus
Park, Edgewater, South Brickell and within sections of Southeast
Overtown/Park West.
Existing neighborhoods, which are zoned for residential use and that are
suitable for housing, should remain protected from intrusion of commercial
development. This should be accomplished by requiring that residential be
the primary use in the neighborhood. However, professional offices and
neighborhood oriented retail and service uses should be permitted in the
ground floor of residential buildings. Single family homes that may be
designated historic under the City's Heritage Conservation ordinance should
be considered for office, retail, or service uses, subject to appropriate
restoration and maintenance.
Policy 1-B: Assure that necessary support services, institutions and
amenities are available to existing neighborhoods.
In each neighborhood, there are particular resources, amenities and services
which can be enhanced to strengthen the area. These include:
Lummus Park - In this neighborhood, the public park should be revitalized
as a historical park with assistance from local historical societies. The
park should be redesigned to accommodate public festivals and historical
theme attractions, including volunteer and craft programs to attract the
elderly. Underutilized and vacant public waterfront lands should be
redeveloped as a "Riverside Market" area, as described in Policy 3-B of
Creating a Marketplace. This would restore activity to the area, provide
convenient food shopping, and expand job opportunities. Child day care
facilities should be considered within the park, consistent with the need to
preserve adequate open space.
West Brickell - A - restored Southside Park would provide an important
neighborhood resource by serving the need for children's play space, adult
and youth fitness programs, and youth athletic league programs. Day care
and elderly social programs should be considered, consistent with the need
to maintain the open space recreational aspects of the park. Rebuilding
Southside Elementary School on its present site as joint public/private
development or relocating the school to a site west of Metrorail and
adjacent to the park, would act as a means of providing new public
educational facilities and expanded school recreational space. Land cost
differentials could fund the relocation and new facilities. A magnet
program should be initiated within the school.
Living Downtown III-8
m
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did
South Edgewater - Pace Park should be maintained as a green open space
for passive use. The shoreline should be improved with a walkway,
landscaping and lighting. The viability of this neighborhood could be
significantly improved by improved traffic circulation through the addition
of north -south connector avenues; increased code enforcement efforts to
reduce overcrowded and unsafe living units; and a special taxing district to
fund additional security services. Miramer Elementary School should be
renovated and should offer special programs to attract children from the
Omni -Edgewater areas.
Policy 1-C: Encourage infill redevelopment to replace obsolescent
structures and vacant lots and to serve as a continuing renewal of existing
neighborhoods,
Downtown's existing neighborhoods were built decades ago under very
different market conditions than exist today. To produce moderate cost
units, higher densities allowing for more efficient land development will be
required. Density increases however, should be moderate and timed to
coincide with reasonable expectations of market demand and investment.
As property owners present viable development applications, the City should
accommodate private requests for zoning increases in the following areas:
* West Brickell - Floor area maximum of 2.42 times gross lot area
with an 8 story height limit.
* Lummus Park - Floor area maximum of 2.42 times gross lot area
with an 8 story height limit.
* Southeast Overtown/Park West (existing residential areas north of NW
8th Street and west of NW 1st Avenue) - Floor area maximum of
1.21 times gross lot area.
* South Edgewater - Floor area maximum of 2.42 times gross lot area
between NE 20th Street and NE 18th Street and floor area maximum
of 3.2 times gross lot area between NE 18th Street and NE 17th
Terrace.
Policy 1-D: Revise the comprehensive plan and residential zoning district
regulations to provide greater flexibility for the design and development of
a variety of contemporary housing types and mixed -use developments.
The Miami Comprehensive Neighborhood Plan should be amended to permit
residential densities in excess of 100 units per acre within the downtown
area. The existing maximum density of 100 units per acre is appropriate
elsewhere in the City where the floor area of multifamily residential
buildings is limited to 1.72 times the gross lot area. In the downtown
area where maximum FAR, is greater than 1.72, the 100 unit per acre
limitation has the unintended effect of forcing developers to build larger,
more expensive dwelling units.
Current zoning regulations tend to result in standardized and outdated
residential architectural designs with limited market appeal. The
application of use, setback, open space and parking requirements should be
revised to encourage the following housing types within appropriate areas:
Living Downtown CZ9-9901, III-10
Stacked Townhouses - Small lots (7,000-10,000 square feet) suitable for
infill housing exist but are difficult to develop at moderate densities.
Traditional townhouses (10-15 per acre) fit on the sites but are too low
density to make economic sense. The combination of ground level flats
and second/third level townhouses in a stacked configuration can achieve
densities of 20-30 units per acre with parking at grade to the rear and
below the structure. Adjustments to open space, light plane and setback
zoning provisions will be necessary, based on refined site plan designs, to
accommodate this housing type (applicable especially to Southeast
Overtown). The stacked townhouse can be marketed to buyers who would
own both a townhouse unit and the ground floor apartment below. By
combining a small rental unit with a two bedroom townhouse, a home -
buyer can apply rental income to meeting mortgage payments. The option
of occupying the smaller unit and renting the two bedroom primary space
creates even greater income generating potential for the purchaser. The
potential remains of moving up to the larger unit when the extra space is
needed.
Another variation of the stacked townhouse building type that would appeal
to a special segment of the housing market is a combination
residential/commercial unit. With a ground floor commercial space and a
second floor townhouse, owned or leased by the same household, an
opportunity that is rarely available in Miami would be created to have a
combined living/working situation.
Townhouse Mews - Linear clusters of townhouses that offer secure private
settings can be developed where street frontage is limited but deep lots
and through -block parcels offer long and narrow development sites (75-100
foot width). At densities of 25-35 units per acre, the units could be
designed to face each other across a raised deck that covers a parking
and access drive bisecting the length of the site. Because access to the
site is from one or two points, the project has high security (important
for downtown locations) yet units can have open and individual design
qualities. This housing form could be effectively utilized in the SE
Overtown or Lummus Park neighborhoods.
Courtyard/Platform Housing - "Courtyard" or "platform" housing is created
by decks covering ground level parking that form second level plazas
framed by mid -rise housing towers. A higher density version of the
Townhouse Mews, courtyard/platform housing can yield densities of 40-100
units per acre. Moderate scale, urban, architectural forms can be
achieved while efficiently utilizing costly land. Open space, setback and
light plane provisions of the zoning codes, as well as the floor area ratio,
would need to be tailored to these building forms. Prototype • plans should
be offered to small local developers through local governmental housing
assistance programs. This type of housing would be especially appropriate
for West Brickell or Lummus Park. When developed on larger parcels of
half -block and full block sizes, mid to high-rise towers at the end or
centers of a block can be combined with 4 to 6 story structures along the
outer street edge. This design can maintain a moderate street scale while
achieving higher densities in excess of .100 units per acre. In the Central
Brickell area, this housing type would be an effective answer to the high
land costs and the need for establishing an urban housing form that offers
an appealing combination of high-rise apartments and lower scale
townhouse -like units. P""9
Living Downtown III-11
DEVELOPMENT OF NEW NEIGHBORHOODS
Objective 2. Create new, high quality, dense urban neighborhoods in areas that
are best suited to residential uses.
Without the base of constituent support that existing neighborhoods offer, it is
essential that inherent advantages of natural site amenities, convenient access,
proximity to activity centers and quality schools, parks and other basic services,
and exceptional views be fully capitalized on to strengthen the market potential
of new neighborhoods.
Policy 2-A: Promote development of high density housing and hotels along
the Miami River through zoning incentives.
The north and south banks of the river, in the vicinity of Miami Avenue,
offer numerous residential advantages. The sites are large, within walking
distance to employment centers, provide exciting views of the city, and
can offer boating access amenities. Of all downtown locations, perhaps
none are potentially more attractive for market rate housing development.
By incorporating a mix of uses such as office, hotel and retail to absorb
high land costs, the economic feasibility of housing on prime downtown
property can be realized.
The existing SPI-7 zoning district on the south bank of the River near
Miami Avenue provides strong incentives for residential/hotel development
by permitting a maximum floor area of 6.0 times gross lot area for
residential uses, compared to a maximum floor area of 2.25 times gross
lot area for nonresidential uses. A further incentive for mixed -use
development is provided by a bonus of one square foot of nonresidential
for every one square foot of residential use provided on -site or subsidized
through a contribution to the City's Affordable Housing Trust Fund (see
Policy 3-B below). A similar zoning bonus system should be adopted
elsewhere along the riverfront, particularly in the area known as River
Quadrant (the north bank of River from I-95 to SE 1st Avenue.)
Waterfront industrial uses on the south bank of the River, west of
Metrorail, should be preserved. However, if a rezoning request is initiated
by the property owners, housing should be the only other primary use
permitted in this area of the riverfront. Marinas and marine related uses
should be retained at ground level.
Policy 2-B: Develop Central Brickell (Brickell Plaza to Metrorail) as a
very high density mixed -use urban neighborhood with quality rental and
owner occupied housing.
Creating bookends north and south of the CBD, the Park West and Central
Brickell areas can become a concentration of high-rise residential towers
forming new in -town neighborhoods with urban lifestyles that resemble the
upper West side in New York or the Uptown area around North Michigan
Avenue in Chicago. The immediate relationship of Central Brickell to the
prestige Brickell Avenue office district makes Central Brickell one of the
best area of downtown to accommodate the need for quality (not luxury)
high-rise rental, condominium and cooperative housing. This residential use
should be mixed with high intensity office use and service retail located
Living Downtown
on streets enhanced with pedestrian amenities. Brickell Promenade (SE/SW
loth Street) is the proposed activity center for this neighborhood (see
Enhancing Public Spaces, Policy 3-B). Neighborhood services should be
improved as recommended for West Brickell in Policy 1-B.
Although existing zoning (SPI-7) is tailored to promote this development
scenario and should be retained, adjustments to accommodate higher density
residential building forms are needed. Specifically, building spacing
requirements should not require building wall setbacks from streets in
excess of required yard areas, and required building spacing formulas should
not exceed spacing required for secondary building walls (Section 2013.8. of
Zoning Ordinance 9500).
The Floor Area Ratio incentives for housing that exist in the SPI-7
district (see Policy 2-A above) should be promoted, along with a program
to offer financial assistance for new housing from the Affordable Housing
Trust Fund.
Policy 2-C: Promote high and moderate density housing within Southeast
Overtown/Park West.
The redevelopment
plan for SEOPW, adopted in
1982,
provided the City
and Dade County
with an opportunity to make
an
aggressive start at
introducing new moderate
cost housing into this
declining area. A nine
block area of land
has been acquired by the City
for
Phase I of SEOPW.
Construction began
in 1988 on a total of 1000 housing
units on four sites.
The remainder of
Phase I land is being used as
interim parking lots for
the Miami Arena,
however, the City has commitments
from developers to
build an additional 900 units of housing as
soon
as possible after
completion of the
initial Phase I construction.
The redevelopment plan
Phase I will generate a
private sector, with littl
e
The City should provide incentives for housing construction by changing the
existing general commercial zoning to a Special Public Interest (SPI)
district as described in Policy 2-C of the Land Development chapter.
The blocks located between Biscayne Boulevard and NE 2nd Avenue should
be permitted a higher FAR, in the form of a bonus for contributions to
the City of Miami Affordable Housing Trust Fund, in recognition of the
greater market potential created by the prime Boulevard frontage and
views to the park and the Bay. The timing of such zoning changes and
the precise amount of FAR increase should be carefully coordinated with
market conditions, in order to avoid fueling land speculation and unrealistic
development expectations that would delay revitalization of the area.
As tax increment revenues grow within the SEOPW redevelopment district,
the City and County should consider directing a portion of those funds
toward land acquisition or infrastructure to support additional private
sector housing construction. Other public support activities that would
Living Downtown����� III-13
help to strengthen the residential market are completion of the Ninth
Street Mall, performing arts facilities, student housing in the 5th-6th
Street corridor, the Overtown Historic Folklife Village, and housing
rehabilitation in Southeast Overtown, special maintenance and security
services (over and above the normal service provided throughout the City),
landscaping of the public sidewalks and the municipal railroad right-of-way,
and replacement of the auto pound under I-95 with a landscaped parking
lot. In the interim until another location can be found for the auto
pound, the perimeter should be landscaped. The F.E.C. railway line to the
Seaport, which presents a barrier to unified development of the blocks
between 6th and 7th Streets, should be abandoned or relocated to the
street right-of-way.
Policy 2-D;
Encourage adaptive reuse of commercial space
for residential
uses.
Vacant and
underutilized upper
floors of buildings in Midtown, the Flagler
Street area,
and in the Omni
area provide an important
opportunity to
achieve some integration of
residential uses directly into the active
commercial
areas of downtown.
A complete discussion of
incentives for
adaptive reuse is contained in
Objective 4 of Chapter I
- Developing
Commerce.
Living Downtown
'19"" 990, III-14
PUBLIC RESOURCES FOR HOUSING
Objective 3. Leverage available public resources for supporting private housing
programs in areas of greatest feasibility.
Limited public sector resources to support new market rate housing, along with
shrinking and disappearing federal aid for housing, are putting immense
constraints on promoting new housing in downtown. Therefore, strategies for
developing attractive, affordable, and meaningful amounts of downtown housing
must be carefully planned. These strategies must be long-range, efficient in
utilization of public support programs, selective in application, and creative in
joining private and public sector efforts.
Policy 3-A: Target available governmental housing assistance programs and
funds to assist with development of affordable housing in existing viable
neighborhoods and publicly designated redevelopment districts.
The neighborhoods most suitable for concentrating the limited public dollars
available to assist in housing development are Lummus Park, West Brickell,
and Southeast Overtown/Park West. - Public land acquisition for scattered
site housing development; mortgage subsidy home ownership programs; City
of Miami Affordable Housing Trust Fund loans (see Policy 3-B); and
rehabilitation loans for existing multifamily housing should be utilized in
these neighborhoods. Programs designed to leverage private sector
investment in a broader range of neighborhood revitalization projects (such
as the now defunct Federal Urban Development Action Grants, should be
targeted to redevelopment areas with mixed -use projects that will expand
commercial services and jobs for neighborhood residents. This could
include the Omni area and the River Quadrant, in addition to the
neighborhoods listed above. A coordinated marketing program for all
downtown housing should be sponsored by the City and/or DDA.
Policy 3-B: Expand the areas where contributions can be made to the
Affordable Housing Vast Fund in exchange for floor area ratio bonuses,
and standardize the bonus formula within all eligible zoning districts.
The City of Miami's Affordable Housing Trust Find was established in 1985
to receive contributions from new private sector commercial development
projects in the SPI-5 zoning district along Brickell Avenue and in the SPI-
7 zoning district in Central Brickell. In both of these zoning districts,
housing is encouraged to be provided on -site through Floor Area Ratio
(FAR) incentives. As an alternative to on -site housing, the developer is
given a FAR bonus in exchange for a voluntary contribution to the
Affordable Housing Trust Fund. The Trust Fund is required to be used to
subsidize affordable housing within the zoning district from which the funds
were collected. Funds collected within the SPI-5 district may alternatively
be used within Southeast Overtown/Park West or within a one mile radius
of the SPI-5 district.
The floor area ratio bonus for off -site affordable housing should be
expanded to other areas of downtown where zoning amendments are
proposed to increase the maximum intensity for nonresidential uses. These
areas include the River Quadrant, the Biscayne Boulevard frontage in
Southeast Overtown/Park West, and land located to the east of North
Bayshore Drive and north of NE 17th Terrace in the Omni area.
Living Downtown �99-990M-15
I
The formula for floor area ratio bonuses should be the same in all zoning
districts that provide bonuses for contributions to the Affordable Housing
Trust Fund. The existing formula in the SPI-7 district (1 sq. ft. floor
area bonus for each $6.67 contribution) should be the standard initially,
with an evaluation and update of the formula required each year.
Affordable Housing Trust Fund monies should be utilized, like federal
UDAG and HoDAG monies, to close funding gaps in marginally viable
private sector housing construction projects. First priority for use of the
fund should be within the same zoning district or within V4 mile radius of
the site(s) from which the monies were collected. When there are no
eligible applicants which meet these criteria, Trust Fund monies should be
used in West Brickell, Lummus Park, or Southeast Overtown/Park West, as
stated in Policy 3-A above.
Policy 3-C: Seek proposals for housing within air -rights over public
facilities.
Public development projects that have the potential for air -rights uses
above the principal facility should solicit proposals from the private sector
to construct housing, including student, artist, and elderly housing. These
opportunities could include:
* Public parking garages, especially in the proposed peripheral parking
zone along the 5th/6th Street corridor and near the Miami Arena;
* Regional performing arts theaters;
* Educational facilities including Miami-J ade Community College and
potential state or private universities;
* Public markets such as proposed for the Lummus Park area;
* Public transportation facility sites including Metrorail and Metromover
stations and intermodal terminals; and
* Tax increment district projects that involve public land acquisition
and disposition.
Living Downtown V19 - 990 III-16
HOUSING THE HOMELESS
Objective 4: Participate in regional efforts to reduce the number of homeless
persons in Miami.
For Miami to develop as a downtown residential community, the quality of life
for those with homes - and those without homes - must be addressed.
Homelessness is a growing national and local problem which has received
increasing attention in communities across the country. Although the issue of
the homeless goes far beyond the scope of the Downtown Master Plan, it
remains a critical factor to be addressed in the development of downtown.
The homelessness situation in the City of Miami is of a unique nature in
comparison to most municipalities in the United States. The warm sub -tropical
climate seasonally attracts homeless persons from other areas of the country.
Furthermore, geography has enabled Miami to emerge as a gateway to the
Caribbean, Central and South America. As a result, the City has significant
Haitian, Nicaraguan and other refugee populations. Any political unrest in the
Americas may result in mass migrations to Miami, adding to the current
homeless situation if affordable housing is not available.
Based on a study conducted by the National Coalition for the Homeless, it is
estimated that the number of homeless in the Dade County area ranges from
4,000 to 10,000, with a majority located in the City. This figure does not
reflect potentially homeless individuals or overcrowded situations which might lead
to multiple families residing in one and two room apartments. Shelter providers
estimate that the demand for shelter has more than tripled in the last two
years. Despite this increase, there has been no corresponding increase in shelter
capacity.
The City of Miami cannot attack the problem of homelessness alone. A
coordinated effort involving local, regional, state and federal agencies is clearly
required and sorely needed, but the City must be an active participant in multi -
agency efforts to alleviate this problem.
Policy 4-A: Encourage temporary crisis intervention facilities (emergency
shelters) for the homeless to be located proximate to social services and
medical services.
The first step in the assistance of homeless persons is that of crisis
intervention. This consists of meeting such immediate needs as food,
shelter, medicine, and clothing. These services can best serve the needs
of the homeless if they are located in close proximity to one another, so
that referrals between agencies are not complicated by transportation
problems. The location of NW 20th Street and NW 1st Avenue is
recommended because of its close proximity to medical services in the
Civic Center as well as the new Miami Rescue Mission.
Policy 4-B: Encourage short-term transitional facilities (aimed at assisting
the homeless to become self-supporting members of society) to be located
where productive social and economic roles can be provided.
To successfully make the transition to independent living, it is important
to identify non -institutional housing with therapeutic services available.
Living Downtown R9_99( Ill-17
Utilization of Single Room Occupancy (SRO) units through the federal
Section 8 rehabilitation program provides a mechanism to provide shelter,
continue case management and supervise maintenance plans by community
mental health centers. The SRO units provide a potential means to meet
the needs of the homeless, achieve stabilization and lead to independent
living. Under Section 8 Moderate Rehabilitation, funds can be used to
expand available SRO units for the homeless.
Policy 4-C: Provide permanent housing units for low income persons
throughout the downtown area, including new units, rehabilitated existing
single -room occupancy units, elderly housing, adaptive reuse of obsolete
commercial facilities and subsidized family apartments.
The final step to complete independent living of previously homeless
persons can only be realized through the provision of low income and
affordable housing. The City should continue and expand efforts to obtain
federal, state, and county low income housing assistance funds.
Living Downtown
IP9-990 III-18
IV. MAKING CONNECTIONS
Goal: Enhance connections to and within downtown for pedestrian, public
transportation, and private vehicular movements and provide parking to meet -
essential minimum demands.
Efficient, functional and accessible transportation systems are among the most
important factors that will determine the future growth or decline of downtown
Miami. Improved pedestrian environments, enhanced and simplified vehicular
circulation, expanded and upgraded public transportation systems and the
assurance that parking needs are met must be balanced with the limitations of
street space and the growing issue of traffic congestion. The resolution of these
pedestrian, vehicular and public transportation needs will be required for the
development of an active and vital city center.
Compared to most American cities, Miami has managed to serve its rapidly
expanding downtown reasonably well with an adequate mix of public
transportation services and improved streets and highways. New expressways
completed in the 1960's, the construction of Metrorail and Metromover in the
80's, and an aggressive public parking program during that period have given the
downtown a solid infrastructure upon which to build for the future. But what,
where, and how will Miami plan to serve future growth in the downtown area?
This chapter addresses these questions.
Miami is still a city where nine out of every ten trips into the downtown arrive
by private automobile. Expressways and arterial streets leading to downtown are
overburdened, and options for increasing their capacity are nearly exhausted.
Costs are rising exponentially for public transportation improvements. Metrorail
is only one third complete and Metrobus has not significantly expanded in a
decade. Suburban sprawl threatens to increase reliance on the private automobile
and to weaken the ability of Metrorail and Metrobus to serve an increasingly
dispersed population. Clearly, this metropolitan region must chart a new
generation of transportation systems to serve a future much different than today.
This dilemma suggests that the Downtown Master Plan transportation element
should be shaped by two main premises:
DOWNTOWN MUST BE REINFORCED AS THE REGIONAL ACTIVITY CENTER
The regional solutions to transportation issues will require that a dominant
regional center (downtown) be sustained as the high density anchor for a
commuter rail system that is the only feasible means of significantly
expanding carrying capacities of regional transportation corridors. Without
Metrorail, long commuting trips are not practical. Without a vital
downtown, Metrorail is not practical.
'9-1990..
Making Connections
IV-1
REGIONAL TRANSPORTATION IMPROVEMENTS SHOULD REFLECT,
RELATIVE TO DOWNTOWN, A "TRANSIT FIRST" POLICY -
The primary means of resolving regional demand for access to downtown
should be through a management, capital improvement, and programmatic
emphasis on rail, bus and allied forms of public mass transportation.
Conversely, this implies minimal reliance on major highway construction with
its attendant adverse impacts on city neighborhoods.
Having positioned downtown relative to regional transportation issues, the internal
circulation questions within downtown itself need to be addressed.
DQWNTOWN CIRQ,JLA11ON SYSTEMS
The accompanying map, "Circulation Systems 1988", portrays the current structure
of downtown roads, walks, and transit systems. Notable characteristics include:
* An expressway system with few downtown exits/entrances, most of which
are connected to congested arterial streets;
* A three mile long north -south network of arterial streets, interrupted by
the Miami River, expressways and shifts in the street grid pattern;
* A limited number of paired one-way east -west streets linking primary
concentrations of development near the bayfront with the nearby interstate
highway, but interrupted by signalized intersections at virtually every block;
* A Metrorail system that skirts the western edge of Brickell, the CBD and
the Omni area beyond convenient walking distance of the high density
bayfront development;
* An incomplete Metromover system that functions as a distributor for
Metrorail to CBD employment centers but conspicuously misses employment
and retail centers in the Brickell and Omni areas;
* A circuitous Metrobus system that competes with autos and pedestrians for
scarce street space, and misses connecting with Metrorail's downtown
station by two blocks;
* A discontinuous public waterfront walkway system approximately 50%
complete; and
* Air and sea ports near but inefficiently linked to downtown.
Making Connections "P9.-990 IV-2
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VE_EUCUL•AR CIRCULATION =I=
As increasing traffic demands weigh upon a local downtown street system that
cannot effectively be expanded, a number of issues emerge. They include
efficient management of limited street space, improved connections to the
interstate system and adjustments in an obsolete pattern of streets to optimize
service to major developments on new and larger assemblages of land.
Strategies for vehicular circulation within downtown must consider:
Insufficient Connections Between Expressways - Better, more efficient connections
between expressways and downtown streets are needed. Several new ramps and
interchange improvements are currently planned but most are not funded.
Downtown Street Congestion - While most downtown streets are free from
congestion, several major arterial streets are seriously overburdened. Several are
projected to fall below the minimum standards established in response to the
State's growth management laws through the Downtown Development of Regional
Impact (DRI) and the City's comprehensive plan.
Limited Right-of-way - The limited right-of-way widths of most downtown streets
(50-70 feet) and existing development make roadway widening impossible in most
locations. Projected traffic volumes will unavoidably decrease levels of service
on some downtown streets to substandard conditions.
Prioritization and Management - The use of Miami's downtown streets has not
been prioritized or effectively managed. Competing systems and demands
(traffic, parking, service and loading, buses, pedestrian, vending, special events)
are overlapping on some narrow streets to such an extent that none of these
needs are effectively met.
Inadequate Bridge Connections - Bridge connections to Watson Island, the Seaport
and over the river are inadequate to meet future demands. Efforts are
currently underway to make improvements but the complex and costly solutions
that emerge invariably impose major physical impacts on surrounding urban
systems that must be mitigated.
Through Trips - Downtown streets currently accommodate many automobile
through trips that do not begin or end in any part of downtown, contributing
significantly to congestion.
1 Making Connections IR93 -'990. IV-4
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DOWNTOWN MIAMI MASTER PLAN 1989
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EXTENDED PERIOD TRAFFIC CONGESTION.
LOADING AND PEDESTRIAN CONFLICTS
�.� PEAK HOUR ROAD CONGESTION -
0a / LEVEL OF SERVCE E i F IN 1992
1s d
PEAK HOUR INTERSECTION CONGESTION -
LEVEL OF SERVICE Err F IN 1992
\1J UNU BRIDGE DEFICIENCIES
VEHICULAR
CIRCULATION ISSUES
The ability of people to comfortably walk around downtown is vital to the
development of an interactive urban center. Downtown Miami has very narrow _
(50-70 ft.) street rights -of -way within existing and planned high density areas and
the competition for transportation space has left pedestrian system needs below
the institutionalized demands of the vehicular system. What is left over for -
sidewalks is simply not enough.
Aside from cosmetic improvements to sidewalks and the addition of shade trees
to some streets, the pedestrian circulation system has been neglected,
compromised, and often simply forgotten in the process of improving downtown
Miami streets. Notably missing are well designed, furnished, and lighted,
continuous walkway systems for linking primary destinations within busy pedestrian
zones.
Some of the characteristics affecting the downtown pedestrian system are:
Narrow walkways - Virtually every sidewalk within the CBD, Central Brickell,
and the Omni area is undersized to serve pedestrian traffic generated by planned
high -density, high-rise office and commercial projects. Compounding the problem
are obstructions in the form of utility, sign, and parking meter poles, bus
benches, vending boxes, and signal equipment. Broken and pot -holed surfaces
further reduce their service capacity.
Vehicular Crossing Conflicts - The phasing of intersection traffic signals has left
pedestrians with inadequate crosswalk green time. Some allow only four seconds
to cross a 50` street.
Barriers and Deterrents - The I-95 distributor ramp and proposed I-95 bifurcated
ramp connection in Dupont Plaza, the Port Boulevard, and I-395 create barriers
to needed pedestrian linkages. The I-95 under -expressway space remains a
psychological barrier deterring movement west of the Downtown Government
Center.
The resolution of pedestrian/vehicular conflicts and upgrading of deficient
walkway systems can only be achieved through the integrated planning of
pedestrian and vehicular systems. The policy plan does not address separate
recommendations for each system but merges pedestrian and vehicular plan
recommendations into a balanced circulation plan.
Making Connections Pq-�-�!90 1V-6
P_ U131AC TRAN= M DM
i�
The private automobile presently to carries almost 89% of all daily person trips
and 79% of all work trips to and from downtown. The average car carries less
than 1.25 persons.
A study by Metropolitan Dade County Transportation Administration projected a
31 percent increase between the years 1985 and 2000 in the total number of
s person trips entering and leaving downtown. The projections of future transit
ridership shown on Table I are based on assumptions that Metrorail and Metrobus
will remain essentially at today's level of service, and that Metromover will be
extended to Omni and Brickell by 1992. The modest increases projected for the
percentage of transit use will not be enough to keep pace with projected growth
and resulting congestion on the roadway system.
The relative luxury of private, individualized, on -demand, door-to-door travel by
automobile will, in the next twenty years, become too costly in time and money
for the average commuter. Two basic options exist:
1. Utilize more carpools and vanpools as the most cost-effective means of
moving more people within limited existing roadway systems; and
2. Expand and enhance public transportation services.
To achieve a reduction in private automobile trips, both means will have to be
employed. The former will require a concerted effort by private employers.
The latter will necessitate public planning now for expansion of the public
transportation system. Issues confronting what can and should be done to
improve public transportation include:
Dedicated Source of Revenue - As of 1988, no local source of revenue has been
dedicated to fund operating costs for bus and rail systems. Metro Dade County
must find a source of additional revenue for major expansion of transit systems.
Suburban Growth - Suburban growth will create increasing pressure for displacing
bus routes from hub service centering on downtown to corridors serving west and
south Dade County.
Connections to North and West Dade - Transit connections to north and west
Dade will be downtown's most critically deficient regional link as peak period
congestion on I-95 and State Road 836 extends well beyond the traditional "rush
hour".
Congestion on Downtown Streets - Growing congestion on downtown streets and
sidewalks limits efficient bus service within the CBD, especially along Flagler
Street.
Transfers Between Systems - Transfers between and among various public and
private transportation services are a crucial part of the system; however present
connections are lengthy, confusing, and inconvenient, thereby discouraging use by
all but the transit dependent.
Rail Transportation Projects - A statewide high-speed rail transportation project
linking major cities has been proposed. Downtown will need plans drawn to
accommodate the site and developmental needs of such a terminal.
Making Connections R9-996 W-7
Inner -City Transit Service - Future demand for transit service within the City of
Miami will be more for short -haul, jitney type service than traditional Metrobus
long -haul routes.
Biased Funding - Present State and Federal transportation programs are strongly
l biased toward capital and operations funding of highways. The center city is
increasingly at a disadvantage as proportionately greater public investment flows
to upgrade and expand suburban highway systems.
Making Connections !RQ,1-99Q; N-8
Table 1
Average weekday Transit Ridership
Sub -Area
Percent of
total person trip ends using Metrorail
or Metrobus
Projected
1992
Projected
2000
1985
Work Trips
Total Trips Work Trips
Total Trips
Work Trips
Total Trips
CBD
30%
15%
32%
19%
34%
19%
Omni
6%
732,97o
15%
8%
19%
10%
Brickell
7%
6%
6%
qq_
9%
8%
11%
9%
Southeast
8%
13%
8%
13%
8%
Overtown/
13%
Park West
Overall
_�b —_
21%
11%
�3. 4 - 7�.
14%
24%
�2 4
5%
1�5%
Source: Metropolitan
Dade County
Transportation Administration,
1986.
Perhaps no single downtown issue affects more people, more directly, more often
than the problems of availability, location, cost and security of parking. For
downtown to remain competitive in a region dependent on the automobile,
parking must remain available and affordable.
The supply of downtown parking has been adequate to meet user demand
throughout most of the decade of the 80's, thanks to an aggressive parking
construction program by the City's Department of Off -Street Parking (DOSP), an
ample supply of vacant and under -expressway land for surface parking, and an
oversupply of parking from earlier private developments in the Brickell and Omni
areas.
DOSP owns or manages approximately one third of the 43,000 parking spaces
available within downtown (1986 survey). Although there is some privately owned
freestanding general use parking, the majority of all downtown parking is supplied
as an adjunct to specific commercial and/or residential buildings.
The City has traditionally used its zoning ordinance to discourage the private
sector from building downtown parking, by requiring a special exception for
commercial use parking in the CBD and the Omni areas, and limiting office
parking in the Brickell area to no more than one space per 600 GFA (square
feet of gross floor area). Recent CBD commercial development has been
permitted to provide on -site parking in ratios ranging from approximately 1 space
per 1300 GFA (Edward Ball Office Building) to 1 space per 450 GFA (Museum
Tower). The recent average in the Brickell area is about 1 space per 860 GFA.
The recent average parking -to -floor -space ratios do not meet actual user demand,
as shown on Table 2, thereby causing many employees and visitors to utilize
available off -site parking.
TABLE 2
PROJECTED OFFICE PARKING DEMAND* IN SQ. FT. GFA PER PARKING
SPACE
Aga tam Medium Sigh
CBD 893 725 583
Brickell/SEOPW/Omni 558 467 393
*Parking demand projected based upon an assumed employee transit ridership
of 42% in the CBD and 14% in Brickell/SEOPW/Omni. Low, median, and
high range created by differing assumptions about other modes of travel and
percentage of total employees away from the site during peak parking
demand periods.
Source: Downtown Miami DRI Study
Issues that must be confronted in reshaping downtown parking policies are as
follows:
99---990
Making Connections IV-10
Projected Parking Shortage - 1986 peak parking utilization averaged 94% of
practical capacity during a time when office vacancies exceeded 25%. Once
office space vacancy rates return to normal levels of 6 to 10%, shortages of
parking space will be felt. Peripheral spaces will be used to a greater extent
than at present. There are limited opportunities to create additional inexpensive
surface parking supplies even on the periphery. This situation will be
exacerbated as existing surface parking is displaced by development. The future
parking shortage can be expected to be further exacerbated if parking- to- floor -
space ratios provided by new development continue to fall short of real user
demand.
DOSP Feasibility - The cost of land and construction has increased so much in
recent years that new freestanding public parking garages will not be financially
feasible at competitive, affordable user rates. Future public parking garages will
need to have an assured income flow or be directly linked to other public and
private developments to share land costs and assure demand. A more efficient
utilization of expensive public parking garages will require siting and development
considerations that serve public nighttime and weekend activities as well as
weekday employees and business patrons.
Localized Traffic Congestion - Most major office development is likely to be
located in the areas of greatest existing and projected traffic congestion. In
order to prevent exceedences of air quality standards and traffic level of service
standards mandated in the Downtown DRI (see Objective 2), the on -site portion
of user parking demand will need to be constrained, and the balance placed off -
site in areas of lesser congestion.
Transit Impact - The significant public investment in public transportation
systems has created great pressure to limit downtown parking as a means of
strengthening transit ridership. However, the widely held belief that ample
supplies of parking diminish transit ridership is not supported by the facts
revealed through detailed studies of parking availability and transit ridership in
the downtown area. Those studies indicated that transit ridership is not
significantly affected by parking availability ratios in the range of 1 space per
330 to 1000 GFA. Transit ridership is much more sensitive . to employer -
subsidized parking and to outlying Metrorail station access than it is to
downtown parking availability.
Short-term Parking - As the cost of long-term (all day) parking rises with
increasing competition for spaces, the already high cost of short-term parking
will also increase for shoppers and visitors.
Will Development - High land costs will spur more intensive use and
development of small parcels and "infill" sites that will not be physically able to
provide on -site parking. These smaller projects will generate the greatest net
additional new demand for public parking, primarily in the CBD.
Market Demand - The private sector cannot obtain financing for major new
construction without a substantial proportion of tenant parking needs being met
with on -site private parking. Some potential corporate tenants are seeking as
much as one parking space per 350 square feet of leasable area. This is
tempered by the high cost of parking garage construction and operation, causing
developers and lenders to seek a more practical compromise.
Making Connections R9_990 N-11
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I RKING ISSUES
VEHICULAR CIRCULATION
Objective 1. Continue to upgrade road systems to enhance downtown's peripheral
connections to regional highways, simplify internal circulation movements, and _
balance traffic capacity needs with pedestrian and transit objectives.
The Florida Department of Transportation (FDOT) Five Year Plan and the —
Metropolitan Dade County Transportation Plan provide a comprehensive program
of street improvements that will support projected development traffic impacts
through the year 2005. These planned improvements do not, however, resolve
other past internal circulation deficiencies that continue to limit vehicular
movements. The following policies and implementation actions are recommended
to improve the efficiency of downtown roadways and to assure that road
improvements do not adversely impact adjacent land development opportunities.
The recommended improvements are located on the accompanying map, "Street
Improvement Plan." _
Policy 1-A: Revise local street operations to serve proposed changes in
land development patterns.
The following modifications should be made to local streets, provided that
more detailed traffic impact analyses, to be conducted for proposed new
development, verify that such modifications will not impede traffic flow on
arterial streets.
* Convert SW 9th, llth, and 12th streets to a two-way operation. Local
circulation to and from future large scale developments along these
streets will require two-way access to the paired one-way SW 1st and
Miami Avenues.
* Close access to and from SW 3rd Avenue at SW 13th Street (Coral
Way) in order to increase capacity on SW 13th Street.
* Close NE 4th Street from NE 2nd Avenue to Biscayne Boulevard to
accommodate an extension of the existing pedestrian mall at the Miami
Dade Community College.
* Revise the cross section of South loth Street to an offset two-way
road with parking along the north side as per the Brickell Promenade
design specifications (see Enhancing Public Spaces, Policy 2-B).
* Convert NE 14th Street to two-way operation between North Miami
Avenue and Biscayne Boulevard.
* Permit closure of certain streets in the Omni Area that are not
needed for adequate vehicular circulation (see map, "Street
Improvement Plan"). This would improve traffic flow on major
arterials such as Biscayne Boulevard by reducing the number of
- intersections and turning movements. Such street closures should be
initiated by adjacent land owners in connection with assembly of larger
sites • for redevelopment.
Making Connections9��9�� IV-13
'DOWNTOWN MIAMI MASTER PLAN 1989
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Policy 1-B: Relocate and/or extend streets that do not fit the street grid
y system and disrupt circulation.
* Relocate NE 3rd Avenue between Flagler Street and NE 1st Street to
align with SE 3rd Avenue. This would permit vehicles to continue
i north to the underutilized NE 1st Street, and reduce the queues of
traffic on Flagler Street and on SE 3rd Avenue caused by the existing
offset alignment of 3rd Avenue, which forces all northbound traffic to
turn westbound on Flagler Street.
* Extend and widen West 1st Avenue from NW 20th Street to SW 4th
Street and widen SW 4th Street to connect with the SW 2nd Avenue
and Miami Avenue bridges. This new west side corridor will serve as
a feeder system to the expressway system from the Government
Center and other high density development near the Metrorail stations.
* Reconstruct Biscayne Boulevard from NE 5th Street to I-395. The
project will create an 80-90 feet wide median, expand center median
left turn lanes and remove the sharp offset at NE lath Street that
slows traffic. The new median space and sidewalks should be
landscaped pursuant to the plans described in Policy 2-C of Chapter
VI - Enhancing Public Spaces.
* Realign NE 14th Street east of North Bayshore Drive to eliminate the
offset intersection at North Bayshore Drive, in conjunction with
redevelopment of adjacent property.
Policy 1-C: Improve connections to the expressway system.
* Extend the I-95 distributor ramp to link with Biscayne Boulevard in
Dupont Plaza. Existing FDOT plans call for a bifurcated ramp, with
Biscayne Boulevard Way to accommodate the eastbound ramp, and with
SE 2nd Street to accommodate the westbound ramp. This plan would
require right-of-way acquisition of approximately one-third of the two
westerly vacant blocks in Dupont Plaza and would physically partition
the remaining area into three sections (by the two raised ramp
structures and the Metromover guideway). The project has been stalled
due to difficulty and cost of land acquisition. An alternative
alignment for one or both of the ramps should be considered within a
widened SE 3rd Street right-of-way, in conjunction with a unified
mixed -use development in Dupont Plaza.
* Provide
a means of access to and from I-95
at NW 20th Street and
realign,
widen and improve NE
20th Street
between North Miami
Avenue
and Biscayne Boulevard to
provide two
eastbound through lanes
and two westbound through lanes
with center
turn lanes. This will
require
significant right-of-way acquisition in the block between NE 2nd
Avenue
and Biscayne Boulevard.
A further
eastward extension to
connect
to North Bayshore Drive
should be considered in connection
with redevelopment of that area.
* Redesign the existing I-395 entrance and exit
NE 1st Avenue and NE 2nd Avenue to increase
with FDOT's long-range plans for replacement
Making Connections
ramps in the vicinity of
capacity, in conjunction
of the I-395/MacArthur
P9_990 IV-15
Causeway bridge to Watson Island. Minor intersection improvements
that would increase capacity should be considered in the short-term.
* Provide new ramps linking State Road 836 (Dolphin Expressway) to NW
8th Street and NW 3rd Avenue (funded for construction in 1991-92 by
FDOT).
* Widen I-95 from State Road 836 to State Road 112 by adding one lane
in each direction and adding a southbound exit to NW 14th Street
(funded for construction by FDOT in 1991-92).
* Construct a four lane tunnel connecting the Seaport to I-395
(preliminary engineering funded from 1989 through 1991; construction
unfunded).
Policy 1-D: Improve bridge crossings over the Miami River and the
Intracoastal Waterway.
* Construct a high level bridge connecting the Seaport to Biscayne
Boulevard, providing 4 lanes for vehicular traffic plus space for a
people mover or alternative form of transit linkage (under
construction).
* Replace the Brickell Avenue bridge with a new 6 lane bascule bridge
providing 23-25 feet of clearance over the Miami River. The location
of this bridge at the mouth of the River and at the entrance to
Brickell Avenue and the CBD, distinguish it as a symbolic "Gateway"
to downtown, thereby requiring special aesthetic design quality
(currently in design phase by FDOT; construction unfunded).
* Replace the SW 2nd Avenue bridge with a new 4 lane bascule bridge
providing 23-25 feet of clearance over the Miami River (design phase
underway; construction unfunded).
* Replace the venetian Causeway bridges (design phase funded for 1988-
89; construction unfunded).
* Replace the MacArthur Causeway bridge between downtown and Watson
Island with a new high level bridge (unfunded).
Making Connections 9-990 IV-16
GROWTH MANAGEMENT
Objective 2. Maintain the minimum level of service standards established in the
Downtown Special Transportation Area wherever possible subject to physical,
aesthetic, and historical constraints.
Growth management laws enacted by the State of Florida prohibit local
government from issuing permits for new development in areas where the
transportation systems (or other basic services) fail to meet minimum level of
service standards established in the comprehensive plan. (Note: level of service
(LOS) on roadways is a measure of relative traffic congestion, with "A" being
the least congestion and "F" being the worst congestion.)
Since it is appropriate for downtown areas to contain the highest concentrations
of development in an urban area, typically the downtown cannot be expected to
meet the minimum standards established for the entire urban area, Downtown
Miami has been approved as a "Special Transportation Area", thereby setting -
special level of service standards for congestion on major roadways within the
area. These standards, on the average, tolerate 10% more congestion than on
roadways outside the CBD, in recognition of greater access to public -
transportation service in downtown.
While every reasonable effort should be made to maintain the minimum LOS
standards, it must be recognized that the capacity of many downtown roadways
cannot be increased because the cost and disruption of acquiring additional right-
of-way would be prohibitive. There are many such roadways presently operating
at or below the minimum standard, and several others that are projected to fall
below the minimum standard in the next b to 10 years as new development
attracts more vehicle : trips to the area.
To avoid placing limits on future development in downtown, the City must pursue
a comprehensive transportation plan which recognizes the capacity of all
transportation alternatives, including mass transit. Whenever a roadway is
projected to exceed minimum level of service standards, this situation should be
mitigated by one or a combination of the following alternatives, in priority
order:
1. Direct mitigation of the impact, if practical; that is capacity improvement of
the intersection or link that exceeds standards;
2. Creation or improvement of a transportation alternative that will reduce or
divert trips from the intersection or link that exceeds standards, (for
example: capacity improvement of an alternative vehicular route, downtown
intercept parking facility, site -specific carpool or transit incentive program,
transit shuttle service);
3. Creation or improvement of a transportation alternative that enhances overall
performance and capability of the transportation system to accommodate
more trips, (for example: suburban intercept parking facility, transit feeder
to Metrorail or Metromover).
The City should implement the following policies to assure that all feasible
roadway capacity improvements are constructed, that the costs are equitably
distributed between the public and private sectors, and that steps are taken to
reduce reliance on automobile access.
Making Connections ���9Q' IV-17
Policy 2-A: Require new development to make fair share contributions
toward the mitigation of regional roadway impacts as defined in the
Downtown DRI and the Southeast Overtown/Park West DRI.
The Downtown Development of Regional Impact (DRI) and the Southeast
Overtown/Park West DRI projected traffic volume increases on the regional
roadway system, including new downtown development anticipated during
the period from 1986 through 1992 (see Land Development, Policy 3-A).
The cost of capacity improvements necessary to maintain the minimum
level of service standard was estimated, and a share of those costs was
assigned to new development based upon the proportion of total traffic
volumes generated by the new development.
As a result, the Downtown Miami DRI development order requires the City
to pay a fair share fee of $7,543,419 (1987 dollars) to mitigate the
impacts of the first increment of new development to be approved under
the DRI. Subsequent increments of the Downtown DRI, as well as the
Southeast Overtown/Park West DRI, will require the City to pay additional
mitigation fees. Those fees should be assessed to new development based
upon the number of vehicle trips projected to be generated by each. The
Downtown Development Supplemental Fee (Ordinance #10461) and the
Southeast Overtown/Park West Development Supplemental Fee (Ordinance
#10465) implement this policy.
Policy 2-B: Require new development to mitigate localized impacts that
were not anticipated or included within the Downtown DRI or the
Southeast Overtown/Park West DRI.
_ New development to be permitted under the Downtown DRI or the
Southeast Overtown/Park West DRI can be assumed to have mitigated its
impacts on major regional roadways (i.e., I-95, US 1, SW 8th Street, and
others specifically included in the DRI fee calculation) by paying the fair
share mitigation fee described in Policy 2-A above. However, depending
upon the location and size of individual developments within the DRI
boundaries, there may be unanticipated localized impacts that should be
corrected.
As a part of the application for a major use special permit under the
zoning ordinance, large scale development should provide a traffic impact
analysis for an area of approximately 1/4 mile radius around the site.
Any development that would contribute 10% or more of the directional
peak hour service volume on any link or intersection projected to operate
at or below level of service E should be required to build or make a fair
share contribution toward any improvements needed to maintain level of
service E; or, if level of service E cannot be maintained due to physical,
aesthetic, or historical constraints, the new development should be required
to prepare and implement a mitigation plan, consisting of improvements to
an alternative roadway, transit enhancements, remote parking, access
management or other appropriate traffic management strategies.
910-1 0.
Making Connections IV-18
Policy 2-C: Require new development to implement "Transportation
Control Measures" designed to promote a general reduction in vehicular
traffic to improve traffic flow, and to reduce air pollution created by
vehicle emissions.
As a part of the overall mitigation of traffic impacts and air quality
impacts mandated in the development orders for the Downtown DRI and
the Southeast Overtown/Park West DRI, the City has adopted a
Transportation Control Measures (TCM) ordinance. This ordinance requires
new development to do the following:
1. Actively encourage and promote car and van pooling by establishing or
participating in a car pool information program;
2. Provide mass transit route and schedule information in convenient
locations throughout the individual development;
3. Encourage mass transit use by the provision of bus shelters, bus
turnout lanes, or other amenities to increase transit ridership.
By December 29, 1989, the City is required to incorporate additional TCM
requirements into the ordinance, to be selected from a range of options
that include measures to increase ride sharing, transit ridership, and traffic
flow, as well as to decrease on -site parking and vehicle emissions. These
additions to City's ordinance should provide flexibility to select and
implement the TCM options that would be most appropriate and effective
for each new development. Developers should be encouraged to submit a
TCM plan designed to meet certain standards or goals to be established
within the ordinance (such as to increase transit ridership by 10% over the
County's projection for the site (see chart in issues section), and to
_ increase average vehicle occupancy by 10%). The developer's TCM plan
— should be evaluated by the City and modified if necessary. Once accepted
by the City, the TCM plan should be made a condition of development
approval, (Major Use Special Permit and/or building permit) and should be
enforced• by requiring an annual report to be filed with the Planning
Department, documenting performance and progress toward the established
goals. Developers who choose not to submit a customized TCM plan
would be subject to a set of TCM's prescribed in the ordinance.
N
`IQ—C
Making Connections IV-19
PEDESTRIAN/VEHICULAR PRIORITIES FOR LIMITED STREET SPACE
Objective 3. Improve the efficiency of downtown roadways by allocating street
space according to a hierarchy of functions serving pedestrian, vehicular, transit
and service needs.
The basic network of roads and transit facilities serving downtown is in place.
As discussed in Objectives 1 and 2, some expansion will be necessary along with
a few refinements of troublesome intersections and difficult connections between
systems. For the most part, however, the future task of adapting transportation
services to a constantly changing city amounts to making many incremental
decisions about localized pedestrian, vehicular, transit or service needs.
It
is in this process of
adjusting a curb
line, adding parking spaces, redesigning
an
intersection or relocating an entrance
that problems arise. The competition
for
limited public space
often means that
improvements for one system come at
the
expense of another.
Since there are
presently no overall service priorities
to
guide these decisions,
the priorities between pedestrians, traffic and vehicular
circulation must be determined.
The following strategies for allocation of street space are proposed to guide
these continuing decisions. They are based on assumptions that: 1) pedestrian
traffic should be the priority within the high density developed commercial areas;
and 2) improvements for automobile traffic should be a priority outside the high
density developed core areas. In all cases, the allocation of space should be
based upon the minimum needed to serve projected year 2006 peak period
demand.
This objective addresses the integration of walkway and roadway systems from a
space allocation and functional standpoint. Issues of pedestrian amenities and
enhanced walking environments, particularly as they relate to leisure activity, are
addressed in Chapter VI - Enhancing Public Spaces.
Policy 3-A: For streets defined as "Regional Links", the allocation of
�t space shall generally favor, in order of priority: 1. vehicular traffic
(including buses), 2. pedestrians, 3. service vehicles, 4. parking.
Regional Links are major arterial streets leading to and from downtown
and streets within downtown providing connections to the expressway
system (see map: "Circulation Space Priorities").
In situations where the available street right-of-way is inadequate to meet
the needs of all competing uses, the space needed to meet and maintain
the peak hour minimum level of service (LOS) standard for vehicular
traffic should be the first priority. Sidewalk space for pedestrian use
cannot be preempted entirely by vehicular space (except on expressways);
however, where necessary, the sidewalk space may be reduced to a
minimum. Service vehicle loading zones and on -street parking should only
be permitted where adequate right-of-way exists to accommodate the needs
of vehicles and pedestrians. Through an effective management and
enforcement program, on -street loading and parking should be permitted
during off-peak traffic volume hours wherever sufficient space exists.
a
Making Connections IV-20
DOWNTOWN MIAMI MASTER PLAN 1989
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URBAN PEDESTRIAN ZONE
Policy 3-B: For streets within "Urban Pedestrian Zones", the allocation of
street space shall generally favor, in order of priority: 1. pedestrian
walkways (including basic street furniture and trees); 2. buses, vanpools,
shuttles; 3. service vehicles, taxis, loading; 4. vehicular traffic; 6. on -street
parking.
Urban Pedestrian Zones are high density areas where the majority of
person trips are pedestrian, and/or where development objectives call for
active pedestrian environments (see map: "Circulation Space Priorities").
The first priority for allocating limited right-of-way within Urban
Pedestrian Zones should be for pedestrians, including the minimum walkway
width needed for circulation space plus at least a 4 feet wide curbside
zone to accommodate basic street furniture and street trees. The second
priority should be for transit services, including pull -off lanes and
passenger waiting/queuing areas. Service vehicles and loading should be
the third priority only in the retail core area where economic survival of
many businesses depends on regular deliveries. Elsewhere within the Urban
Pedestrian Zone, loading zones should follow vehicular traffic in priority.
On -street loading and/or parking should be permitted whenever vehicular
volumes permit.
Traffic signal phasing within Urban Pedestrian Zones should allocate
sufficient pedestrian crossing time.
Policy 3-C: For streets designated as "Urban Street Promenades", the
allocation of space shall generally favor, An order of priority: 1.
pedestrian walkways; 2. pedestrian amenity space; 3. buses, vanpools,
shuttles; 4. service vehicles, taxis, loading; 6. vehicular traffic; 6. on -street
parking.
Urban Street Promenades are streets where special emphasis is given to
enhanced pedestrian environments. These are generally the same streets
discussed in Policy 2-B of Chapter VI - Enhancing Public Spaces (see map:
"Circulation Space Priorities").
Within Urban Street Promenades, the priorities for allocating limited right-
of-way should be the same as the Urban Pedestrian Zone, except that
additional sidewalk space will be needed to accommodate special pedestrian
amenities such as sidewalk cafes, window shopping, information kiosks,
sitting areas, etc. In most cases a minimum sidewalk width of 20 feet
should be required. (This may include private front building setback
areas.)
For streets which are designated as both "Regional, Links" and "Urban
Street Promenades" the number of lanes needed for vehicular traffic must
be met within the public right-of-way. Pedestrian space requirements can
be supplemented through building setback requirements that achieve an
effective walkway width of 20 feet (building face to curb).
Making Connections IV-22
a
PUBLIC TRANSIT SYSTEM
Objective 4. Increase transit ridership.
To effectively serve the projected growth in daily employee and visitor trips to
and from downtown, a "transit first" policy for transportation improvements will
be necessary. The following actions and improvements are recommended to
significantly expand the percentage of all person trips into downtown utilizing
transit systems. The accompanying map, "Public Transportation Plan" illustrates
the location of recommended improvements.
Policy 4-A: Facilitate exchanges between modes of transit by
interconnecting all transit systems at intermodal terminals.
Effective public transit systems accommodate a variety of trip purposes
including working, shopping, visiting, recreation, etc. To be effective
however, it is essential that transfers can be made quickly and easily
between a variety of transportation services. In downtown Miami, this is
not possible because there is no one central point where the major
transportation services are interconnected. At least two transfer terminals
are needed:
Government Center - A central terminal is proposed to interconnect
Metrorail, Metromover, Metrobus, intercity bus and rail, taxis, jitneys,
limousines, airport and hotel shuttles, downtown trams and potentially the
Florida High Speed Rail system. This intermodal terminal logically would
connect to the regional Metrorail system at the Government Center
Station, but must also efficiently intersect downtown bus routes and major
pedestrian paths. A location at NW 1st Avenue between Flagler and NW
bth Streets is recommended. Local bus and shuttle systems should connect
at the southerly end and intercity systems closer to 5th street. Second
Street should become a pedestrian link through the CBD and NW 1st
Avenue (widened to four lanes) should provide a vehicular connection north
to NW 14th Street and south to the Miami Avenue and SW 2nd Avenue
bridges.
Omni - An intercept terminal is planned for the Omni Metromover station
that would link bus routes from the northeast and Miami Beach to the
new Omni leg of the people -mover system. In addition, the proposed light
rail transit line from Miami Beach could terminate here to connect
downtown with the convention center on Miami Beach.
Policy 4-B: Construct the Metromover legs to Omni and Brickell.
The extensions of the Metromover loop system to serve the Omni and
Brickell areas will provide vital links between the Central Business District
and several integrally related components of downtown as proposed in this
Plan. These include:
* Peripheral commuter parking facilities adjacent to the Metromover
guideway at NE 16th Street, NE 11th Street, NE 6th Street, SW 7th
Street and SE 13th Street;
J
I * A redeveloped Bicentennial/FEC Park with major visitor attractions;
Making Connections C,1gi--990 IV-23
N_W 2�0 SV j `- DOWNTOWN MIAMI MASTER PLAN 1989
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PUBLIC
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* A business park for the communications industry and import export
industry in the Omni area;
* High density mixed -use development in the Herald Plaza and South
Edgewater areas;
* A proposed international trade mart in the Omni area;
* Southeast Overtown/Park West as a new community of 9,000 housing
units, from which many residents are expected to work downtown;
* Potential cultural arts performance facilities along Biscayne Boulevard;
* An expanded educational district in the vicinity of NE 4th/6th Streets;
* High density mixed -use development forming a new urban neighborhood
of up to 16,000 residents in the Central Brickell area;
* A specialty entertainment district along the south bank of the Miami
River near Miami Avenue; and
* An expanded concentration of high density office employment and -
mixed -use development (over 9,000 potential jobs) in the south Brickell
Avenue area from 13th to 15th Street.
All of these planned and proposed developments have direct functional
relationships to the CBD that will depend on reliable, efficient, regular
transit service that is most effectively provided by the Metromover
technology. In addition, if ground transportation (buses and private
vehicles) are relied upon to provide the linkages described above, future
violations of minimum level of service standards for traffic and air quality
would be likely. Such violations would jeopardize the City's ability to
obtain approval for future increments of the Downtown Development of
Regional Impact (DRI) (see Land Development, Policy 3-A). Under state
growth management laws, the City could be restricted from issuing permits
for additional downtown office or commercial development, leading to
forced additional suburban development.
Policy 4-C: Encourage Dade County to plan for increased bus service to
downtown in order to keep pace with projected increases in employment.
In 1985, Metrobus carried an estimated average of 54,700 person trips to
or from downtown each weekday. By the year 2000, Metro -Dade County
has estimated that new growth and employment in the downtown will
increase the demand for Metrobus service to a weekday average of 90,700
person trips requiring an increase in the downtown bus fleet of 50%. To
j accommodate this additional demand, a significant increase in frequency
1 and extent of bus service will be required, particularly during peak hour.
This future demand estimate represents an increase in the rate of
Metrobus ridership from approximately 9% of all person trips to or from
downtown in 1985 to approximately 11% of all person trips in the year
2000. Trgis modest increase, while an improvement, will not be sufficient
to offset the large increase in automobile person trips associated with
future growth. If downtown is to maintain minimum traffic level of
Making Connections Iq,,.-990+ IV-26
service and air quality standards, an increase in private vehicle occupancy
as well as public transit service will be needed. Metro -Dade County must
identify a dedicated source of revenue to fund expanded transit services.
Policy 4-D: Create a "public transit link" to connect the following public
facilities and development centers to Metrorail and Metromover: Bayside,
FEC/Bicentennial Park, the Seaport, the airport, SE Bayshore Drive, the
River Quadrant, and Metrorail Phase 11 in West Omni.
A public transit link, which may consist of a variety of technologies
(including an extension of Metromover at one end of the spectrum or a
simple shuttle at the other), should be created to serve public facilities
and development centers including:
Bayside, FEC/Bicentennial Park, Seaport - The new bridge to the Seaport
is designed with an extra side lane that can contain a transit link. The
Seaport transit system should be connected to the Omni extension of
Metromover. A station should be placed adjacent to the north pavilion at
Bayside with pedestrian connections to Bayside and to the planned park on
the FEC site. Additional stations should connect to the passenger
terminals and employee destinations at the Seaport.
South Bayshore Drive - The high concentration of office employees east of
_ Brickell Avenue should have a convenient transit connection to the Brickell
Metrorail station. An extension of the Brickell leg of Metromover is
recommended from its southern terminus on SE 14th Street to South
Bayshore Drive. This extension should form a loop utilizing SE 8th Street.
West Omni/Metrorail Phase H - When Metrorail is extended to Northeast
Dade via the FEC Railway, the Omni leg of Metromover should be
extended westward from the Miramar station to connect with a new
station on Metrorail.
River Quadrant - A new station should be added to the existing Metrorail
system near the north shore of Miami River, to serve future high intensity
development in the River Quadrant.
Airport - The western extension of Metrorail will provide a connection
between the Miami International Airport and downtown.
Policy 4-E: Consider a "Light Rail" system with connections from
Metrobus and Metromover systems to Miami Beach.
The Miami Beach Light Rail Project is proposed to connect the Miami
Beach Convention Center and hotels to downtown Miami with a light rail
(trolley) line on Collins Avenue, Washington Avenue and the MacArthur
Causeway. Passengers would transfer to Metromover or Metrobus at an
intermodal terminal located at the Omni Metromover station.
Policy 4-F: Create a "Flagler Shuttle" system to connect Flagler Street
shops with Bayside and the proposed Riverside Market district along North
River Drive.
Making Connections IV-26
rf;
The retail core needs
improved shuttle service for
shoppers
that will
connect Flagler Street
shops with Bayside
and the
planned
"Riverside
Market" district along
North River Drive.
Unlike the
Metromover which
offers service to the periphery of the retail
core as a
distributor
for mass
transit and commuter
parking systems, the
proposed
shuttle would link
retail uses at ground
level throughout the
ten block
east -west
shopping
axis of downtown with
easy on -off service.
Policy 4-G: Reduce the amount of employer -subsidized parking.
A successful
program to reduce employee parking
subsidies would shift
considerable numbers of parkers to transit.
The Dade
County
Parking/Transit
Ridership Study estimated that
a reduction
in the
proportion of
subsidized employees from 50% (the
current rate)
to 26%
could shift up
to 3,500 employees from autos to transit. This
would be
an increase of
20% in transit use among employees.
A program to reduce parking subsidies will be most effective by
encouraging employers to offer a choice to employees of either a free
monthly transit pass or a parking space. The County should increase its
marketing of transit passes to employers in existing buildings and the City
should encourage building managers and employees to purchase passes for
their building tenants. Commitments by building owners to purchase
transit passes should be an important element of the Transportation
Control Measures required of all new development (see Policy 2-C).
Policy 4-H: Support completion of Metrorail Phase 11 by the year 2005.
The originally conceived full 50 mile Metrorail system includes lines north
to 163rd Street and west to Miami International Airport. It is essential
that the full system be built because additional downtown development is
expected to nearly double current employment levels by 2005. There is no
conceivable means of doubling highway vehicular capacities without
unrealistic widening of the Interstate and arterial road systems. Without
the additional equivalent capacity of a new 10 lane expressway which a
Metrorail line provides, downtown will find itself increasingly isolated from
the region, and surrounding neighborhoods will be overrun by commuting
traffic. If fuel prices rise to levels prevalent in other western countries
and costs continue to escalate for new car prices, insurance, parking and
vehicle maintenance, the need for efficient, commuter public transit will
exceed critical proportions. The problem is not if, but how, when and
where will additional phases of rail public transit be built.
Policy 4-I: Refine options for the location of Metrorail Phase 11
alignments through downtown to protect critical right-of-way corridors from
development.
There remains an unresolved issue about how and where the Metrorail
Phase H guideways would be located within downtown. The existing
Government Center Station has been built with the east -west Phase 11
platform fully integrated, although the platform has been built. Only
rudimentary plans exist for how the new guideway would. extend to the
north and west. Five possibilities are illustrated on pages IV-29 and -30:
Making Connections
RQ--990 • IV-27
1. The Phase II guideway from the north could be connected to the
existing Dadeland line forming one continuous north -south guideway,
while the existing Okeechobee line and the Phase II guideway from the
west would terminate at Government Center Station;
2. The guideways from the Phase II north and west lines could terminate
at Government Center Station without connecting as a continuous line;
3. The Phase II guideway from the north could merge with the existing
Phase I guideway north of the Overtown Station forming a "Y"
connection, and the Phase II guideway from the west would terminate
at Government Center Station;
4. The Phase II guideway from the west could extend easterly through the
Government Center Station and then curve sharply to the north through
the midst of several city blocks to join the FEC railroad right-of-way
near NW 6th Street, thus forming a continuous connection with the
Phase II north guideway;
b. The Phase II guideway from the west could extend easterly through the
Government Center Station along NW/NE 2nd Street, turn northward
through the Miami -Dade Community College area, and then continue
northward along NE 2nd Avenue to join the FEC railroad right-of-way
near NE 36th Street.
Option #1 is recommended because it balances the need for efficient
transit service with concerns over impacts on downtown streets and private
property. Option #2 would require right-of-way acquisition along the east
side of the existing Phase I guideway between the Overtown Station and
Government Center Station. Options #4 and #6 would create disruptive
and expensive impacts on development within the Midtown area. Option
#3 would permanently reduce capacities on the north line due to the need
for alternating trains between the existing Okeechobee line and the Phase
H north line, thus giving each only half the number of trains running on
the existing Dadeland line. Specific design elements of the preferred
Option #1 include:
* Connecting the new Phase II north line with the existing Dadeland line
to make a continuous guideway serving the high demand north/south
corridor;
* Converting the existing Okeechobee guideway to a stub -end line
terminating at a new platform immediately north of and connected to
the Government Center station;
* Terminating the west line from Little Havana at the existing
Government Center east -west platform;
* Providing a service track to move vehicles from the Phase II west line
to the existing Okeechobee line for access to the maintenance facility,
by constructing a short radius turn immediately west of the
Government Center Station; and providing a service _track to move
vehicles from the new north/south line to the existing Okeechobee line
for access to the maintenance facility using the existing guideway
north of the Overtown Station.
Making Connections ' IV-28
IT011 NORTHN.W. DARE = �� L
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METRORAIL 11 DOWNTOWN CONNECTION ALTERNATIVES
qK:
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ALTERNATIVE TRANSPORTATION SYSTEMS
Objective 6. Promote alternative means of transportation to serve the downtown
area.
As employment increases draw more people into downtown Miami each day,
traditional travel habits will need to change. In addition to greater use of mass
transit systems, supplemental transportation modes must be developed and
encouraged to provide alternative travel opportunities.
Policy 6-A: Promote expanded use of carpooling and vanpooling, private
jitney services and shuttle bus services.
Carpooling and vanpooling, private jitney services and smaller buses
operating in special service areas such as the KAT service in Kendall are
highly cost-effective alternatives to conventional rail and bus services.
' Vanpooling especially represents a highly efficient and inexpensive means of
reducing private auto trips. To complement private sector efforts to
implement "Transportation Control Measures", as described in Policy 2-C,
the public sector should provide:
* Reserved preferential parking spaces and rate reductions for carpool
and vanpool vehicles in public parking facilities;
* Allowances for employer operated vanpools as credits for parking
requirements;
- * Special downtown terminal facilities for jitney vehicles to enhance
passenger convenience and safety;
* Expanded jitney route and passenger pickup rights vis-a-vis Metrobus
routes;
* Transportation grants to fund low interest loans for private purchases
to commercial jitney vehicles; and
* Greater use of higher frequency, short distance feeder bus service to
inner-city Metrorail stations.
Policy 6-B: Develop a water taxi system to interconnect downtown
waterfront activity centers along both the bay and the river.
This plan envisions the evolution of numerous and diverse waterfront
attractions and developments that will significantly expand public activity
levels along the downtown bayfront and riverfront. All of these activity
centers should include docking or boat landing facilities that invite access
from the water. At such time as a critical mass of waterside
destinations is developed, it would be appropriate to encourage privately
run water taxi services to interconnect them. The map, "Public
Transportation Plan", suggests locations where an "on -call" service of small
boats would ferry residents and visitors between these attractions, much as
taxis perform a landside shuttle service.
J
Q9-990f
Making Connections IV-31
Policy 5-C: Permit helistops at appropriate locations within downtown.
The Miami International Airport is constructing a heliport on Dodge Island
(Seaport) to operate regular passenger shuttle service between downtown
and the Airport or other major cities in South Florida. This service
should be augmented by one or more smaller helicopter landing pads,
termed "helistops," to provide additional convenient points of access to
downtown for intercity business travel. The City should work with airport
officials to evaluate potential helistop sites, with consideration of noise
and aesthetic impacts, safety, and access to downtown transit systems.
Policy b-D: Promote locations within downtown for the southern terminus
of the proposed Florida High Speed Rail system.
The State of Florida, in partnership with private enterprise, anticipates
development of an intrastate high speed rail line linking metropolitan
centers. The southern terminus should be located in downtown to provide
optimum service to business travelers and to entice tourists to visit Miami.
See Developing Commerce, Policy 1-H for additional discussion of
development impacts and alternate terminal sites.
Making Connections
rv-32
A BALANCED PARKING SUPPLY
Objective 6. Manage the downtown parking supply to maintain an appropriate
balance among needs to promote economic growth, protect and enhance local
traffic conditions, and to complement public transportation usage.
It is essential that the downtown parking supply be consistent with market —
demand in order to maintain a reasonably competitive position against suburban —
locations that have unconstrained supplies of "free" parking. Neither the public
sector nor the private sector can afford to supply that demand alone. The high —
cost of land and parking garage construction requires shared responsibility. i
While an adequate supply of downtown parking is essential, parking cannot be
allowed to grow without restraint. Due to problems of traffic congestion and
under utilization of the rail transit system, a balance must be struck.
The opening of the Metromover loop in 1986 and the subsequent County approval
for construction of the legs has changed the equation for determining the
amount, location, and type (public or private) of off-street parking to be
permitted or planned for downtown. By connecting the intensely developed
downtown -areas with Metrorail and opening convenient access to peripheral blocks
within downtown, Metromover makes it possible to apply the following four
parking policies:
Policy 6-A: Promote a reduction in downtown parking demand by
increasing reliance on remote intercept parking at outlying Metrorail
stations and express bus stops.
Parking supplies at the southerly stations of Metrorail are currently at or
near capacity. Additional station parking should be provided. Areas not
served by Metrorail should have additional remote site parking with feeder
bus service to Metrorail or express bus service to downtown. More
effective use of existing Metrorail station and other intercept parking
should be promoted by carpool and vanpool parking incentives and parking
fee discounts by auto occupancy.
Policy 6-B: Promote development of public and private peripheral parking
garages in "peripheral parking zones" near expressway and arterial
entrances to downtown, in order to reduce congestion in intensely
developed areas.
By promoting off -site parking facilities near the entrances to downtown, a
portion of the traffic can be intercepted before it reaches the most
heavily congested areas in the eastern segment of downtown. These
peripheral areas have the advantage of lower land cost. The recommended
peripheral parking zone near the Government Center in the CBD has the
added advantage of diverting traffic away from the I-95 distributor and
the I-395 interchange at NE 1st and 2nd Avenues to the underutilized I-95
interchanges at NW 2nd Street and NW 8th Street.
Peripheral parking zones are located where possible within easy access to
Metromover stations. The recommended zone between SW 7th and 8th
Streets in Brickell will require a special shuttle service.
991-93Q.
Making Connections IV-33
j L_�LJ u I I
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DOWNTOWN MIAMI MASTER PLAN 1989
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NEW CSO PARKING REQUIREMENTS
REVISED PARKING
REQUIREMENTS
PERIPHERAL PARKING ZONE
Zr.T;pm SHOPPERS
METROmOvER
IIIIIII METRORAIL
10,9-59 90.
PARKING POLICY PLAN
Policy 6-C: Impose minimum and maximum parking limitations on all new
development.
The number of parking spaces provided per unit of development should be
determined, by the developer's estimate of the market, within a range
established by the City. In order to avoid excesses or shortages, the City
should establish overall minimum and maximum parking requirements. That
is, new development should be required to provide at least the minimum,
and may provide up to the maximum number of parking spaces specified
by the zoning ordinance.
Setting a minimum parking requirement is deemed necessary to avoid a
future shortage of spaces and attendant pressure on the public agencies to
fill the gap between demand and supply. A minimum requirement will
assure that all development accepts responsibility for a' modest share of
the burden.
Maximum parking limitations should be established at or slightly below the
projected demand level, to avoid an excess parking supply that could lead
to discounted prices and/or employer subsidized parking that would
discourage transit ridership and carpooling.
The following table shows recommended minimum and maximum
requirements for parking to serve office uses. It should be compared to
the projections of user demand in the Parking Issues section. These
recommendations would require an adjustment to existing parking
requirements in the Brickell and Southeast Overtown/Park West areas and
the introduction of parking requirements in the CBD and Omni areas.
RECOMMENDED M1NIMUTM AND MAXIMUM RATIOS OF GFA PER
PARKING SPACE FOR OFFICE USES
Area Minimum* Maximum
CBD 1000 600
Brickeli/SEOPW/Omni 800 500 (on -site)
400 (total on- and off -site)
*Note: Exception for rehabilitation and adaptive reuse of existing buildings.
For other nonresidential uses, there should be a maximum parking
limitation equal to the minimum parking requirement for each use in
commercial districts (CR and CG zoning) throughout the City. According
to the present code, for example, this would mean a maximum of one
parking space per 100 square feet of restaurant floor area, or 1000 square
feet of wholesale/storage floor area. For residential and hotel uses, the
maximum parking limitation should be 1.5 spaces per unit and 1.0 spaces
per hotel lodging unit respectively. There should not be a minimum
parking requirement for uses other than office.
Of the total parking provided, the number of spaces that, can be placed
on -site may be constrained due to street capacity and environmental
considerations. There is no minimum number of spaces that should be
R9~990;
Making Connections
IV-35
required to be on -site, that is, all parking should be permitted to be
located off -site in a location approved by the City.
If less than the minimum number of required spaces is permitted on -site,
the developer should be allowed to choose among the following:
1. The developer may execute a permanent agreement to purchase annual
transit passes in lieu of providing required parking spaces, in an
amount equal to two transit passes per each required parking space
that is not provided; or
2. The developer may make a onetime payment equal to the "gap
financing" cost for each space (presently estimated at about $2-5,000)
into a Transportation Trust Fund administered by the Department of
Off -Street Parking, and enter into an agreement to lease the spaces
built; or
3. The developer may build and own the off -site spaces elsewhere in a
location approved by the City. "Elsewhere" is defined as being one or
a combination of the following locations:
a. Peripheral parking zone, including, if necessary, a shuttle system
approved by the City; or
b. Outlying location at a Metrorail station or a designated park/ride
facility approved by the City.
Policy 6-D: Increase the supply of low cost, short-term parking in DOSP
facilities near retail and commercial concentrations, to encourage shopping
trips and other business activity in downtown.
See discussion under Chapter II - Creating a Marketplace.
Making Connections
P9 -990.
IV-36
I
required to be on -site, that is, all parking should be permitted to be
located off -site in a location approved by the City.
If less than the minimum number of required spaces is permitted on -site,
.the developer should be allowed to choose among the following:
1. The developer may execute a permanent agreement to purchase annual
transit passes in lieu of providing required parking spaces, in an
amount equal to two transit passes per each required parking space
that is not provided; or
2. The developer may make a onetime payment equal to the "gap
financing" cost for each space (presently estimated at about $2-5,000)
into a Transportation Trust Fund administered by the Department of
Off -Street Parking, and enter into an agreement to lease the spaces
built; or
3. The developer may build and own the off -site spaces elsewhere in a
location approved by the City. "Elsewhere" is defined as being one or
a combination of the following locations:
a. Peripheral parking zone, including, if necessary, a shuttle system
approved by the City; or
b. Outlying location at a Metrorail station or a designated park/ride
facility approved by the City.
- Policy 6-1): Increase the supply of low cost, short-term parking in DOSP
_ facilities near retail and commercial concentrations, to encourage shopping
trips and other business activity in downtown.
See discussion under Chapter 11 - Creating a Marketplace.
Making Connections
J
IV-36
V. ENHANCING PUBLIC SPACES
Goal: Enhance the quality of life in downtown through the design of public
spaces which provide order, identity, visual, and cultural richness and a historical
sense of place.
Built and natural urban environments make cities more than just a place to
work, shop or live. Great parks, grand plazas, boulevards, sweeping walkways,
intimate corners, landmarks and vistas, are the elements that shape and define
an urban center. These settings meet the need for social gathering and the
stimulation and expression of a city's physical and cultural identity. They enrich
the daily lives of residents and visitors through diverse visual, aesthetic and
sensory experiences.
Downtown Miami has an opportunity to become the most dramatic symbol and
creative standard of this young, but maturing metropolis. To achieve this,
downtown's public environments must be transformed. From sidewalks and
expressway entrances to waterfront parks and plazas, creative design should be
applied which would mark them as distinct to and expressive of Miami.
The design and management of public spaces in downtown are the primary means
by which this plan can direct efforts to give identity, image, structure and order
to the heart of the City. This chapter proposes policies for: creating and
enhancing open spaces, activating the waterfront, expanding cultural and
entertainment activities, and strengthening downtown's visual image and sense of
place.
There are many types of spaces and design elements which can be utilized to
enhance the quality of life in downtown Miami and define and strengthen its
visual and aesthetic image. From parks to art, these include:
Parks - Public parks are often viewed as little more than places to relax, i.e.
"green areas" that provide relief from the hard edged city. A contemporary role
for parks in creating a livable city must be considerably more varied and
profound. Today urban parks must offer special activities that merge and extend
the life of the surrounding city with public open space. Cultural activities,
educational centers (e.g. science museum), entertainment, physical fitness, games,
environmental studies, festivals, and civic ceremonies are all enriching activities
that expand the awareness and experiences of people. Parks need these
activities to meaningfully enhance the quality of daily life in the city.
Streets - The majority of public open space exists in the form of streets and
highways. While not traditionally thought of as amenity space, streets and
particularly sidewalks play crucial roles as social gathering places, ceremonial
settings, recreation space, entertainment stages, and symbols of place and
identity.
Image Makers - The objects and activities in public places help define the
character of the city and why it is unique in contrast to other communities.
Enhancing Public Spaces
R91--990�
V-1
M
Connections - Waterfront walkways, boulevards and pedestrian promenades link
diverse areas and developments to give a sense of structure and unity to the
city.
Reference Points In Time and Place - A park, landmark or artwork can express
the best of contemporary, modern images or recall an important phase in the
history of the city, placing changes in perspective.
Centers - People like to know where "centers" are, they help orient them in the
confusion of a busy city and find others of similar interests. This suggests that
within special districts and neighborhoods a psychological and/or geographic center
be sought. Public spaces, designed specifically for group gatherings, imaged to
reflect the surrounding activity area and scaled to reflect their role and priority
within the city, can provide a focus, an image, and a reference point to
organize the city. Several potential locations and thematic concepts for creating
a "center" are shown on the accompanying map, "Centers, Gateways, and
Windows".
Gateways - It has been said that the front door and the images it creates upon
a guest's arrival shapes the entire visit. Dramatic accents or distinguishing
features at downtown entrances and special places will create order out of the
complex landscape of the city. The "Centers, Gateways, and Windows" map
identifies the points of entry and transition within downtown districts that could
be effective locations for artwork, fountains, landscape accents, distinctive
lighting, or other specially designed features.
Waterfront Windows - Opening the City to the waterfront is of primary concern.
A series of waterfront parks, public plazas and publicly accessible open spaces,
linked by a water's edge promenade, can function as "windows" by providing
transitions from the city's core of activity to the natural resources of the bay
and river. Multiple, regularly spaced corridors from parallel public streets also
function as "windows" providing views to the waterfront and encouraging the flow
of people seeking the water's edge. The "Centers, Gateways, and Windows" map
identifies numerous important locations at which the city can open to the river
and the bay.
District Identity - Downtown is comprised of distinct functional sub -areas, much
like the rooms and hallways of a home. Just as rooms are furnished and
designed to suit different roles, so should the special districts or "rooms" of the
city distinguish themselves. Distinct designs for coordinated graphics and signage,
sidewalk pavement materials, architectural features, special lighting and art
features can create a unique identity for Miami's special districts.
Continuity With The Past - The architectural and archeological remnants of a
city's history are vital elements in the creation of a sense of place. However,
Miami has often had a tenuous relationship with its past, due to years of
dramatic growth and an ever changing population. Unless strategies can be
found to make preservation of historic resources practical, both physically and
financially, little will remain to provide a sense of stability and permanence
within the city.
Enhancing Public Spaces P91_990'
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DOWNTOWN MIAMI MASTER PLAN 1989
41
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GATHERING PLACES WHERE
PEOPLE GO AND WHY THEY
> CENTERS
GO THERE
OPENING THE CITY TO
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REFERENCE POINTS
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WINDOWS --GATEWAYS I
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ENHANCING PUBLIC SPACES POLICY RECOMMENDATIONS
CREATING PUBLIC GATHERING PLACES
Objective 1. Create and enhance open spaces as gathering spaces for social
interaction.
Passive parks of repose, the traditional Jeffersonian open space ideal and
American response to evils of the crowded city, are in many ways inadequate to
meet contemporary needs of city dwellers. In urban city centers, where space
to meet people is increasingly private and exclusionary (lobbies, back yards,
rooftop gardens, mall courtyards, condominium pools, clubs, etc.), the need exists
for public spaces to gather, democratic spaces open to all persons. This plan
focuses on meeting broad public needs for recreation through social interaction.
Miami's present open spaces need to be enhanced through a better distribution of
space where people can find it and use it in the course of their daily downtown
activities. Public parks need to be redesigned, programmed and maintained in
order to make then active and populated. Many downtown parks have not
changed in thirty years and now fail to meet the needs of a radically different
urban center. A growing downtown will require a greater diversity of parks,
improved design and quality in existing parks and public spaces, and a few new
public spaces to serve recently developed areas. Small, intimate spaces, such as
gardens, courtyards and terraces, that invite a relaxing pause from the busy pace
of street life, are also needed in the dense urban environment of downtown.
Policy 1-A: Improve existing public parks.
Downtown is very fortunate to have a major waterfront park exceeding
100 acres in area and almost a mile in length. Several smaller parks
which range from 1 to 7 acres also offer shoreline views and public
access to the bay and river's edge. However, many downtown parks need
restoration and upgrading to meet the needs of a growing and maturing
urban center. To better utilize downtown's extensive existing resource of
public parks, the following improvements are proposed:
Southside Park - The park's utility as a neighborhood center and recreation
resource for area children can be restored by rebuilding the ballfield and
playground, and by adding a vita course, tennis and raquetball courts, and
night lighting. Potential inclusion of day care facilities that may be
funded through Brickell corporations should be assessed. The design of the
park should create pedestrian plaza linkages to the Brickell Metrorail
station. Expansion of the park area should be considered using impact
fees and/or joint development with the Dade County School System. (See
Living Downtown, Policy 1-B).
Lummus Park - The historical nature of this park should be promoted
through creation of an activity/program center for historic crafts and arts
that highlight the evolution of the Miami River and its industries. The
redesign should include moving the Pioneer Club from the riverfront into
the park and development of the river's edge with a new marina and
restaurant/boating services: New plazas along the River • Drive frontage
and NW. 3rd Avenue are needed to provide for open attractive entrances
and activity areas that will invite neighborhood residents and downtown
Enhancing Public Spaces R9-9901 V-4
Pace Park - The open pastoral nature of the park should be preserved
with additional picnic facilities and landscaping of the north and south
boundary areas. The waterfront edge should be improved with a walkway,
landscaping, and lighting; however, the existing rip -rap shoreline should be
retained. Such new shoreline improvements should be more naturalistic
than the standard Baywalk design.
Paul S. Walker Mini Park - With
improved furnishings and programming,
this park has the
potential to offer a point of pride
and amenity for
downtown workers
and visitors. Moveable metal chairs and tables, flower
beds interspersed
with tropical
foliage, freshly made
sandwiches and
tropical fruits and
drinks, simple
but well done signage,
and lunch time
offerings of live
music are all
greatly needed. To
accomplish these
improvements, the
park should
be managed by the
Flagler Street
Management District that has been
proposed to supervise
and maintain the
retail district.
Bicentennial Park/FEC Tract - The Downtown Waterfront Master Plan
should be implemented. This plan calls for the redesign of Bicentennial
Park, together with development of the FEC Tract, in a unified design
that provides for both areas: 1) grand scale open space that offers views
through the park; 2) use of the deep water slip for a variety of boating
activities including port -of -call vessels, tour boats, charter boats, and a
pleasure craft marina; 3) cultural facilities and public attractions of an
educational, interactive nature that will encourage active day and night
usage of the park and complement the activities in Bayside and Bayfront
Park; 4) active, sophisticated entertainment facilities along the deep water
slip that will attract an adult patron, especially for night life, that does
not duplicate the more family oriented fare of Bayside; and b) a
continuous waterfront promenade to connect the attractions.
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OPEN SPACE PLAN
Policy 1-B: Provide new parks or public plazas in developing areas that
are in need of open space or waterfront access. -
An obstacle to gaining public support for expanding the open space system
is the sense that more important needs exist for the sizable sums of
money that it would take to purchase and develop the necessary downtown
land for parks. The response to this legitimate concern is to rely
primarily on other major public and private developments which can
incorporate needed public spaces. Both governmental and institutional
capital improvements and private sector developments offer opportunities
for including a variety of publicly accessible amenities and open space.
The following areas represent new open space opportunities:
Dupont Plaza - Redevelopment of the Dupont Plaza area may include
redevelopment of the Dupont Plaza Hotel property. At such time, a
plaza/open space should be provided by the developer at termination of the
SE 3rd Avenue corridor by the river's edge. The public riverwalk should
likewise be expanded throughout the length of the site,
River Quadrant - Private development of this vacant tract should provide
a pedestrian corridor linking SW 1st Avenue to the river's edge and a
large publicly accessible open space and plaza that opens to the river near
the Metrorail crossing.
Riverpoint/Brickell Park - The property located on the south shore of the
mouth of the Miami River contains over 600 feet of shoreline and enjoys
exceptional views of downtown. This property is very difficult to
redevelop for commercial use because vehicular access is constrained by
the Brickell Avenue bridge. Public access to the site could easily be
provided through pedestrian connections leading directly from the bridge.
i The existing Brickell Park which is virtually the same area in size, by
contrast, has virtually no view of the bay (behind Claughton Island and its
bridge), less than 200 feet of shoreline and good vehicular access. The
City should sell the existing Brickell Park and acquire the riverpoint parcel
to develop a new park. The new park should contain activity generating
uses, including an outdoor cafe.
River/South Shore at Miami Avenue - SW 5th Street and dead-end
segments of SW 1st Avenue and SW 6th Street should be reconfigured to
consolidate public right-of-way and create larger sites with enhanced
private redevelopment potential. The abandoned excess roadway should be
traded for public waterfront park space west of the bridge, where the site
is too narrow for development (between 5th Street and the river) but ideal
for a public park.
SE 12th Street and Biscayne Bay - The dead-end right-of-way of 12th
Street should be closed to vehicular traffic (except in a small area
adjacent to S. Bayshore Drive if needed to provide access to parking on
adjacent lots). The public right-of-way should be maintained as a
pedestrian corridor to the waterfront and developed as an urban plaza.
When adjacent vacant sites are developed, the plaza space and view
corridors. that are required by existing zoning and waterfront development
provisions in the City Charter should be provided adjacent to 12th Street.
Enhancing Public Spaces
F2C)_94,90, V-7
Those plaza areas should be privately improved to match the design of the
12th street plaza and in effect extend its width as much as possible to
create a publicly accessible open space with exceptional views of the south
bay. A pedestrian pier should extend into the bay.
Brickell Promenade Park at SE loth Street - Existing public mini -parks on
loth Street should be expanded to create a major public plaza at the
midpoint of a public pedestrian promenade improvement of loth Street.
Such a plaza will permit the creation of a "centerpiece" park for Brickell
employees to enjoy programmed entertainment and public events. This
park should be made as large as possible through the use of transfer of
development rights or land acquisition funded by impact fees.
Policy 1-C: Require private development projects to provide small urban
open spaces.
The existing zoning ordinance requires a minimum amount of open space to
be provided on all private property, except within the CBD-1 zoning
district which applies to the Central Business District. The CBD-1 zoning
regulations should be revised to require at least one square foot of usable
open space for each 50 square feet of gross nonresidential building floor
area over 50,000 square feet. Renovations of existing buildings should
comply wherever feasible. To meet this requirement, any of the following
types of open space should be permitted:
ALTERNATIVE TYPES OF OPEN SPACE
Urban Garden - Character defined primarily by plant material; minimum
1200 sq. ft.; ground level; exterior; at least one side adjacent to and
accessed from public walkway; 1 seat/20 sq. ft. garden; special feature
such as fountain or art work required.
Urban Plaza - Primarily hard surfaced; minimum 8000 sq. ft.; exterior;
space defined by building walls/architectural/landscape elements on at least
3 sides; within 3 feet of street level; directly accessed from street on a
least one side; 1 seat/100 sq. ft. plaza; special feature such as fountain or
art work required; food service (direct, takeout, or vendor) required.
View Terrace - Upper level public space with views of city; minimum 800
sq. ft.; exterior; open to public during normal business hours.
Atrium - Interior enclosed space permeated with natural light from above;
minimum 30 ft. ceiling height; minimum 1000 sq. ft.; ground level; planting
required; one seat/50 sq. ft. atrium; open to public during normal business
hours; special features such as fountain or art work required.
J
�"-990,
Enhancing Public Spaces V-8
PUBLIC STREETS AS OPEN SPACE
Objective 2: Design public rights -of -way to function as open space amenities, as
well as movement corridors, thereby providing linkages between activity centers.
When the roles
of streets as open space and
movement corridors are
combined
through explicit
design, special emphasis can
be given to creating
linkages
between centers,
activities, spaces and edges.
By marking the entrance points
and significant crossings
with gateway features,
further definition can be
given to
the important
linkages within the complex
network of streets.
Three
characteristics of open space links distinguish
the types proposed for
downtown
Miami:
Movement as Linkage - Following the crowd is often the easiest and surest
route. In doing so, the pathway used should reflect the prominence of its
linkage role in the life of the city. The grand boulevard or the dramatic
promenade impart a dignity and status befitting Miami's role as the New World
Center. Biscayne Boulevard, the proposed West 1st Avenue widening and Brickell
Avenue should be the focus for major design improvements.
Activity as Linkage - The urban street with retail frontages, sidewalk cafes and
multiple building entrances remains the most compelling pedestrian path. Special
amenity design standards are proposed to reinforce the continuity and intensity of
the activity edges of Miami's urban streets.
Amenity as Linkage - The clear amenity of the planned public baywalk and
riverwalk systems makes them a natural for connecting the sequence of open
space "windows" proposed for the waterfront.
The accompanying map, "Open Space Plan", identifies gateway locations and
special streets and corridors that should provide open space amenity.
i
Policy 2-A: Create gateway features which dramatize downtown entrances.
+ It has been said that the front door and the images it creates upon a
i guest's arrival shapes the entire ' visit. The Miami International Airport has
given the city a spectacular gateway. In contrast, the city center,
although offering promising approach vistas, has not created gateways
which establish a sense of entry and identity. Within downtown, key
reference points and thresholds are almost completely lacking, and symbols
are sparse.
Within public rights -of -way, there are numerous opportunities to announce
or dramatize downtown entrances or to mark transitions between different
districts within downtown. Gateway features, consisting of landscaping,
architectural forms, public art, lighting, wall graphics, signage, monuments,
fountains, focused vistas, and ground markings, should be developed to
enhance Miami's gateway statements.
Policy 2-B: Utilize design elements to enhance special urban streets and
create identity as "urban street promenades".
_ Certain streets within downtown currently are or should be primary
pathways for pedestrians moving within downtown activity centers or to
Enhancing Public Spaces R9„-990. V-9
parks, the waterfront or public facilities. These streets should provide a
higher standard of utility and amenity for the pedestrian.
Flagler Street - Miami's "Main Street" should be completely rebuilt with a
design scheme to improve maintenance, security, safety, continuity of
image and quality (see Creating a Marketplace, Policies 2-A, 2-B, and 2-
D).
Brickell Promenade - Brickell needs a busy, retail, pedestrian scaled street.
Tenth Street is an ideal choice because it links the Metrorail station to
Brickell Avenue. Standards for the design of the street and private
development frontage should include:
* Sidewalks of 15 to 30 feet in width; two lane/two way vehicular
traffic; limited curbside parking on the north side west of Miami Ave.;
* Double shade tree landscaping on the south side and palm trees on the
north side;
* Raised curbs on the north side and valley curbs on the south side;
* Fixed 15 feet setback of the first 48 feet of building height;
* Continuous paver treatment of public sidewalks and private 15 feet
setback areas to expand pedestrian zones;
* A 48 feet high cornice line with minimum 10 feet setback of building
wall above that height;
* Required retail/entertainment uses at ground level; minimum 40%
transparency of building wall for first 15 feet of building height;
* A metal arching trellis the length of the north sidewalk that would
support flowering vines and special lighting;
1 * Gateway arches at the east and west ends of the street.
Enhancing Public Spaces V-10
A management district to control special event street closures,
maintenance, and provision of flowers and decorations will be essential to
assuring Brickell Promenade's success (see Developing Commerce, Policy 6-
A). Details of the full Brickell Promenade design program are included in
the master design plan, Brickell Promenade, 1986, as adopted by the City
Commission and are incorporated herein by reference.
Southeast Overtown/Park West Malls - The master design plan for the 7th
and 9th Street malls constitutes public policy for the ultimate development
of these important public spaces and is incorporated herein by reference.
The mall design incorporates 25 feet wide sidewalks separated by parking
courts that can double as pedestrian plazas. A permanent public plaza
spanning the 100 feet width of the street is planned near the center of
each block.
Secondary Streets - A second tier of streets contribute significantly (if
somewhat less dramatically than those listed above) to pedestrian needs
downtown. Sidewalk pavers, shade tree landscaping, improved street
furniture and graphics, and enhanced crosswalks are proposed for:
* North and South 1st Streets from West 1st Avenue to Biscayne
Boulevard;
* Miami Avenue from NW 6th to SW 12th Streets;
* East 1st and 2nd Avenues from NE bth Street to the River;
* East 3rd Avenue from North 1st Street to the River;
NW 2nd Avenue from NW bth Street to NW IOth Street;
} * NE 14th Street from Miami Avenue to North Bayshore Drive;
!+ * NE 16th Street from NE 2nd Avenue to North Bayshore Drive; and
* SE 12th Street from Brickell Avenue to the proposed park on the
bayfront.
Policy 2-C: Improve major boulevards to create distinctive images and
unifying elements between downtown districts.
Biscayne Boulevard - The internationally renowned Brazilian landscape
architect, Roberto Burle Marx, was commissioned to create a bold new
design statement for Biscayne Boulevard, suitable in scale and visual
impact to unify the downtown district from NE 18th Street to the Miami
River. The resulting design amply serves this intent, while also providing
a magnificent signature statement for Miami. Funding should be sought to
implement the design in time to commemorate the Columbus
Quincentennial in 1992. Major elements of the project include:
* Pavement design for sidewalks and crosswalks using buff, terra-cotta
red, and chocolate brown brick pavers;
* Landscape plans utilizing a wide variety of palms and tropical plants;
Enhancing Public Spaces 'q9 -99Q' V-11
10
* Special lighting to dramatize the design theme;
* Gateway features consisting of sculpture, fountains, gardens and
monuments that mark entrances at I-395, the Seaport Bridge and the
Miami River;
* Widening of the Boulevard in the blocks between NE 5th and 11th
Streets to provide a landscaped median and broad sidewalks (additional
right-of-way to be taken from east side).
This upgrading will lead to the revitalization of business frontages with
increased pedestrian activities, amenities and the need for maintenance and
programming of the public street spaces. A "Boulevard Cafe District"
with outdoor tables and chairs will likewise require management and
maintenance. Both should be funded by a special management district.
(See Developing Commerce, Policy 6-A).
BISCAYNE BOULEVARD NE STH
,.A i�
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West First Avenue - A new boulevard has been created in the Southeast
Gvertown/Park West area between NW 5th Street and NW loth Street by
reconstructing NW 1st Avenue with four lanes and incorporating a
landscaped median and side parkways with wide walkways. This boulevard
should be continued southward to connect with SW 3rd Street. There is
not sufficient right-of-way available to continue the center median south
of 5th Street; however 20 foot wide sidewalks, landscaping, and street
furniture should be provided by requiring setbacks on new buildings.
Brickell Avenue - An overall unified landscape and lighting design plan for
the median and sidewalks is needed to maintain the Avenue's continuity
and strength of image. Special emphasis should be given to the 15th
Road, loth Street and 8th Street intersections as well as the approach to
and crossing of the river with a new bridge design. Pedestrian crosswalks
should be installed at every intersection; and shade trees fountains, cunning
water, or other cooling devices should be utilized along the pedestrian
pathway tc encourage walking. Adjacent yard areas should be designed to
complement the public walkway design and to encourage pedestrian use.
Enhancing Public Spaces iR4"..990. V-12
ACTIVATING THE WATERFRONT
Objective 3. Enable Downtown to return to and celebrate its waterfront by
making it public, keeping it active, and assuring its accessibility.
Miami enjoys a special privilege
in its relationship
to Biscayne Bay and
the
Miami River. These bodies of
water provide an
environmental, visual
and
aesthetic marine richness that is unparalleled.
In order to enhance
the
relationship between the city and
its bay and river,
the following policies
are
intended to promote greater access
and activity leading
towards and situated
on
the water's edge.
Policy 3-A: Provide a continuous network of public parks and major
attractions along the waterfront that are compatible with that setting.
With the improvement of existing parks and the addition of new public
parks and open spaces (recommended in Objective 1), downtown Miami will
have the waterfront open spaces needed to open the city to this amenity.
This plan does not propose additional public acquisition of waterfront land
for parks, although two parcels of land along the River could be
exchanged for other public lands. Instead, it is proposed that new public
space in the form of walkways, plazas or parks can and should be
reserved for public use as a part of the continuing private development of
the river and bay waterfronts. Development plan design review, as
required by the City's zoning ordinance and charter, provide a basis to
ensure that public places are developed along waterfront properties.
Waterfront public spaces also need
to be enhanced
with activity. Public
spaces alone will not necessarily
attract people
unless attractions are
provided. Waterfront
attractions should be designed
to provide consistent,
ongoing and repeat
visitor traffic. Rather
than facilities which
occasionally attract
large crowds
but are unused
most of the time,
waterfront attractions
should attract
a steady volume
of daily visitors.
The opportunities for special waterfront attractions are:
Bicentennial/FEC Park - The most dramatic, yet underutilized segment of
downtown waterfront is the Bicentennial/FEC park bay frontage at the foot
of Government Cut. This 2,000 foot length of frontage is the critical link
between Bayside and the Herald Plaza/Omni area. Public attractions,
which are educational in nature, should line the waterfront in sequence
from Bayside to I-396. Entertainment and education should be combined in
facilities such as science or maritime museums, planetariums or aquariums,
dimentional projection theaters (film images that surround the audience's
field of vision) or holographic projection theaters developed in this area.
They would draw people throughout the day and night, and promote the
repeat visit of the local resident for each new show or exhibit. In this
way the waterfront can become a truly active place.
"Riverside Market" - City owned undeveloped riverfront property located
west of and adjacent to I-95 should be leased for private. development of
marine ilervices and a seafood dockside restaurant. These components can
become part of a specialty "Riverside Market" district along River Drive.
A small City owned parcel adjacent to the Flagler Street bridge offers the
Enhancing Public Spaces V-13
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DOWNTOWN MIAMI MASTER PLAN 1989
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WATERFRONT
OPEN SPACE
potential for an outdoor terrace cafe and docking facility for tour boats
or water taxies. A public market featuring seafood and fresh produce
should be developed near Flagler Street in a joint public/private
partnership. The two block length of public waterfront bordering Lummus
Park should be developed along with the adjacent river marina to serve
recreational and commercial fishing vessels. Seafood dockside markets and
cafes within the site would complete the activity program to revitalize the
old riverfront district.
Policy 3-B: Continue to require all new development and redevelopment
along the waterfront to provide publicly accessible shoreline walkways,
designed in conformance with the adopted "Baywalk/Riverwalk Design
Standards".
A continuous system of public waterfront walkways along Biscayne Bay and
the Miami River is being constructed incrementally as individual public and
private waterfront lands are developed or redeveloped. Existing zoning and
City Charter requirements assure that privately owned properties provide
waterfront setbacks and improvements. However„ if there is to be any
continuity in the system, it is important to ensure that the individual
pieces are built to conform to a uniform design standard. In 1983, the
City Commission adopted the "Baywalk/Riverwalk Design Standards", which
include general design principles and specific standards for the layout,
landscaping, lighting, and signage of a 20 foot wide public access corridor
along the waterfront.
The following connections are needed to complete the system:
Miami River - A riverwalk should follow both shorelines of the Miami
River from SW 2nd Avenue (north shore) and Metrorail (south shore) east
to the bay. Riverwalk improvements with special lighting should be
—` provided under all bridges; and stairways and ramps should connect the
riverwalk to pedestrian walkways on each bridge. A crucial missing link
in the riverwalk system must be filled in adjacent to the U.S. Customs
Building and Rivergate Center. If U.S. Customs security needs make it
impossible to permit public access at dockside level, an elevated walkway
should be constructed to connect with the plaza level at the adjacent
Rivergate Center building.
Biscayne Bay - A continuous baywalk should be provided stretching from
Pace Park on the north to Brickell Point on the south at SE 16th Road.
The proposed new Brickell Avenue bridge should include enhanced
pedestrian walkways to emphasize the baywalk connection across the Miami
River. At McArthur Causeway bridge, a new high level fixed -bridge
structure is planned by the Florida Department of Transportation that can
allow a pedestrian underpass to cross from the Herald property to
Bicentennial Park at the water's edge. A pedestrian overpass is planned
for the Seaport Bridge crossing from the FEC tract to Bayside.
North River Drive - From SW 2nd Avenue to NW 6th Street a riverwalk
system should be integrated with River Drive. A water's edge walkway
should follow publicly owned property, but connect to the nearby River
Drive sidewalks where private marine commercial and industrial activities
make a waterfront walkway impossible.
Enhancing Public Spaces V-16
Policy 3-C: Adopt design guidelines for waterfront development requiring
ground level spaces to be oriented to the water, and wherever feasible, to
include activity generating uses such as retail, restaurants, and recreation
facilities.
Blank walls and parking garages should not be permitted to abut the public
shoreline walkway. The City should adopt design standards dealing with
the ground level of waterfront buildings to ensure that past mistakes are
not repeated.
Although the goal is to achieve a waterfront edge that is lined with
activity, the lack of continuity in the present waterfront walkway system
and lack of a critical mass of attractions makes it impractical to require
all new development to provide activity generating uses such as restaurants
and shops. However, all buildings should be designed and constructed to
facilitate a transition to such uses when the market develops.
Such design guidelines should conform to the description of "primary
pedestrian pathways" under Policy 1-A of Creating a Marketplace; and in
addition, no placement of ground level parking, mechanical rooms, and
other services areas should be permitted adjacent to the waterfront.
Policy 3-D: Encourage residential and hotel uses to locate along the
waterfront.
Retail and office uses can generate activity along the waterfront during
business hours. Creation of residential neighborhoods downtown will ensure
that the waterfront will be utilized at all hours. Policies described in the
Living Downtown chapter consider means to direct residential and hotel
uses to waterfront locations.
Policy 3-E: Enhance the visibility and pedestrian amenity of primary
public access points to the waterfront from parallel public streets.
The standard Baywalk/Riverwaik signage and "Public Shore" directional
signage, as described in the City's design standards, should be installed at
the intersection of access walks with NE Bayshore Drive, Biscayne
Boulevard, Brickell Avenue and SE Bayshore Drive.
Policy 3-F: Maintain and strengthen the existing mix of maritime
commercial and industrial activities that occupy waterfront sites from the
Miami Avenue Bridge to the NW bth Street Bridge.
Boat yards, ship repair, fisheries, marinas, and boat sales presently
constitute an active, colorful and economically valuable dimension of the
riverfront. These uses should be retained within an overall development
program aimed at infilling vacant and underutilized properties with
additional water related uses, as recommended for the "Riverside Market"
district (see Policy 3-A).
Enhancing Public Spaces V-16
STRENGTHENING VISUAL IDENTITY AND SENSE OF PLACE
Objective 4: Utilize public art, environmental design, and historic preservation
programs to create special district identities and a sense of place for downtown.
Downtown Miami should stand out as a regional symbol that clearly and
dramatically expresses its ,special qualities as a tropical, multi -cultural, urban
environment. To do this, symbols in the form of artworks, architecture and
distinctive public street and plaza designs should be strategically located
throughout the downtown area.
Policy 4-A: Locate artwork in prominent public spaces and encourage,
through a design review process, the inclusion of artwork and/or performing
arts programming in all public and private developments.
Well balanced public art serves to celebrate the creative and aesthetic
achievements of community, communicate its history and important events,
and mark its important pathways. A plan for where and how public art --
should be located is shown on the accompanying map, "Art in Public
Places - Locational Strategies". Primary entrances to downtown, important
vistas, crossroads, points of reference, under -expressway spaces, and blank
walls and rooftops visible from the Metromover are shown as desirable —
locations for public art, monuments, landscape features, special markers and similar symbolic statements.
Special funding should be sought from the federal and/or state government
to improve the spaces below elevated expressways. Environmental art
projects, including lighting, painting, graphics, banners, constructed art
pieces, and mosaics, can be introduced to transform these spaces with a
positive image.
Within private developments and public buildings, artwork or spaces for
regular programmed artistic performances should be required. The
following guidelines are proposed:
* Publicly accessible open spaces that are required by the zoning
ordinance to be provided on public and private property (pedestrian
open space, plazas, urban gardens, courtyards and atriums) should be
required to contain artwork as an integral part of their design. For
private developments, no specific cost factor for artwork should be
required. The existing one and one half percent standard for public
projects should be maintained.
* As a part of the design review process for Class C permits, the
architect should be required to specify the types and locations of
artwork to be provided within the site. Specific pieces of art should
not have to be identified until occupancy of the structure is sought.
* Programming of developer provided public open spaces with performing
arts entertainment should be acceptable as a means of meeting zoning
mandates for art. Approval of such programming as artwork should
require that developments provide a bond guaranteeing the location,
nature, and frequency of the programs.
Enhancing Public Spaces 'R9 -990 V-17
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LOCATIONAL STRATEGIES
Developer selection of artwork should be facilitated through
presentations by City and County Arts Council staffs of current artist
portfolios on file. Alternative types of art, the means of integrating
art with architecture and site development, plus sources of quality art
should be discussed.
Policy 4-B: Distinguish special districts by adopting design guidelines for
sidewalks, street furniture, lighting, landscaping, building facades, plaza
spaces, and signage.
In most large cities the downtown contains a number of distinct special
precincts that, in -total, comprise the personality and character of the city.
Downtown Miami, only a young city, is just now beginning to see the
emergence of these special districts. There are several distinct subareas
within downtown that have, by virtue of their geographic definition, a
continuity of land use, a special scale (or historic design qualities), and a
potential of becoming unique and identifiable districts.
It is proposed that special urban design districts be established for the
purpose of defining and applying design guidelines for sidewalks, street
furniture, lighting, landscaping, building facades, plaza spaces, and signage.
Proposed districts, are illustrated on the accompanying map, "Special
Design Districts, and include:
Flagler Street
- As
the historic Main Street
of Miami, Flagler Street
should have a
special
emphasis on pedestrian
facilities, signage, lighting,
furniture, and
facade
design, derivative of Art
Deco/Modern motifs which
many of its structures still exhibit. Private development and restoration
plans should utilize plaques, markers, banners and mosaics to evoke historic
images and convey information about Miami's most "important" street.
Arts & Entertainment District - The proposed entertainment district
between East 2nd Avenue and Biscayne Boulevard linking the Freedom
Tower and Gusman Hall may contain major performing arts facilities. The
district should emphasize signage, special decorative lighting, public art
displays, plazas, gathering spaces, event advertising, street performers,
vending, and street furniture.
Dupont Plaza - This area represents downtown's future center of gravity.
Within the Dupont Plaza area, the development of massive buildings will
require guidelines for sidewalk widths, setbacks, landscaping, entrances,
monumental art displays, building lighting, and skywalk connections.
R.iverfront - In order to enhance the largest undeveloped tract of land in
downtown, design directions should consider views toward the Miami River
and Biscayne Bay, access to waterfront, the scale of blocks and facing
building facades, links to Government Center and Knight Center, building
lighting and architectural design continuity.
IAimmus Park - In this historic neighborhood, design standards for street
and park furniture and lighting should reflect a historic riverfront motif,
and landscaping, waterfront access, promenade guidelines, and facade
restoration standards should be incorporated.
Enhancing Public Spaces V-19
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DISTRICTS -
West Brickell - As an apartment neighborhood, walkways, street trees,
lighting, and building entrance . and access guidelines should be considered.
Central Brickell - This major high density mixed -use neighborhood should
use design standards to create a unified facade setbacks and cornice lines,
urban plaza standards, and street tree and lighting guidelines. The
entertainment district along Miami Avenue should be designated with
lighting, signage, sidewalk seating. -
Brickell Avenue - Gateway features, water features, special lighting, cross
street transition designs, and special event signage/banners should designate
this special area.
Biscayne Boulevard - The main thoroughfare of downtown should be marked
by a unified design from the Omni area to the Miami River as provided
in the Roberto Burle-Marx NEW WORLD DESIGN PLAN for the Boulevard
(see Policy 2-A above).
Southeast Overtown/Park West - The identity of this area should be
enhanced by enforcing the adopted design standards for public streets and
sidewalks, as well as for building heights and setbacks along the streets.
The proposed Historic Overtown Folklife Village should be highlighted with
thematic designs for sidewalks, lighting, and signage.
Omni - In addition to implementation of the Biscayne Boulevard design
plan, special building lighting and business signage should be encouraged to
incorporate colorful graphics and animation. Projecting banners should be
utilized along the Boulevard to convey a strong sense of urban activity
and nightlife.
Policy 4-C: Promote the preservation of historic resources that provide
continuity with Miami's past.
The preservation of buildings and objects having historical or architectural
significance to the past is important to preserving Miami's unique identity
and sense of place. Many historic buildings and archeological artifacts
have already been lost, and it is imperative that strategies be identified
to make preservation practical, both physically and financially.
A number of downtown's historic sites are widely recognized as significant
landmarks, and there is little question that these buildings will be
preserved. These include such sites as the Dade County Courthouse,
DuPont, Building, Ingraham Building, and U. S. Post Office and Courthouse.
The Freedom Tower, perhaps the City's most well known landmark, is
currently undergoing rehabilitation. Other categories of properties whose
future seems secure include churches (with the exception of First
Presbyterian Church) and institutional buildings (with the exception of
Southside School). Finally, several buildings, including the Olympia Theater
and Office Building, Fire Station No. 4, and Palm Cottage, are owned and
are being preserved by the City of Miami.
The future of other buildings, however, is less certain. Perhaps the most
vulnerable are those small scale buildings situated where zoning and/or
location encourages a much larger scale building. Some of the most
Enhancing Public Spaces 'qQI'"-990i V-21
vulnerable to redevelopment are the Toledo Hotel (Berni Apartments), First
Presbyterian Church, and Wilford H. Burkhart House and Office. Others
such as the D. A. Dorsey House and the Lyric Theater are threatened by
deterioration.
The following strategies are recommended to promote preservation of our
remaining historic and archeological, resources.
Local Designation
- The buildings
listed shown
on the accompanying map,
"Historic Buildings and Archeological Zones", have
been designated historic
under the City
of Miami's Heritage
Conservation
Ordinance. This
ordinance promotes
preservation
through a
review board, which must
approve proposed
alterations to the
exterior of
designated historic buildings.
The board may
delay demolition
of historic
buildings up to six months
while attempting
to negotiate an
acceptable'
preservation plan with the
property owner.
Property owners
should be
encouraged to support local
designation.
National Register - Buildings and districts listed on the last page of this -
chapter (in addition to those that have been locally designated) have been
identified as having sufficient historic significance to warrant listing in the
National Register of Historic Places, the Federal Government's official list
of properties worthy of preservation. In addition to the prestige given by
National Register listing, these buildings would be eligible for federal and
state historic preservation financial incentives. Those buildings and
districts within the Downtown Development of Regional Impact boundary
must have alterations reviewed by the State's historic preservation office.
Design Guidelines - Any alterations -or new construction affecting the
exterior appearance of historic buildings (and buildings within historic
districts) should follow the Secretary of the Interior's Standards for
Rehabilitation. Owners and tenants of downtown retail establishments
should be encouraged to improve their storefronts in a manner that is
compatible with the historic character of the buildings. Signage should be
in keeping with the character and scale of the buildings and should not
obscure architectural details.
Education - The City should continue to promote public awareness and
appreciation of historic, architectural; and archeological resources by
disseminating information and providing technical guidance to property
owners concerning preservation and/or rehabilitation of specific sites.
Financial Incentives - National Register listing qualifies income producing
properties for the 20 percent investment tax credit. . Nonprofit
organizations and government agencies are eligible for historic preservation
grants from the Florida legislature. In 1987, for example, the Lyric
Theater received $150,000 and the Olympia Theater, $100,000. Available
housing programs can be designated for owners of historic commercial
buildings as an incentive for the conversion of upper stories to residential
use.
Archeological Zone Management - An- archeological resources management,
- — - plan was' adopted with the Downtown DRI (see Land Development, Policy
3-A) to provide a vehicle for protecting archeological resources from
Enhancing Public Spaces �"'���;- V-22
uncontrolled
destruction and developers
from unwanted
delays and
obstructions.
Any development within areas considered to
have a good
probability
of containing subsurface
archeological material
(see
Archeological
Zones on the accompanying
map) is required to
comply with
guidelines in
the management plan. The
plan provides for
the recording
and recovery
of significant archeological
artifacts, features, and human
interments prior to their destruction.
NW 4TH STREET
/ � T�'� �b�"Y • ,fir �
O ,
b�
LUMMUS PARK LIVING HISTORY CENTER
Enhancing Public Spaces
NW..3RD. STREET
�r--------I C
m.w. to SVDOWNTOWN MIAMI MASTER PLAN 1989
L d
it St..
N.N.
FIT
L-u -u ui 02
mw. St.
77
'e"FITTT OM N I
I'T
mr, is AT. 71
1 TI::u �� �� � C
.14 ST.
ST.,
N.W. it
w"
AN
7 LIE.
rT--
N* a ST.j
ST.
I it I
PoRr OF NNAMI
ST..
sr.
FLAGLIR ST
4w
I It,
49
S.W. 5 STJ
r7f
CLAUSNTON
ISLANO
Mt a M
DESIGNATED HISTWIG BUILDINGS
10 ST.
ARCHEOLOGICAL ZONES
XTOMWORTHY BUILDINGS
0AINHOSO RICTS
F;z` I—! NOTE
SEE FOLN4 PAGES FOR
IDENTIFICATION OF SPECIFIC
BUILDINGS AND ZONES
0
HISTORIC BUILDINGS
AND ARCHEOLOGICAL
ZONES
go
HISTORIC BUILDINGS DESIGNATED BY THE CITY OF MIAM HERITAGE
CONSERVATION ORDINANCE
1,
1800 NE 2 Avenue
City of Miami Cemetery
2.
1737 N. Bayshore Drive
Miami Woman's Club
3.
1328 NW 3 Avenue
St. John's Baptist Church
4.
1367 N. Miami Avenue
Citizens Bank
5.
1221-27 NE 1 Avenue
Kentucky Home
6.
171 NW 11 Street
X-Ray Clinic
7.
1042 NW 3 Avenue
Ebenezer Methodist Church
8.
301 NW 9 Street
Mt. Zion Baptist Church
9.
227 NW 9 Street
J & S Building
10.
250 NW .9 Street
D. A. Dorsey House
11.
245 NW 8 Street
Greater Bethel A.M.E. Church
12.
819 NW 2 Avenue
Lyric Theater
13.
404 NW 3 Street
Fort Dallas
14.
404 NW 3 Street
William Wagner House
15.
49 NW 5 Street
Salvation Army Citadel
16.
500 NE 1 Avenue
Central Baptist Church
17.
600 Biscayne Boulevard
Freedom Tower
18.
401-47 N. Miami Avenue
Chaille Block
19.
300 NE 1 Avenue
U. S. Post Office and Courthouse
20.
140 NE 1 Avenue
Hahn Building
21.
118-30 NE 2 Street
Gesu Church and Rectory
22.
73 W. Flagler Street
Dade County Courthouse
and Miami City Hall
23.
174 E. Flagler Street
Olympia Theater and Office Building
24.
200 E. Flagler Street
Walgreens
25.
121 SE 1 Street
City National Bank Building
26.
168 SE 1 Street
Huntington Building
27.
25 SE 2 Avenue
Ingraham Building
28.
60 SE 4 Street
Royal Palm Cottage
29.
1000 S. Miami Avenue
Fire Station No. 4
30.
190 SE 12 Terrace
Dr. James M. Jackson Office
ARCHEOLOGICAL ZONES
A. Biscayne Archeological Zone
B. Dupont Archeological Zone
C. World Trade Center Archeological Zone
D. Granada Archeological Zone
E. Fort Dallas Archeological Zone
F. North Bank Archeological Zone
G. Brickell Archeological Zone
H. Brickell Park Archeological Zone
I. Presbyterian Church Archeological Zone
J. South Bank Archeological Zone
K. West Bank Archeological Zone
L. The Lummus Archeological Zone
` QO-990,
Enhancing Public Spaces V-25
OTHER BUILDINGS AND DISTRICTS LISTED IN THE NATIONAL REGISTER OF -
HISTORIC PLACES OR IDENTIFIED AS HiSTSORIC IN THE DOWNTOWN -
DEVELOPMENT OF REGIONAL IMPACT DEVELOPMENT ORDER =
109
NE 19 Street
137
NE 19 Street
1836
Biscayne Boulevard
- *
1845
Biscayne Boulevard
*
1825
Biscayne Boulevard
1757
NE 2nd Avenue
464
NE 16 Street
*
1401
Biscayne Boulevard
-
13b0
Biscayne Boulevard
*
1401
N. Miami Avenue
668
NW 5 Street
Lummus Park Lind Vicinity
*
471
NW 3 Street
204
Biscayne Boulevard
- *
117
NE 1 Avenue
100
NE 1 Avenue
139
NE 1 Street
_ *
111
NE 2 Avenue
10 Biscayne Boulevard
120
NE 1 Street
_ *
169
E. Flagler Street
-
E. Flagler Street, NE 1
Street, N. Miami Avenue
Vicinity
*
501
Brickell Avenue
609
Brickell Avenue
1023
S. Miami Avenue
1150
S. Miami Avenue
_
45 SW 13 Street
Miramar Public School
Temple Israel
First Church of Christ Scientist
Priscilla Apartments
Algonquin Apartments
S & S Sandwich Shop
Trinity Episcopal Church
Shrine Building
Sears, Roebuck and Co.
Fire Station No. 2
Atlantic Gas Station
Lummus Park 'Historic District
Scottish Rite Cathedral
Berni Apartments
Security Building
Old U. S. Post Office and Courthouse
Meyer -Kiser Building
Congress Building
McAllister Hotel
Shoreland Arcade
Alfred I. duPont Building
Downtown Miami Commercial
Historic District
Brickell Mausoleum
First Presbyterian Church
Martina Apartments
Wilford H. Burkhart House
Southside School
* Denotes a building that is under consideration for historic designation by the
City of Miami Heritage Conservation Ordinance.
Enhancing Public Spaces
J
°'-990
V-26
VI. LAND DEVELOPMENT
Goal: Maintain and promote a compact pattern of development that will insure
a dense downtown strengthened by the interaction of complementary uses.
The strength of any downtown is the concentration of activity and the resultant
interaction of people. Face-to-face business interactions, convenient proximity to
support services, walking distance relationships to a variety of public and private
facilities and institutions, and convenient access to public transportation are all
elements that create the pace and energy of an urban place and give a central
business district market advantages over suburban areas.
Miami's original downtown was a compact area centered around Flagler Street.
Instead of gradually growing outward from the historic core area, a significant
amount of new development during the last three decades leap -frogged to the
Brickell Avenue corridor and to the . Omni area, creating three disconnected and
somewhat competitive areas of high intensity activity. This dispersal of the core
has diminished the very qualities that ultimately create a livable, functional
downtown.
The challenge for the future is to promote continued concentration of
development within all three of these existing activity areas, while filling in the
gaps• between them and around them with complementary, non-competitive uses.
This chapter draws upon recommendations from all of the previous chapters to
propose an interrelated pattern of land use and development intensity that
responds to this challenge.
To effectively plan for growth in downtown Miami, it is critical to compare the
market for new development with the available supply of land. Approximately
70% of the land in downtown Miami is either vacant or underdeveloped. The
term "underdeveloped" applies to areas that are presently built at intensities
significantly less than permitted by zoning. Development intensity is limited in
each zoning district by a maximum floor area ratio (FAR), which is the ratio of
building floor area to land area.
The accompanying map, "Development Potential", shows the extensive amount and
distribution of vacant land and underdeveloped, aging, dilapidated, and obsolete
structures that are suitable for redevelopment. Most of these properties are
zoned for very high intensity development, especially in the Central Business
District (CBD) which has no FAR limits, and in the Omni and Brickell areas
where the maximum FAR has been increased several fold during the past decade.
The presence of significant amounts of vacant and underdeveloped areas in
downtown has many implications for urban development planning.
Property owners, real estate agents, and other development interests often
assume that any given area will soon be transformed by a new generation of
high-rise office buildings. Therefore, the cost of the land is often inflated by
speculation, making it impossible to develop the land at anything less than the
maximum intensity permitted by zoning. This thinking is a part of Miami's
Via.-990.
Land Development VI-1
DO
WNTOWN MIAMI MASTFR PLAN 1989
N.W. 20 St-
--W —11-
N.W. 'a ST.
i Eol VC-1 1� I .:000�
N.W. 17 ST. ........
OmNIjA
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FLAGLIER ST.
=.7,, 7ST.
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WATSON
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0
= VACANT
UNDERDEVELOPED
DEVELOPMENT
POTENTIAL
heritage as a twentieth century boom town. It accounts for the present form of
downtown; three centers surrounded by comparatively empty areas awaiting their
turn. Most will wait a long time.
The "Economic Analysis and Growth Projections" for downtown Miami prepared by -
Hammer Siler George Associates in 1986 projected an average growth in demand
for office space of approximately 500,000 square feet per year during the period
from 1985 to 2006. Allowing for a vacancy rate of 20%, this translates into
construction of approximately 600,000 square feet of space per year, on the
average, during this same twenty-year period. The three graphics entitled
"Office Space Growth Scenarios" on the following page illustrate how much land
area would be required if all of the office space growth projected for the next
twenty years were to occur in just one of the three existing office centers:
the Omni area, the CBD, or Brickell. Built to the limit of present zoning
intensities, it would be easy to fit all of the next twenty years of development
into the prime sites of any one area. Surrounding areas would continue to wait.
More likely, however, would be a three way distribution of growth in Omni,
Brickell and the CBD, which leaves even prime sites waiting for development
until well into the 21st century. It would require well over 100 years of growth
to complete build -out of maximum allowable FAR for office space development
in these areas.
The above stated premises and projections suggest the following conclusions:
* Existing zoning in the CBD, Omni and Brickell areas far exceeds realistic
market potential for office development, leading to skattered site
development at the expense of needed concentration.
* Future zoning intensity increases should be judiciously limited, both within
the immediate downtown area and within districts adjacent to the study
area.
* In the next fifty to one hundred years, office space demand will not be
sufficient to redevelop many areas west of the prestige bayfront corridor,
specifically Central Brickell, the River Quadrant, Midtown, Southeast
Overtown/Park West and West Omni.
* Alternatives to office use will be necessary to establish a meaningful future
role and realistic development opportunities for districts adjacent to most
existing office concentrations. A stronger identity for these special use
districts must be established to strengthen their market demand and
development potential (education, entertainment, residential, governmental,
support service, specialty retail, communications, maritime, cultural, etc.).
* With far greater
zoning
capacity
for growth
than projected demand for
development, the
City will
have to be prudent,
selective, and focused in its
use of incentives
for stimulating
and directing
development (infrastructure,
catalytic public
facilities,
zoning
incentives,
renewal programs, financial
subsidies, etc.) if
effective
use of
its limited resources
is to be made.
J
Land Development `�Q-990 VI-3
CENTRAL BUSINESS
DISTRICT (CBD)
as� -..r-.�� '•
600,000 SQUARE FEET PER YEAR
FOR 20 YEARS AT FAR 12
ruwir .c�
OMNI AREA
600,000 SQUARE FEET PER YEAR
FOR 20 YEARS AT FAR 8
!., rorr o/ WAMI
BRICKELL AREA
600,000 SQUARE FEET PER YEAR
FOR 20 YEARS AT FAR 5
OFFICE SPACE GROWTH SCENARIO,
LAND DEVELOPMENT POLICY RECOMMENDATIONS
CONCENTRATION OF COMPLEMENTARY USES WITHIN DOWNTOWN DISTRICTS
Objective 1. Encourage concentration of complementary uses through land use
regulation.
Downtown has begun to develop concentrations of complementary activities that
reinforce downtown's role as the regional center. Concentration of office, retail,
residential, educational, leisure, cultural and entertainment uses within identifiable
districts will assist each of these important elements to grow. At the same
time, each of these activities must be located in a manner that it contributes
to the vitality of the other. For example, development of downtown educational
institutions creates a need for student residential space. In turn, this creates
service, retail and entertainment needs. Planning should support the evolution of
these distinct parts of downtown which create synergism and result in a dynamic
city center.
Policy 1-A: Reinforce the identity and cohesiveness of existing activity
patterns and create new activity patterns for areas lacking identity and
marketability.
Existing viable concentrations of activity should be reinforced by promoting
infill development of similar uses and complementary support services.
Areas that are economically stagnant in terms of new development and
redevelopment would benefit from a policy which identifies a functional
role for each district within downtown, based upon an intent to maximize
the locational assets of each district and the complementary relationships
between adjacent districts. The accompanying map, "Predominant Activity
Patterns", depicts recommendations for directing growth and development
into optimally efficient and reinforcing activity districts. These include:
Central Retail/Office - The traditional retail district centered along Flagler
Street should be preserved by requiring retail uses at ground level (see
Creating a Marketplace, Policy 1-B). New concentrations of retail uses,
especially department stores, should be encouraged to locate in or adjacent
to this area. Office uses predominate on upper floors, but residential and
other commercial uses should be encouraged, especially in older buildings
(see Developing Commerce, Policy 4-B).
Government/Office - The construction of the Downtown Government Center
has provided a strong anchor for public and private office space demand in
the western portion of the Central Business District. The nearby federal
courts, in the area of Miami Avenue and NE 4th Street, provide related
services and establish a demand for office space. Expansion of public and
private legal services and offices, improvement of the Downtown
Government Center central open space and continued concentration of
government office uses should be promoted in this area.
Office - The principal strength of Downtown's economic base consists of
office concentrations in the Downtown Government Center, Dupont Plaza
area, and Brickell Avenue areas. This office space development should be
supported by complementary services such as restaurants, personal services,
Land Development VI-5
aq�-99t�
11
Ul
N.w. to sr.—
_
��I i �L N.w.� i� RESIDENTIAU RESIDE
COMMERCIAL ,; L
Efl
NA
1 �I ► ' `
PM 17 $r. L1J u W ,....a,.r
j N.W.�Is 7 LMN,
I.,
sL_- �� 7 ; ! '' fC
II COMMERCIAL/ I RESIDENTIAU
1 I INDUSTRIAL COMMERCIAL
JL� � N.M. 1! I-�—
DOWNTOWN MIAMI MASTER PLAN 1989
T1AL
=/ VINITIAN CAM'WN _I
N.w. If st COMMERCIAL
10 1T.1 Ii_: .,�
N.w!^s T —�J`^ UU LU L 9M"' M J � � PARK
COMMERCIAL t
;mow. 7C. C1DuL �,
r>�Rr► MINT z
N.W. r ST.J Q PARKING,�•
�'.. n.l0o
CATION A
1 VISITOR
RESIDENTIAL " }ATTRACTK
t30VERNMENT/OFFICE �a
It s sr,�
r-71 t
FLAYLCR aT. CENTRAL
—JL._.__ I— INDUSTRIAL/ RETAIL/OFFiCE PARK
sw. I sTCOMMERCU►L
�l. ,1 �.
.
❑ r.s ST.1 COMERCirIAL
RESIDENTIAL/ , r
OFFICE �' �" ►�•
'RESIDENT^A!J
MAC
W
•
ON/
RESIDENTIAL/
OFFICE
i
WATSON
IsLANo
FOIR OF IMAM -
and convenience retail, and reinforced by land development policies that
promote continued infilling of vacant sites within these districts with high
intensity office development.
Convention/Hotel - Anchored by the James L. Knight/City of Miami
Convention Center, the Dupont Plaza riverfront area should be strengthened
with additional convention service facilities. Exhibition floor space and a
1000 room "headquarters" hotel are recommended (see Developing
Commerce, Policy 1-A).
River Quadrant Residential/Office - This area is presently a low density
industrial zone, covering approximately 40 acres, which could be more
productively utilized. A major electrical power substation and underground
utilities currently limit the development potential of much of this area.
The power substation should be relocated, if feasible, or it should be
reduced in size and screened from adjacent development sites. Mixed
office use and residential development should be promoted with residential
uses oriented toward the amenity of the Miami River. Ground floor
retail, service and restaurant uses should be located along the riverwalk
and other major pedestrian pathways. A major concentration of shopping
should be discouraged, unless this area's isolation from other downtown
shopping and employment centers is corrected with a Metromover station
or similar linkage. An additional Metrorail station in this area would
enhance its appropriateness for high intensity office uses. Marine related
service uses should be located along the riverfront.
Riverfront Industrial/Commercial - The riverfront district offers the
opportunity to preserve the economic base of marine industrial uses while
infilling underutilized land with recreational boating facilities, commercial
marine activities and residential and mixed -use development. Specific
developments such as a farmers/fish market, maritime services, marinas
and a riverfront cafe district in the Lummus Park area would complement
the existing array of waterfront businesses that make the Miami River a
working but colorful river.
Central Brickell Residential/Office - The Central Brickell district has the
potential to meet emerging mixed -use market demands. It combines a
proximity to downtown and an opportunity for development of high
intensity mixed -use office and residential development in a quality urban
setting. With the development of the proposed Brickell Promenade as an
activity focus and linkage between Brickell Avenue and Metrorail, this area
can become a prestigious high density residential neighborhood integrated
with office, commercial and entertainment activities.
West Brickell Residential - To preserve and enhance this existing
neighborhood, all new infill development should maintain residential as the
primary use, although limited retail, service, or professional office use
should be an acceptable ground floor use in a residential project (not as a
free-standing use). Higher density and a greater diversity of housing types
(see Living Downtown, Policy 1-B) should be encouraged through
modifications to the zoning district for this area.
Land Development P49 -- f)90, VI-7
Lummus Park Residential - This small,
aging residential enclave should be
redeveloped with new
moderate to high
density housing scattered
between
existing rehabilitated
apartments and
historic buildings.
As in West
Brickell, Lummus Park
should maintain
the zoning emphasis
on residential
use with modifications
to better accommodate high density
(50-100 units
per acre) alternative
housing forms,
and limited ground
floor retail,
service, or professional
office uses.
Education - To build a stronger presence of higher education in
downtown, additional facilities and student housing should be located in the
vicinity of the Miami -Dade Community College campus and New World
School of the Arts (see Developing Commerce, Policy 1-C). In particular,
public development projects (parking garages, housing, Downtown
Government Center) should attempt to incorporate as joint venture partners
or joint tenants the educational institutions needed to carry forward this
program.
Arena Entertainment/Parking - The area near the Miami Arena and the
State Plaza Metromover station should be developed with a concentration
of restaurant and entertainment uses (see Creating a Marketplace, Policy
3-A), and with parking to serve daytime parking needs for downtown
employees and evening/weekend parking needs for arena events (see Making
Connections, Policy 6-B). Student housing and facilities for higher
educational institutions should be developed in air -rights over parking
garages and public/private development projects.
Southeast Overtown/Park West Commercial/Residential - The critical mass
of new housing initiated in Phase I of the Southeast Overtown/Park West
redevelopment program should be expanded to infill the remainder of
publicly owned Phase I land and other privately owned sites in the Park
West area. Commercial and mixed -use development should be permitted,
consistent with the existing commercial zoning, but housing should be
promoted through zoning intensity bonuses and public subsidies.
The ultimate success of efforts to restore the existing residential
neighborhood in the area north of NW loth Street and west of NW 1st
Avenue are contingent upon the continued renovation of existing
deteriorated apartments and the continued infill of vacant sites with new
housing. To this end, the continuation of zoning policies that require
residential as the predominant use are necessary to assure the success of
a long-term development renewal effort.
Biscayne Boulevard Hotel/Entertainment - The properties with frontage on
Biscayne Boulevard opposite the redeveloped Bayfront/FEC/Bicentennial
Parks will enjoy magnificent views and access to the strongest amenities
of the city (see Enhancing Public Spaces, Policies 1-A, 2-C, and 3-A).
This is an ideal location for tourism related uses. Hotels, restaurants,
theaters, nightclubs, and other entertainment uses should be encouraged, as
well as high density apartment and condominium development. Consistent
with the citywide comprehensive plan, office use should be permitted.
Waterfront Visitor Attractions - The public's full utilization of the
resource and amenity of downtown's public bayfront parks will depend on
Land Development c?,q�,r.�� VI-g
the creation of attractions to supplement the draw of Bayside, the
amphitheater and the redesigned Bayfront Park. Forming an activity
bridge spanning from the Omni area to Bayside are the proposed special
attractions, including an aquarium, science museum, maritime museum,
dimensional projection theaters (omnimax, showscan, etc.) and similar
educational, changeable format, interactive centers (see Enhancing Public
Spaces, Policy 3-A).
Omni Area Residential/Commercial - New directions in commerce
(communications, film, wholesale trade mart, etc.) that expand downtown's
existing economic base are good candidates for commercial use. High
density residential use (100 units per acre or more) offers strong market
potential for tapping consumer demand for high quality living space in an
urban district where services and jobs are within easy walking distance.
These uses should be attracted through public/private redevelopment efforts
with financial assistance from the tax increment district.
West Omni Commercial - Vacant and blighted property in this district
should be redeveloped with general commercial uses such as downtown and
Seaport related services, wholesale trade, warehousing, and light
manufacturing. A major public initiative to assemble several blocks of
land for a "business park" is recommended using the tax increment
financing district (see Developing Commerce, Policy 1-G). The improved
image, security, and larger floor spaces that could be offered in a business
park would help to attract new targeted industries such as communications.
North Omni Residential/Commercial - The area bounded by NE 20th
Street, NE 4th Avenue, NE 17th Terrace, and NE 2nd Avenue should be
developed with a mixture of residential and commercial uses, with retail
use predominating on the ground level street frontages. The existing
general commercial (CG-1/7) zoning along the east side of NE 2nd Avenue
should be changed to restricted commercial (CR) in order to permit
residential use and to unify the land use regulations within the blocks.
South Edgewater Residential - The long established residential district
north of the Omni remains a viable though troubled neighborhood. Beset
by deterioration of older properties, needed revitalization should come
through high density residential construction. Commercial and office uses
should continue to be restricted to Biscayne Boulevard in order to avoid
land speculation and disruption of the longer term market for new housing
investment.
Policy - 1-B: Regulate land use consistent with the Miami Comprehensive
Neighborhood Land Use Plan, and utilize zoning incentives and limitations
to achieve an optimum mix and distribution of land uses.
The City of Miami Comprehensive Neighborhood Plan provides the basic
guidance for land use regulation throughout the City. The downtown area
of the citywide "Future Land Use" map, reproduced on the following page,
indicates the types of uses that are permissible within each geographic
area.
Land Development g9._990 VI-9
The broad, generalized land use categories utilized in the citywide
comprehensive plan are to be distinguished from the more detailed policies
for land development recommended in this Downtown Master Plan. The
land use activity patterns recommended in Policy 1-A above should be
permissible within the land use categories in the citywide comprehensive
plan, however, the citywide comprehensive plan land use categories
typically permit other uses in addition to the uses recommended in Policy
1-A.
The zoning district regulations which implement the land development
policies must provide flexibility for development of all land uses
permissible within the citywide comprehensive plan land use categories;
however, the zoning regulations should include incentives and limitations
designed to promote an optimum mix and distribution of land uses
consistent with the activity patterns recommended in Policy 1-A above.
The types of zoning incentives and limitations that could be utilized
include:
* Floor Area Ratio increases for development of certain recommended
land uses such as residential;
* The addition of recommended specialty uses (such as wholesale
showrooms) to the list of land uses permissible by special permit;
* Mandatory ground floor land uses; and
* Less stringent parking and/or open space requirements for more
desirable land uses such as residential.
Land Development
Q—���. VI-10
PLANNING FOR URBAN CONCENTRATION
Objective 2. Provide for intensities of development which promote a high
density compact downtown.
Development intensity is measured by floor area ratio (FAR), which is the ratio
of building floor area to gross land area (unless net land area is specified in
particular cases). Each zoning district provides maximum limitations on floor
area ratio. Highrise office buildings are typically built at higher floor area
ratios, ranging from FAR 8.1 for the Southeast Financial Center to an average
of FAR 3.5 for typical office buildings on Brickell Avenue, such as 1221
Brickell. Outside of the downtown area, floor area ratios are generally limited
to FAR 1.72 along commercial corridors such as Biscayne Boulevard and Coral
Way.
As discussed in the Development Potential section of this chapttr (pp. VII-1
thru 4), the floor area ratios permitted by existing zoning far exceed the market
potential for additional office development over the next 50 to 100 years. Since
the overall development potential of downtown is best served by promoting
concentrated, compact development of office and other related commercial uses,
the zoning 'regulated floor area ratios should permit new highest intensity
office/commercial development only within existing concentrations of high
intensity development. Other areas within downtown have existing or
recommended future development patterns of residential, mixed office/residential,
or commercial/industrial uses where moderately high floor area ratios are
sufficient to allow appropriate development. The accompanying map, "Land
Development Intensities", depicts recommendations for the distribution of growth.
Policy 2-A: Maintain the current boundaries of the CBD-1, Central
Business District.
The historic core area should remain well defined as the high intensity
central business district. The CBD-1 zoning boundaries, which have no
maximum limitation on building intensity (FAR), should not be expanded
in order to assure that needed infill growth is concentrated within this
area. The CBD-1 district regulations should be modified concerning ground
floor design and use, building setbacks, parking, residential open space, and
permissible uses.
Policy 2-B: Maintain the current boundaries of the SPI-5 (Brickell
Avenue), the SPI-7 (Central Brickell), and the SPI-6 (Omni) zoning districts.
Following the CBD-1 core area district, the Omni and Brickell Special
Public Interest zoning districts represent the next highest level of
permitted development intensities in the downtown area. Like the CBD,
these areas have an existing zoning capacity far in excess of current
development levels, which argues strongly against expanding their
boundaries.
J
Land Development c�1.,—�g�A VI-12
of
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Policy 2-C: Utilize increased zoning intensities to encourage _
redevelopment of certain areas within downtown that presently separate
activity concentrations or special use districts.
Significant areas of downtown are underdeveloped, blighted and obsolete in
terms of use and physical facilities, . which represent barriers and
separations between other viable activity concentrations. The goal of
promoting a compact, interconnected downtown requires that these areas
redevelop with new uses (see Policy 1-A) at intensities consistent with
market economics of downtown development. The accompanying map,
"Future Zoning," indicates the zoning districts recommended to achieve this
goal. The areas recommended for increased development intensities are:
Southeast Overtown/Park West - The City should provide incentives for
housing construction by changing the existing general commercial zoning to
a Special Public Interest (SPI) district. This district would retain the
existing floor area ratio of 1.72 times gross lot area (net FAR 2.0) as the
maximum generally applicable to new nonresidential development, while
increasing maximum intensity for residential uses up to 3.2 times gross lot
area (net FAR 4.0), allowing a total mixed -use development of 4.92 times
gross lot area (net FAR 6.0). In addition, the district should offer the
following floor area bonuses subject to approval of a Major Use Special
Permit for individual development proposals:
a. For developments where the main building entrance is located within
a 1200 feet walking distance from the entrance to a Metromover or
Metrorail station, the maximum floor area may be increased by 0.5
times lot area.
b. For development
that incorporates
a Metromover station
into its
physical structure, providing direct
access internally and
sharing
construction costs appropriately, the
maximum floor area
may be
increased by 0.5
times lot area.
C. For every one
square foot of residential use (including
hotels)
provided on -site,
the maximum floor
area may be increased
by one
square foot.
d. For every one square foot of ground level retail, service, cultural or
entertainment uses designed in accord with adopted standards for
"primary pedestrian pathways", the maximum floor area may be
increased by one square foot.
e. For every one square foot of child care center indoor floor area and
two square feet of child care center required outdoor play area, the
maximum floor area may be increased by four square feet.
L For development on lots with frontage on Biscayne Boulevard, the
maximum floor area may be increased by one square foot for every
$6.67 contribution to the City of Miami Affordable Housing Trust
Fund.
Land Development
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6
DOWNTOWN MIAMI MASTER PLAN 1989
PR
PDMU-8
CLAUGHTON
ISLAND
WATSON
ISLAND
PORT OF MIAMI
ZONING DISTRICT CHANGE
I ........ RETAIN EXISTING ZONING
....... DISTRICT WITH INTENSITY
SECTOR CHANGE
MODIFY EXISTING ZONING
DISTRICT REGULATIONS
990,
FUTURE ZONING
Lummus Park - As a link between Overtown and Downtown Government
Center and an important part of the riverfront walkway system, this
neighborhood will require extensive infill and redevelopment of new housing
at higher densities than previously built. An FAR increase to permit
intensities up to FAR 2.42 (net FAR 3.0) is in order to facilitate the next
generation of new and innovative housing types (see Living Downtown,
Policy 1-B). The commercially zoned parcels located south of NW 2nd
Street and east of North River Drive should also be increased in intensity
to promote development of the proposed Riverside Market.
River Quadrant - A virtually vacant industrially zoned tract, this area
holds the potential to link West Brickell to the Downtown Government
Center and Lummus Park to the Convention Center. As a prime site for
mixed -use development, the area should be rezoned to a Special Public
Interest (SPI) district similar to the SPI-7 district in Brickell. A base
FAR of approximately 2.0 for commercial uses (FAR 3.0 if a new
Metrorail Station is provided within this area) is recommended, with
bonuses up to a total FAR of 6.0 for on -site housing, Affordable Housing
Trust Fund contributions, and relocation of the power substation.
West Brickell - As a downtown neighborhood adjacent to a Metrorail
station and centered on the axis of the proposed 10th Street Brickell
Promenade, this area is proposed for high density mixed -use housing
(ground floor commercial use optional). An increased FAR limit of 2.42
(net FAR 3.0) will encourage infill development of a needed diversity of
housing types (see Living Downtown, Policy 1-B).
Herald Plaza Area - This area remains one of the largest undeveloped
tracts in the Omni area. Its proximity to Biscayne Boulevard, MacArthur
Causeway, Bicentennial Park, and potential as the site for an intermodal
transit center create a justification for uses and intensities of development
similar to those permitted in the adjacent SPI-6 zoning district.
Consistent with the recommendations in the Omni Area Redevelopment
Plan, this area should be rezoned to a new SPI-6.1 district. This new
zoning classification should have the net floor area ratio for nonresidential
uses limited to approximately FAR 3.0, with bonuses up to FAR 6.0 - 8.0
(depending upon proximity to Metromover stations) in exchange for on -site
housing or assistance with construction of an equivalent amount of off -site
housing through contribution to the City of Miami's Affordable Housing
Trust Fund.
South Edgewater/North Omni Area - A transition from the very high
intensity development permissible in the existing Omni area SPI-6 zoning
district should be provided by increasing the maximum intensity of
development in the area between NE 17th Terrace and NE 20th Street.
Intensity increases should be granted to individual development on a case
by case basis, subject to the following two conditions: 1) approval of a
major use special permit and 2) as a bonus for on -site housing or a
contribution to the City of Miami Affordable Housing Trust Fund. In the
area from NE 17th Terrace to NE 18th Street, the intensity bonus should
go up to 3.2 times gross lot area (net FAR 4.0). This is in recognition
of the fact that the special taxing district for the Omni extension of
Metromover extends to NE 18th Street. In the area from NE 18th Street
to NE 20th Street, the intensity bonus should go up to 2.42 times gross
lot area (net FAR 3.0).
Land Development p),, 990t VI-16
FACILITATE DEVELOPMENT
Objective 3. Streamline the development permitting process.
A potential incentive to attract new development in downtown Miami is to
reduce the complexity, delay, and uncertainty involved in obtaining permits.
Policy 8-A: Implement the DRI development orders for Downtown Miami
and Southeast Overtown/Park West, and seek approval for future increments
of development in a timely manner.
The Development of Regional Impact (DRI) development orders for
Downtown Miami and Southeast Overtown/Park West, which became
effective in June 1988, greatly simplify the development approval process
for large scale projects. This was accomplished through elimination of the
need for each individual project to undergo DRI review with the South
Florida Regional Planning Council and the State of Florida Department of
Community Affairs. This individual project review was substituted by a
downtown -wide development impact assessment, which identified all of the
measures that need to be implemented to protect the environment and
assure that necessary public facilities and services will be provided.
Developers now need only apply to the City of Miami for a Major Use
Special Permit.
■ The City is authorized to issue permits for the first increment of
projected development, which includes the amounts of new development
listed below. Individual developments are required to comply with the
conditions stated in the development orders and to pay their proportional
share of the cost of administration and mitigation of impacts.
Downtown:
Southeast Overtown/
Park West:
Office
7,100,000
gross
sq.
ft.
166,000
gross sq.
ft.
Gov't. Office
300,000
gross
sq.
ft.
0
Retail/Service
1,050,000
gross
sq.
ft.
66,200
gross sq.
ft.
Hotel
1,000
rooms
0
Residential
3,550
dwelling
units
2,000
dwelling
units
Conventions
600,000
gross
sq.
ft.
290,000
gross sq.
ft.
Wholesale/Industrial
1,050,000
gross
sq.
ft.
0
Institutional
300,000
gross
sq.
ft.
0
Attractions/Recreation
3,400
seats
0
Policy 3-B: Revise the application requirements and procedures for new
development to standardize, simplify and shorten the process as much as
possible.
The City's zoning ordinance requires large scale development to obtain a
Major Use Special Permit, which must be approved by the City
Commission. In downtown, this permit also serves as the vehicle for DRI
approval. The application procedures and requirements should be reviewed
and updated. Information on timetables, fees, and other requirements
should be dtssembled to guide the developer.
P9 -g30.
Land Development VI-17