HomeMy WebLinkAboutSubmittal-Miami Bicycle Master PlanSeptember 2009
Prepared By:
The Street Flans
Collaborative
C'Zki:
ITN■W
aster Plan
Gft Miami Bicycle Master Plan
TABLE OF CONTENTS
1.0 EXECUTIVE SUMMARY................................................................................................................................ 1-1
2.0 INTRODUCTION............................................................................................................................................ 2-1
3.0 BACKGROUND RESEARCH........................................................................................................................3-1
4.0 EXISTING BIKEWAY NETWORK CONDITIONS......................................................................................... 4-1
4.1 Study Area..................................................................................................................................................
4-1
4.2 Major Corridors...........................................................................................................................................
4-2
4.3 Existing Bikeway Network...........................................................................................................................
4-3
5.0 OUTREACH EFFORTS..................................................................................................................................5-1
6.0 BIKEWAY NETWORK PLAN........................................................................................................................ 6-1
6.1 Proposed 2030 bikeway network Infrastructure.........................................................................................
6-6
6.2 2010 Phase.................................................................................................................................................
6-9
6.2.1 Shared Use Lane Markings(Sharrows).........................................................................................
6-10
6.2.2 Bicycle Lanes.................................................................................................................................
6-10
6.2.3 Shared Use Paths/Greenway........................................................................................................
6-12
6.3 2015 Phase...............................................................................................................................................
6-14
6.3.1 Bicycle Routes...............................................................................................................................
6-15
6.3.2 Shared Use Lane Markings(Sharrows).........................................................................................
6-16
6.3.3 Bicycle Lanes.................................................................................................................................
6-19
6.3.4 Shared Use Paths/Greenways......................................................................................................
6-21
6.3.5 Bicycle Boulevards........................................................................................................................
6-22
6.3.6 Neighborhood Connections..........................................................................................................
6-23
6.3.7 Scenic View Routes.......................................................................................................................
6-24
6.4 2020 Phase...............................................................................................................................................
6-25
6.4.1 Bicycle Routes...............................................................................................................................
6-26
6.4.2 Shared Use Lane Markings(Sharrows).........................................................................................
6-27
6.4.3 Bicycle Lanes.................................................................................................................................
6-29
6.4.4 Shared Use Paths/Greenways......................................................................................................
6-30
6.4.5 Bicycle Boulevards........................................................................................................................
6-32
6.4.6 Neighborhood Connections..........................................................................................................
6-33
6.4.7 Scenic View Routes.......................................................................................................................
6-34
6.5 2030 Phase...............................................................................................................................................
6-35
6.5.1 Bicycle Routes...............................................................................................................................
6-36
6.5.2 Shared Use Lane Markings(Sharrows).........................................................................................
6-36
6.5.3 Bicycle Lanes.................................................................................................................................
6-36
6.5.4 Shared Use Paths/Greenways......................................................................................................
6-37
6.5.5 Bicycle Boulevards........................................................................................................................
6-37
6.5.6 Neighborhood Connections..........................................................................................................
6-41
6.5.7 Scenic View Routes.......................................................................................................................
6-41
7.0 BICYCLE PARKING PLAN............................................................................................................................ 7-1
7.1 Implementation...........................................................................................................................................
7-2
7.2 Bicycle Parking Typologies.........................................................................................................................
7-3
7.2.1 Bicycle Racks...................................................................................................................................
7-4
7.2.2 Bicycle Shelters...............................................................................................................................
7-6
7.2.3 Bicycle Lockers................................................................................................................................
7-7
7.2.4 Bicycle Stations...............................................................................................................................
7-9
Miami Bicycle Master Plan
in
Miami Bicycle Master Plan
7.2.5 Bicycle Sharing Systems .................................
7.3 General Location and Proximity ................................
7.3.1 Location and Performance Standards ...........
7.4 Maintenance and Aesthetics .....................................
7.5 Priority Corridors and Districts ...................................
8.0 SAFETY AND AWARENESS PLAN ............................
8.1 Education...................................................................
8.2 Encouragement.........................................................
8.3 Enforcement..............................................................
9.0 EVALUATION PLAN .....................................................
10.0 REFERENCES..............................................................
11.0 ACKNOWLEDGEMENTS .............................................
LIST OF FIGURES
............................................................................. 7-10
............................................................................. 7-14
............................................................................. 7-15
............................................................................. 7-20
............................................................................. 7-21
............................................................................... 8-1
............................................................................... 8-2
............................................................................... 8-6
............................................................................... 8-9
............................................................................... 9-1
............................................................................. 10-1
............................................................................. 11-1
Figure 1- 1: 2030 Bikeway Network Master Plan................................................................................. 1-4
Figure 1- 2: Priority Areas for Bicycle Parking Provisions.................................................................... 1-6
Figure4- 1: Net centers...................................................................................................................... 4-2
Figure 4- 2: Major Corridors................................................................................................................4-3
Figure 4- 3: Existing Bikeway Network................................................................................................ 4-4
Figure 6-
1:
Bicycle Lane Photo Simulation on NW 8th Avenue..........................................................
6-1
Figure 6-
2:
Shared Use Path / Greenway Photo Simulation on path along NW 12th Ave ...................
6-2
Figure 6-
3:
Bicycle Boulevard Photo Simulation on NW 11th Avenue ................................................
6-2
Figure6-
4:
Bikeway Types................................................................................................................
6-4
Figure 6-
5:
2030 bikeway network Master Plan..................................................................................
6-6
Figure 6-
6:
2010 Phase Bikeway Network Plan.................................................................................
6-9
Figure 6-
7:
2015 Phase Bikeway Network Plan...............................................................................
6-14
Figure 6-
8:
2020 Phase bikeway network Plan................................................................................
6-25
Figure 6-
9:
2030 bikeway network Plan...........................................................................................
6-35
Figure 7-
1:
Existing Bicycle Parking Rack..........................................................................................
7-2
Figure 7-
2:
U Rack, Post and Ring, Bicycle Corral............................................................................
7-4
Figure 7-
3:
Avoidable Bicycle Rack Designs......................................................................................
7-5
Figure 7-
4:
Ideal Bicycle Rack Support Areas....................................................................................
7-6
Figure7-
5:
Bicycle Shelter.................................................................................................................
7-7
Figure7-
6:
Bicycle Locker.................................................................................................................
7-8
Figure7-
7:
Bicycle Station.................................................................................................................
7-9
Figure 7-
8:
Bicycle Sharing System.................................................................................................
7-10
Figure 7-
9:
Recommended Bicycle Parking Designs.......................................................................
7-12
Figure 7-
10:
Inefficient Bicycle Parking Designs..............................................................................
7-13
Figure 7-
11:
Distances from Bicycle Parking to Destinations...........................................................
7-14
Figure 7-
12:
Conveniently Located Bicycle Parking Shelter.............................................................
7-15
Figure 7-
13:
Bicycle Parking Visible, Accessible, and Close Proximity to Destinations ....................
7-18
Figure 7-
14:
Dimensions for Specific Bicycle Parking Guidelines.....................................................
7-18
Figure 7-
15:
Bicycle Parking Located Near Walls Provided with Adequate Maneuverability ............
7-19
Figure 7-
16:
Accessibility and Maneuverability Dimensions for Bicycle Parking Located .................
7-19
1 - Miami Bicycle Master Plan
Miami Bicycle Master Plan
Figure 7- 17: Dilapidated Bicycle Rack in the City............................................................................. 7-20
Figure 7- 18: Attractive and Unique Bicycle Parking Design............................................................. 7-21
Figure 7- 19: Priority Areas for Bicycle Parking Provisions................................................................ 7-22
Figure 8-
1:
Motorist -Bicyclist Educational Campaign Billboard...........................................................
8-2
Figure 8-
2:
Metrobus Shelter Safety Public Service Advertisement....................................................
8-3
Figure 8-
3:
Bicycle Education Brochure.............................................................................................8-4
Figure 8-
4:
Complete Street Priorities for Pedestrians and Bicyclists .................................................
8-5
Figure 8-5:
League of American Bicyclists Certified Instructor Teaching .............................................
8-5
Figure 8-
6:
Bike Miami Days Event....................................................................................................
8-7
Figure 8-
7:
Bicycle Magazine's Biketown Event.................................................................................
8-8
Figure 8-
8:
Emerge Miami Mapping Session.....................................................................................
8-8
Figure 8-
9:
MPD Participating in Bike Miami Rides..........................................................................
8-10
Figure 9- 1: Bicycle Collaboration Route Map and Planner................................................................. 9-1
Appendix A: Local Plans and National Plans Reviewed
Appendix B: Existing Bicycle Riding Conditions by NET District
Appendix C: Bikeway Network Table
Appendix D: Bicycle Parking Plan by Phase
Appendix E: Bicycle Parking Plan by NET District
Appendix F: Evaluation Matrix
Appendix G: Commissioner District and DDA Network Bikeway Maps
Appendix H: Possible Funding Sources
Miami Bicycle Master Plan
Y
Miami Bicycle Master Plan
The Bicycle Action Committee was formed in the spring of 2008 as a subcommittee of the Miami Green
Commission and was tasked with forming policies related to the inclusion of bicycle friendly
infrastructure, events, education and enforcement. The committee created a short range list of
priorities and basic mapping of primary bicycle routes which were identified and composed into the
Bicycle Action Plan. On October 16, 2008, the Miami City Commission unanimously adopted the City's
first ever Bicycle Action Plan. The plan has helped to transform the City of Miami into a more bicycle
friendly city, through the designation of primary routes and beginning a coordination of planning,
infrastructure, development, and education. The long term goal of the Bicycle Action Plan is to
develop a comprehensive Miami Bicycle Master Plan which would transform Miami into a bicycle
friendly city.
The purpose of this study is to create the first City of Miami Bicycle Master Plan. This Miami Bicycle
Master Plan was developed with the guidance of previous bicycle study efforts locally and nationally.
The study also reviewed existing conditions in the City of Miami and gauged public sentiment. This
research along with city staff recommendations was used for establishing the citywide bikeway network
plan, bicycle parking plan, safety and awareness actions, and evaluation tools to measure future
performance of the network and suggest improvements to the existing bicycle infrastructure. The study
serves as a guide for the development of the bikeway network and parking over a 20 year period in
phases of 2010, 2015, 2020, and 2030. The Miami Bicycle Master Plan is intended to work in
collaboration with the Miami 21 Zoning Ordinance and the Complete Streets ordinance. This plan will
also assist the City with obtaining Bicycle Friendly City status in 2012—a stated goal of the 2008
Bicycle Action Plan.
A review of the City of Miami's existing network conditions revealed that the corridors, most of which
are County or State owned, are designed primarily for auto mobility. The major corridors within the
City allows for a high volume of swift moving traffic which results in the isolation rather than connection
of the City's neighborhoods. Existing motor vehicle speeds do not provide for a safe environment for
bicyclists along these important thoroughfares. Furthermore, the existing conditions research revealed
the lack of bicycle facilities, parking, and the unbalanced geographical distribution of what has been
implemented. It should be noted that the two most extensive routes, the M -Path and the Rickenbacker
Miami Bicycle Master Plan Page 1-1
Miami Bicycle Master Plan
Causeway Bicycle Lanes, both receive heavy use and provide a framework for the southeastern portion
of the City.
Public input was an important component of the Miami Bicycle Master Plan. As part of the master
planning effort, a survey was issued to those already bicycling within the City. In total, 312 surveys
were returned. Many of the questions allowed for open ended responses, which provided further insight
into how bicyclists identify themselves by skill type; where they frequently ride and why; what they
perceive as the significant barriers to safe cycling; and how the City should best approach the desired
improvements.
When asked what the largest barriers are for bicycling in Miami, 84% stated the current lack of facilities.
Another 76% identified a concern for personal safety as a major impediment, if not for themselves then
for others. Additionally, 48% of respondents said that the lack of bicycle parking facilities hinders
bicycle use, while 12% said Miami's climate presented particular challenges.
Based on the survey, it is clear that Miami's bicyclists feel that there are not enough bikeways, and that
their safety is compromised as a result. Likewise, they want the City to focus on expanding the on -
street network and to promote safety through education and enforcement, and undertake infrastructure
improvements and evaluation. Also, bicyclists in Miami want to be involved in the improvements,
pointing to the need to keep the process as open as possible when the City begins implementing their
first bicycle master plan.
The guidance of previous bicycle study efforts locally and nationally, review of the existing bikeway
network conditions, obtaining public input, and city staff recommendations were used for establishing
the citywide bikeway network infrastructure plan. The Miami Bicycle Master plan includes more than
280 miles of new or improved bikeways which comprises about 33% of the City street network. At
present, the City of Miami bikeway network includes 15.91 miles of Bicycle Lanes and Shared Use
Paths/ Greenways which is only 1.6% of the City street network. Thus, the 2030 plan recommends a
comprehensive expansion and diversification of facilities to meet the needs of beginner, intermediate,
and expert bicyclists. In total, seven different bikeway types are included. They include: Bicycle Routes,
Shared Use Lane Markings (Sharrows), Bicycle Lanes, Shared Use Paths/Greenways, Bicycle
Boulevards, Neighborhood Connections, and Scenic View Routes.
Miami Bicycle Master Plan Page 1-2
(3 11D
Miami Bicycle Master Plan
A close working relationship will have to be established with the Florida Department of Transportation
(FDOT) and Miami -Dade County in the pursuit of the bikeway network plan's implementation, as
competing jurisdictional interests and funding constraints may prove detrimental to the realization of the
Miami Bicycle Master Plan. The Miami Bicycle Master Plan is broken out into four implementation
phases and recommends bikeway projects for the next 1, 5, 10, and 20 years (2010, 2015, 2020, and
2030). The proposed 2030 bikeway network master plan is depicted in Figure 1-1. The proposed
2030 bikeway network maps by commission districts and Downtown Development Authority (DDA) area
can be seen in Appendix G.
Miami Bicycle Master Plan Page 1-3
"G-173tko-
Bikeway
Network miles: 280.13 miles
Total Number of Bikeway Projects: 214
Percentage of City Street Network with Bikeways: 33%
Bikeway Types: 7
Miami Bicycle Master Plan
Figure 1- 1: 2030 Bikeway Network Master Plan
Miami Bicycle Master Plan Page 14
Miami Bicycle Master Plan
While the provision of bikeways is the most visible element in a citywide bikeway network, bicyclists
must also have safe and convenient places to store their bicycles at a trip's end. Based on the review of
the existing conditions, the City of Miami lacks adequate bicycle parking. Furthermore, in the public
survey undertaken as part of this Miami Bicycle Master Plan, the majority of respondents called for
additional parking along the City's major commercial corridors and within destinations such as
Downtown and Coconut Grove.
Because bicycle parking planning at this scale requires a fine grain analysis of local site conditions, the
recommendations herein provide the general scope of the bicycle parking plan which improves existing
parking supply conditions and collaborates with the network phasing, survey response, local agency
requests, and needs of the locations as well as other guidelines. The bicycle parking plan provides and
illustrates more than 950 location recommendations for the implementation of bicycle parking facilities,
specified by type. The priority areas for bicycle parking provisions are depicted in Figure 1-2.
As part of the Miami Bicycle Master Plan, the City of Miami should become one of Florida's leaders in
improving bicycle safety through not just the provision of bikeways, but through education,
encouragement and enforcement. In general, bicycle education campaigns should aim to increase
commuting, errands, socializing, utility, and exercising trips by decreasing the perceived and actual risk
of bicycling. The master plan establishes education actions such as promoting bicycling skills courses,
motorist and bicyclist safety campaigns, advertising, bicycling events, social media and web -based
advocacy tools and programs, and other traditional communication and outreach strategies.
The City of Miami should continue to encourage bicycling as a healthy form of recreation and as a
sustainable mode of transportation. Miami now designates March as the City's official Bike Month, has
scheduled Bike to Work Week events, and has produced Bike Miami Days. From November 2008 to
May of 2009, Bike Miami Days encouraged thousands of residents and visitors to explore Coconut
Grove, Brickell and Downtown Miami by bicycle. These accomplishments mark a new direction for the
City and demonstrate an impressive amount of momentum. The Miami Bicycle Master Plan establishes
actions which include additional resources, programs, and events that will maintain and expand the
city's bicycling activity.
Miami Bicycle Master Plan
Page 1-5
O'AD Miami Bicycle Master Plan
Figure 1- 2: Priority Areas for Bicycle Parking Provisions
NW 7th Avenue
NE/NW 62nd Street
NE 2nd Avenue
IN 54th Street
Hadle Park
DesiDistrict
cin
NW 36th Street
Bisca Boulevard
-
ne
�+
NW 17th Avenue
w nwood Arts
._.
Civic Cente
NW 3rd /Overtown
Downtown
Marlins Stadium','
J ,;
Fla ler/SW 1st Street
t
22nd Avenue
SW 8th Street
Brickell
+
Coral Wa
Rickenbacker Csw -
Center Grove
Grand Avenue
Legend
Priority District
(2010 - 2020)
Prionty Corridor
(2010 - 2015)
Prionty Corridor
(2015-2020)
0
The Miami Bicycle Master Plan also establishes actions for enforcement of laws pertaining to bicyclist
safety. To create a bicycle -friendly city, law enforcement departments must address the safety
concerns of the bicycling public. Miami Police Department should join with Miami -Dade County Police
to increase motorist and bicyclist education through increased enforcement. These education,
encouragement, and enforcement actions will help the City accomplish its stated goal of becoming
certified by 2012 as a Bicycle Friendly Community by the League of American Bicyclists.
Miami Bicycle Master Plan Page 1-6
in
Miami Bicycle Master Plan
The collection and evaluation of data must play an integral role in the Miami Bicycle Master Plan
implementation process. Demonstrating a structured system under which to collect and evaluate
data is required by the League of American Bicyclists if the City is to obtain Bicycle Friendly City status
in 2012.
The Miami Bicycle Master Plan, Evaluation Plan is intended to enable the City of Miami to measure its
successes against its shortcomings, and the goals set forth in the Bicycle Master Plan. These efforts
range from simple tasks, such as tracking the number of bicycle racks installed each year, to more
complex and time -intensive endeavors, such as counting bicyclists and analyzing crash data on a bi-
annual basis. Regardless of what metric is utilized, all data should be collected and used to mark and
communicate Miami's successes, but more importantly to shift priorities to those areas in need—
whether the areas require engineering, education, encouragement, enforcement, or even additional
evaluation initiatives. Indeed, the Miami Bicycle Master Plan is, and should always be a
living document. Both short and long term projects will be necessary for improving bicycling conditions
in the City of Miami. Possible funding sources can be seen in Appendix H.
Miami Bicycle Master Plan Page 1-7
in
.0 Introduction
Miami Bicycle Master Plan
In 1972, Miami -Dade County issued Public Improvement Bonds to, among other things, modernize its
transportation infrastructure. At this same time, Americans were returning to bicycling in large numbers,
some for sport, but mostly for transportation as the oil supply shortage and resulting price shocks
rippled through the American economy. In response, Miami-Dade's Metropolitan Planning Organization
(MPO) identified a need for bikeways as an important alternative transportation provision. The creation
of the first, and only, elevated Metrorail line and the 9 -mile M -Path that runs along a significant portion
of its trajectory, are the most tangible products from the "decade of progress." The MPO has been
planning and implementing bicycle infrastructure since this time, including an early bicycle master plan
completed in 1974, but with limited success due to funding and other related constraints.
In contrast to the County, the City of Miami has historically not independently planned for bicycle
infrastructure within its boundaries, choosing instead to rely on the Miami Dade County MPO for any
bicycle related improvements. However, bicycle facility demand is once again enjoying resurgence as a
record number of Americans are turning to bicycling as an efficient, healthy, and enjoyable form of
transport, utility, and recreation. Additionally, the City of Miami and its constituents have recently
become proactive in engineering the expansion of its nascent bikeway network and increasing
education, enforcement, and evaluation efforts. Drawing thousands on a monthly basis, Bike Miami
Days and Bike Miami Rides has been an early success. Furthermore, the creation of a citywide Bicycle
Action Plan and the adoption of a Complete Streets ordinance serves as the foundation for this 20 year
bicycle master planning effort, Miami's first, which demonstrates a commitment to making Miami more
bicycle -friendly. These efforts have been accomplished under the guidance of the Bicycle Action
Committee, which was formed to help Miami to become a more bicycle friendly city.
The Bicycle Action Committee was formed in the spring of 2008 as a subcommittee of the Miami Green
Commission and was tasked with forming policies related to the inclusion of bicycle friendly
infrastructure, events, education and enforcement. The committee created a short range list of
priorities and basic mapping of primary bicycle routes which were identified and composed into the
Bicycle Action Plan. On October 16, 2008, the Miami City Commission unanimously adopted the City's
first ever Bicycle Action Plan. The plan has helped to transform the City of Miami into a more bicycle
friendly city, through the designation of primary routes and beginning a coordination of planning,
infrastructure, development, and education. The long term goal of the Bicycle Action Plan is to
Miami Bicycle Master Plan Page 2-1
Miami Bicycle Master Plan
develop a comprehensive Miami Bicycle Master Plan which would transform Miami into a bicycle
friendly city.
The purpose of this study is to create the first City of Miami Bicycle Master Plan. This Miami Bicycle
Master Plan was developed with the guidance of previous bicycle study efforts locally and nationally.
The study reviewed existing conditions in the City of Miami and gauged public sentiment. This
research along with city staff recommendations was used for establishing the citywide bikeway network
plan, bicycle parking plan, safety and awareness actions, and evaluation tools to measure future
performance of the network and suggest improvements to the existing bicycle infrastructure. The study
serves as a guide for the development of the bikeway network and parking over a 20 year period. The
Miami Bicycle Master Plan is intended to work in collaboration with the Miami 21 Zoning Ordinance and
the Complete Streets ordinance.
Miami Bicycle Master Plan Page 2-2
•��
3.0
RESEARCH
Miami Bicycle Master Plan
In order to become familiar with Miami -Dade County's bicycle planning history, and specifically as it
relates to the City of Miami, a review of more than 25 City, County, and State plans was undertaken.
This effort connects the current planning process with those from the past and is being undertaken to
identify lessons learned and key strategies for successful implementation of the Miami Bicycle Master
Plan. This review begins with the oldest relevant plan: The 1997 Miami -Dade MPO Bicycle Master
Plan. This document forms the basis for many subsequent plans and studies conducted over the past
decade. Bike -related plans from 1997 to the present day in 2009 were reviewed. Additionally, a few
ongoing plans that affect the Miami Bicycle Master Plan were tracked. This includes an MPO led
Bicycle Boulevards Study, the City of Miami Virginia Key Master Plan, and recent attempts to bring
bicycle facilities to the long underutilized FEC rail corridor.
Looking outside of Miami -Dade County, a secondary review analyzed some of the country's most
successful bicycle master plans. These cities—selected for their comparable size—include Seattle,
Portland, and Denver. Gleaning national best practice strategies and overall planning approaches
informed the current planning effort, and the future implementation of bicycle infrastructure in the City of
Miami.
Below is the list of selected plans reviewed and the year they were completed
Local Plans reviewed:
City of Miami 21 Zoning Ordinance (2005-2009)
City of Miami Bicycle Action Plan (2008)
Miami -Dade MPO Mountain Biking / Unpaved Trails (2008)
City of Miami Virginia Key Master Plan Draft (2008)
Miami -Dade MPO Bicyclist Count (2008)
Miami -Dade MPO Bikeway Map (2008)
City of Miami Downtown Development Authority Master Plan (2008)
City of Miami Parks Master Plan (2007)
Miami -Dade MPO Parks Master Plan (2007)
Miami -Dade MPO M -Path Master Plan (2007)
FDOT/MPO Safe Routes to School (2007)
Miami Bicycle Master Plan Page 3-1
Miami -Dade MPO Bicycle Safety Plan (2006)
Miami -Dade MPO Crash data (2006)
Miami Bicycle Master Plan
Miami -Dade MPO Long Range Transportation 2030 Plan (2004)
Miami -Dade MPO Traffic Calming at Miami -Dade College (2004)
Miami -Dade MPO Rail Convertibility Study (2004)
City of Miami Downtown Transportation Master Plan (2003)
Miami -Dade MPO Bikeway Priority Feasibility and Evaluation Study (2003)
Miami -Dade MPO Transit Station Bicycle Parking Plan (2002)
Miami -Dade MPO Bicycle Facilities 2025 Plan (2001)
Miami -Dade MPO LRTP 2025 Bike Suitability Study (2001)
Miami River Greenway Action Plan (2001)
Miami -Dade MPO North Dade Greenways Plan (1998)
Miami -Dade MPO Bicycle Facilities Plan (1997)
National Plans Reviewed:
City of Seattle Bicycle Master Plan (2007)
City of Denver Bicycle Master Plan Update (2001)
City of Portland Bicycle Master Plan (1996)
The completion of these Local and National Plan reviews will prevent redundancy, reduce chances of
error in determining the placement of planned bikeway infrastructure, and help dovetail this master plan
into those planning efforts already underway at the local, county and state level. Specifically, this review
will help the City combine the Miami Bicycle Master Plan bikeway network plan with the implementation
of those previous plans where capital improvements and other city/county/state projects can support
the future build out of the master plan bikeway network.
The review of plans from other cities also provides a key resource as ideas and plans are developed for
the City of Miami. Periodically calling upon these efforts, as well as reaching out to those stewards of
bicycle plans in other municipalities will make the best plan for the City of Miami. The summary of the
Local and National Plan review is included in Appendix A.
Miami Bicycle Master Plan
Page 3-2
Gft Miami Bicycle Master Plan
4.0 EXISTING BIKEWAY NETWORK CONDITIONS
The review of the existing bikeway network conditions required bicycling through the neighborhoods of
the City of Miami for a two-week period. Before undertaking this field review, background research
(crash data, existing plans, and literature review) was undertaken. Physical mapping, photography,
interviews with bicyclists, and extensive note taking comprise the body of research for reviewing the
existing bikeway network conditions. However, bicycle riding throughout the City of Miami revealed
several challenges and opportunities that currently exist. A detailed description of each Neighborhood
Enhancement Team (NET) District's existing bikeway features, challenges to bicycling, and the general
opportunities for improvement is included in Appendix B.
4.1 Study Area
The research study area was organized by each of Miami's 13 NET Districts. Innovative in
their management, NETs capably operate as administrative centers for the City at the scale of
the neighborhood. This effectively links neighborhood specific issues with the City's overarching
governing structure.
The physical boundaries for each NET District was used to delineate sub -study areas. While many
physical, social, and political issues cross NET boundaries, this approach recognizes that conditions
also vary greatly between each of the 13 Districts. Additionally, the NET Districts allow neighborhood
constituencies to voice their support and concerns as it relates to improving bikeway facilities within
their own neighborhoods. The 13 NET Districts include the following:
Miami Bicycle Master Plan
Page 4-1
Allapattah
Coconut Grove
North/East
Coconut Grove
South/west
Coral Way
Downtown
Flagami
Little Havana
Little Haiti
Model City
Overtown
Upper East Side
West Flagler
Miami Bicycle Master Plan
Figure 4-1: Net centers
C I T Y 0 F M I --A M I
I`
ur _
NET
1
WrHN * t€ HANGEWN7 TEAM
rmnaxaT
-
1
6
uw.r�,r
:I FL
NET OenFe rs
Y r'"""TMaT
— -
�11.O 'P R& Sr SIDE
lt ODE CIT)
�' e
Nw aa1M 5T
urirE �uealy
GEMATOZ
lrtEHNMpwy•�....
aAf R+
--_
- dS +
i
+ _
F
A AKM
Q
V. ST F AGL R
fl
Y y
is
s'
�'
_ wun
•ill
—
-
aw
o
CORAL
WAY
m �
Pa�wivi
�:
R:tl:[tieitNfa
[aY3iway ��'+
I•
GROVE 1
J'
�cbr
Fa
ad`
�
SOUTIV
Wr.- GROVE
;
Y
r�
•._••—.,•—••
Updated 4+76Nfi
Wynwood/Edgewater
The City of Miami's existing corridors, most of which are County or State owned, are designed primarily
for auto mobility. So while the corridors contain the majority of the City's commercial and civic
amenities, the high volume of swift moving traffic serves to isolate rather than knit the City's
neighborhoods together. Indeed, existing motor vehicle speeds do not provide for a safe environment
for bicyclists along these important thoroughfares. Therefore, balancing the needs of motorists,
bicyclists and pedestrians is a challenge the City of Miami must work with in partnership with Miami -
Dade County and the FDOT, both of which have jurisdiction over the majority of these important
thoroughfares. Figure 4-2 the major corridors in the City of Miami.
Page 4-2
Miami Bicycle Master Plan
Figure 4- 2: Major Corridors
4.3 Existing Bikeway Network
Figure 4-3 reveals the lack of bicycle facilities, parking, and the unbalanced geographical distribution of
what has been implemented. It should be noted that the two most extensive routes, the M -Path and the
Rickenbacker Causeway Bicycle Lanes, both receive heavy use and provide a framework for the
southeastern portion of the City. Specific recommendations for improvement may be found in the
Bikeway Network Plan section.
Miami Bicycle Master Plan Page 4-3
Miami Bicycle Master Plan
Figure 4- 3: Existing Bikeway Network
The following is the summary of the existing bikeway network infrastructure:
Existing Bikeway Network Miles: 15.91
Percentage of City Street Network with Bikeways: 1.6%
Number of Bikeways: 8
Bikeway Types: 2
Bicycle Lanes Miles: 5.56
Shared Use Paths/Greenways Miles: 10.35
Miami Bicycle Master Plan
Page 4-4
in
Miami Bicycle Master Plan
The following is a detailed description of each existing bikeway:
1) Venetian Causeway (1.32 miles): Bicycle Lanes extend along the Venetian Causeway from the
western terminus of Dade Boulevard in Miami Beach to the eastern terminus of NE 15th Street in the
City of Miami. Approximately 1/3rd of the Bikeway is located within the City of Miami. The route also
includes a short multi -use path to help bicyclists and pedestrians navigate the eastbound Venetian
tollbooths.
2) M -Path (4.65 miles): The M -Path is a Shared Use Path that extends along the Metrorail right-of-
way from the Dadeland area in Kendall to the Miami River. The portion in the City of Miami
comprises approximately half of the bikeway's length. Pathway surface improvements are currently
underway.
3) SW 15th Road (.32 miles): Bicycle Lanes extend from the South Miami Avenue traffic circle to SW
13th Street (Coral Way). Experimental green pavement markings have been placed along part of the
bikeway.
4) South Miami Avenue (.74 miles): Bicycle Lanes extend from the South Miami Avenue traffic circle
at SW 15th Road to SE 25th Road.
5) Rickenbacker Causeway (3.04 miles): Bicycle Lanes extend from the Rickenbacker toll plaza to
the Village of Key Biscayne along Crandon Boulevard. The portion that exists within the City of
Miami includes the segment from the Rickenbacker toll plaza to the Bear Cut Bridge.
6) Pan American Drive (.14 miles): Bicycle Lanes extend from South Bayshore Drive to the City Hall
round -a -bout.
7) Commodore Trail (3.77 miles): The Commodore Trail is a shared use path that extends from
Cocoplum Circle in Coral Gables to the eastern terminus of the Rickenbacker Causeway. However,
the only decipherable portion of the trail that remains in the City of Miami extends from Sunrise
Avenue to Franklin Avenue near the Center Grove. A second segment, running from McFarlane
Road to SW 32nd Road makes use of both separated paths and sidewalks, but is in need of
reconstruction, as it is not visible as a continuous Shared Use Path.
Miami Bicycle Master Plan Page 4-5
Miami Bicycle Master Plan
8) Baywalk/Riverwalk/Miami River Greenway (2.03 miles): While not explicitly designated for the
use of bicycles, the completed portions of the Baywalk, Riverwalk, and Miami River Greenway
provide amenable conditions for recreational bicycling.
Miami Bicycle Master Plan Page 4-6
GW Miami Bicycle Master Plan
5.0 OUTREACH EFFORTS
As part of the Miami Bicycle Master Planning effort, three public bicycle summits were held to garner
input from stakeholders. In total, almost 200 people attended these workshops. In addition, a survey
was issued to those already bicycling within the City. Over a six week period, the eleven question
survey was administered online via Survey Monkey. It was also distributed in print at bicycle events like
the monthly Critical Mass rides and the City's first Bicycle Summit. In total, 312 surveys were returned.
Many of the questions allowed for open ended responses, which provided further insight into how
bicyclists identify themselves by skill type; where they frequently ride and why; what they perceive as
the significant barriers to safe cycling; and how the City should best approach the desired
improvements. Of the eleven questions asked, seven were specifically designed to capture specific
opinions about Miami's bicycling conditions, while the remaining four were intended for posterity and
administrative purposes.
In general, the survey attracted those who already bicycle frequently in the City of Miami and beyond.
Indeed, 42% of the respondents claimed to bicycle a few times a week, while another 36% said they
bicycle every day. Conversely, only 1 % of the respondents bicycle monthly and 2% bicycle a few times
a year. Sixty percent of respondents self -identified themselves as advanced bicyclists which for the
purposes of the survey means that they already feel comfortable bicycling on most streets. Thirty -Six
percent of respondents identified themselves as intermediate bicyclists, meaning they generally feel
confident bicycling on streets with adequate bicycle facilities or low volumes of traffic. Only 4% claimed
to be novices. Figure 5-1 shows the survey results of the respondents bicycling frequency. Figure
5-2 shows the survey results of the type of bicyclists.
Figure 5- 1: How Often Do You Bicycle?
Miami Bicycle Master Plan
er 1%
rth{y 2%
times
ar 1%
Figure 5- 2: What Type of Bicyclist Are You?
Page 5-1
in
Miami Bicycle Master Plan
When asked where they travel most frequently, 46% chose to answer "wherever my wheels take me,"
meaning they bicycle for a multitude of recreational, social, and utilitarian purposes. A relatively high
number of respondents (38%, 35%, and 30%) were more specific, stating they bicycle for recreation, to
parks, and to work with frequency. Without a well-connected network of bikeways yet in place, the
recreational riding garnered the highest percentage of specific responses. Only 14% and 11% of
respondents stated that they bicycle to school or for shopping, respectively, as a primary purpose for
bicycling. These low numbers represent an area for growth capture in mode share, but also point to the
type of bicyclists the survey attracted. Indeed, many of the respondents are no longer in school, and
many of the City's "invisible bicyclists," known to bicycle more frequently to neighborhood retail stores,
were not well -represented in the survey. These survey results are summarized in Figure 5-3.
50%
45%
40%
35%
30%
25%
20%
15%
10%
5%
Figure 5- 3: Survey of Bicycling Destinations
Miami Bicycle Master Plan
Page 5-2
in
Miami Bicycle Master Plan
When asked what the largest barriers are for bicycling in Miami, 84% stated the current lack of facilities.
Another 76% identified a concern for personal safety as a major impediment, if not for themselves then
for others. Additionally, 48% of respondents said that the lack of bicycle parking facilities hinders
bicycle use, while 12% said Miami's climate presented particular challenges. These survey results are
depicted in Figure 5-4.
90%
80%
70%
60%
50%
40%
30%
20%
10%
Figure 5- 4: Survey of Barriers for Bicyclists
Miami Bicycle Master Plan
Page 5-3
Miami Bicycle Master Plan
According to survey participants, many are already involved in many bicycle related events and rides
taking place across the City. The Bike Miami Days claimed 55% of respondent's participation, while
smaller but frequent informal recreational rides (35%) netted the second most responses. Miami's 305
Critical Mass Rides (21 %) and Loose Cannon races (14%) appear to be frequented by a fair proportion
of bicyclists as well, but mostly by a younger demographic. Twenty-three percent of respondents did
not claim to participate in one of the listed bicycle culture events, choosing instead to participate in
many of the regular bicycle -related events. Finally, 19% have not participated in any of the events
listed, with some claiming to have little knowledge of their existence. These survey results are depicted
in Figure 5-5.
Figure 5- 5: Survey of Bicycle Related Events Participation
60%
55%
50%
40%
38%
30% _P
20%
10%
D
Miami Bicycle Master Plan Page 5-4
Miami Bicycle Master Plan
When asked how to best approach the improvement of bicycling conditions in the City of Miami, 80% of
respondent's stated that the addition of more bikeway network facilities, signs, and parking
infrastructure would make them feel more comfortable riding. Sixty percent said that education for both
motorists and bicyclists is needed so that the road is shared more equitably. Forty-three percent called
for additional safe routes to school investments so that kids develop healthier and more active
lifestyles. Twenty-three percent agreed that lowering speed limits along the City's major corridors would
provide a helpful countermeasure. This somewhat low number may be due to the majority of
respondents who were self -identified as advanced bicyclists. Finally, a small percentage (2.5%)
identified other important factors, such as improving street lighting and conducting regular street
cleanings/sweepings along heavily traveled bicycle streets. Survey results are depicted in Figure 5-6.
90%
80%
70%
60%
50%
40%
30%
20%
10%
Figure 5- 6: Survey on Best Approach to Improving Bicycle Conditions
Miami Bicycle Master Plan
ase
5
Page 5-5
Miami Bicycle Master Plan
When asked about the placement of future bicycle parking facilities, 64% of survey respondents called
for increased parking along the City's commercial corridors, such as Coral Way, SW 8th Street, West
Flagler Street, and Biscayne Boulevard. An additional 24% said more parking in Downtown Miami
(Brickell included) is needed. Even with recent bicycle parking expansion, 15% of the survey's
respondent's called for more bicycle parking in the Coconut Grove area. An additional 2% asked for
parking in other destinations, such as the Health District. Several respondents left additional comments
that bicycle parking is important, but far less important to them than building new bikeways—citing the
adequacy of street signs, lamp posts, and other elements in the streetscape to which they lock their
bicycles. These survey results are depicted in Figure 5-7.
70%
60%
50%
40%
30%
20%
10%
Figure 5- 7: Survey for Future Placement of Bicycle Parking Facilities
Miami Bicycle Master Plan
G
O°
Page 5-6
in
Miami Bicycle Master Plan
Survey respondents were also asked to respond to four administrative questions unrelated to the City's
current bicycling conditions. The first of these inquired whether participants would be interested in using
a dynamic online mapping program to help track the plan's progress; share their own bicycle routes and
identify gaps in the network; to report safety issues and crashes; and to connect with other bicycle
advocates throughout the City. An overwhelming 82% said such a service is desired, while another
15% said they might use such an online tool if it were made available. Only 3% said they had little
interest in doing so. Survey results are depicted in Figure 5-8.
Figure 5- 8: Survey on Interest of Use of Dynamic Online Route Program
In an attempt to better understand public involvement, the remaining survey questions focused on
participation. However, the sample size is closer to 260, rather than 312, as the following questions
were removed from the survey administered at the first Citywide Bicycle Summit, which garnered
approximately 50 responses.
Miami Bicycle Master Plan Page 5-7
Miami Bicycle Master Plan
Briefly, 74% of respondents knew the City was undertaking a master plan when answering the survey
questions; 36% would like to help direct change and participate in bicycle advocacy events; while
another 32% would like to be more involved, but have a difficult time fitting meetings and events into
their schedule. Twenty-one percent said they may participate, and just 10% said they had little interest
in being involved. These responses indicate that Miami's bicycling citizens want to be more involved,
but also need a more efficient way to do so; perhaps suggesting a collaborative online tool hosted at
the City's current bicycle website (www.miamigov.com/bikes) as a needed resource.
Finally, 33% of respondents said they would attend the first bicycle summit, while another 42% said
they were considering it. Twenty-five percent said they would not attend.
It must be noted that the 312 surveys collected represents only a small fraction of those bicycling in
Miami. Those who did participate are those drawn to bicycling for a variety of reasons, and often
demonstrate a great commitment to improving bicycling, walking, and transportation within the City of
Miami. Thus, it is not surprising that many detailed responses were included in the additional comments
sections, offering ideas and thoughts beyond the limited number of options presented to them.
Above all, it is clear that Miami's bicyclists feel that there are not enough bikeways, and that their safety
is compromised as a result. Likewise, they want the City to focus on expanding the on -street network
and to promote safety through education and enforcement, and undertake infrastructure improvements
and evaluation. Based on the survey, bicyclists in Miami want to be involved in the improvements,
pointing to the need to keep the process as open as possible when the city begins implementing their
first bicycle master plan.
Miami Bicycle Master Plan
Page 5-8
Gft Miami Bicycle Master Plan
6.0 BIKEWAY NETWORK PLAN
The Miami Bicycle Master plan includes more than 280 miles of new or improved bikeways which
comprises about 33% of the City street network. At present, the City of Miami bikeway network includes
15.91 miles of Bicycle Lanes and Shared Use Paths/ Greenways which is only 1.6% of the City street
network. Thus, the 2030 plan recommends a comprehensive expansion and diversification of facilities
to meet the needs of beginner, intermediate, and expert bicyclists. In total, seven different bikeway
types are included. They include: Bicycle Routes, Shared Use Lane Markings (Sharrows), Bicycle
Lanes, Shared Use Paths/Greenways, Bicycle Boulevards, Neighborhood Connections, and Scenic
View Routes. The signs, pavement markings, and other traffic control devices related to the operations
of these bikeways must follow the Manual on Uniform Traffic Control Devices (MUTCD), Chapter 9,
Traffic Controls for Bicycle Facilities. The different bikeway types included in the plan are defined as
follows:
Bicycle Route: a thoroughfare marked with signs intended to improve destination wayfinding,
network identification, and safety.
Shared Use Lane Marking (Sharrow): a pavement marking applied to a thoroughfare too narrow
to accommodate bicycle lanes and/or with vehicular target speeds slow enough to allow cyclists to
move safely with motor vehicles. It should be noted that while Sharrows are currently considered
an experimental bikeway type, they are in the process of being adopted into the MUTCD.
Bicycle Lane: a lane reserved for bicycle travel within a vehicular thoroughfare, marked by painted
lines, signs, and bicycle symbol pavement markings.
Figure 6- 1: Bicycle Lane Photo Simulation on NW 8t" Avenue
Miami Bicycle Master Plan
Page 6-1
in
Miami Bicycle Master Plan
Shared Use Path / Greenway: a dual -direction Bikeway that is physically separated from the
vehicular right-of-way, and shared with pedestrians. A greenway is an on -or off-street corridor
designed for recreational bicyclist and pedestrian use.
Figure 6- 2: Shared Use Path / Greenway Photo Simulation on Metrorail path along NW 12th Avenue
Bicycle Boulevard: a thoroughfare with shared vehicular lanes that use a variety of traffic calming
devices to give movement priority to bicyclists. To facilitate movement and to increase identity, stop
signs along a boulevard's trajectory may be removed and signs detailing distance to destinations
may be added.
Figure 6- 3: Bicycle Boulevard Photo Simulation on NW 11th Avenue
Neighborhood Connection: a designated alley or lane that provides a needed bicycle connection
within residential neighborhoods.
Miami Bicycle Master Plan Page 6-2
Miami Bicycle Master Plan
Scenic View Route: a designated low -speed, shared use residential street that provides views of
Biscayne Bay, Miami River, or the Little River.
Other bikeway facility types and features explored are referenced in this network plan are defined
as follows:
Bicycle Box: a section of pavement aimed at preventing bicycle/car collisions at intersections,
particularly between drivers turning right and cyclists traveling through an intersection within an
existing Bicycle Lane. To improve its visibility, a Bicycle Box is often colored and includes a
standard white bicycle pavement marking (Syn: advance stop line). It should be noted that the
bicycle box is an experimental countermeasure not yet adopted by the MUTCD.
Bikeway: a continuously designated segment of right-of-way that provides exclusive, preferential,
or equal priority for bicycle travel. Bikeway facilities include bicycle routes, lanes, paths,
boulevards etc.
Buffered Bicycle Lane: a Bicycle Lane buffered from vehicular travel and/or parking lanes by
pavement markings and/or an unmarked `shy zone.'
Contra -Flow Bicycle Lane: a designated Bicycle Lane marked to allow bicyclists to travel against
the flow of traffic.
Physically -Separated Bicycle Lane: a Bicycle Lane separated from the motor vehicle travel lanes
by curbs, railings, plantings, parked cars, and/or grade separation, etc. (Syn: cycle track, sidepath)
A sample of different bikeway types and countermeasures are depicted in Figure 6-4.
Miami Bicycle Master Plan
Page 6-3
Bicycle Route
Separated Bicycle Lane
Miami Bicycle Master Plan
Miami Bicycle Master Plan
Figure 6- 4: Bikeway Types
iu�TT�sf]#"1■i�lTJll• ��ru
Bicycle Lane
Bicycle Box
Buffered Bicycle Lane
Bicycle Boulevard
Shared Use Lane
(Sharrow)
PROW
i
I
I
I
I
,
,
I
,
I If
I
I
I
I
,
I
I
I
Shared Use Path
Page 6-4
Miami Bicycle Master Plan
While the plan offers very specific recommendations for the location of these bikeway facility types,
each bikeway recommendation should be considered if the opportunity for improvement arises.
For example, if a corridor is designated as a bicycle route, which includes little more than implementing
bikeway and bikeway safety signs along the route, but is capable of accommodating bicycle lanes,
then the higher level of service should be pursued. Routes in this plan are recommended, but
will require political support, positive public sentiment, and compliance with roadway design practices
and standards.
A close working relationship will have to be established with the FDOT and Miami -Dade County in the
pursuit of the plan's implementation, as competing jurisdictional interests and funding constraints may
prove detrimental to the realization of the Miami Bicycle Master Plan.
The Miami Bicycle Master Plan is broken out into four implementation phases and recommends
bikeway projects for the next 1, 5, 10, and 20 years (2010, 2015, 2020, and 2030). While Bicycle
Facilities should be included in all roadway projects where appropriate, it should be noted that
additional projects should be undertaken solely to implement a recommended bikeway segment.
Striping bicycle lanes where there is already sufficient roadway width is one such example and should
be pursued in a "lowest hanging fruit" approach.
The 2030 Bikeway Network Plan may be summarized as follows:
Miami Bicycle Master Plan Page 6-5
"G-173tko-
0.1
Proposed 2030 bikeway network Infrastructure
Bikeway Network miles: 280.13 miles
Total Number of Bikeway Projects: 214
Percentage of City Street Network with Bikeways: 33%
Bikeway Types: 7
Miami Bicycle Master Plan
Figure 6- 5: 2030 bikeway network Master Plan
"'T
Miami Bicycle Master Plan Page 6-6
in
Bicycle Routes:
19 Projects
64.75 miles
Percentage of bikeway network: 23%
Shared Use Lane Markings:
Projects: 50
Miles: 62.8
Percentage of Bicycle Network: 23%
Bicycle Lanes:
Projects: 57
Miles: 55.75
Percentage of Bicycle Network: 20%
Shared Use Paths/Greenways:
Projects: 24
Miles: 30.56
Percentage of Bicycle Network: 11 %
Bicycle Boulevards:
Projects: 50
Miles: 62.06
Percentage of Bicycle Network: 21 %
Neighborhood Connections:
Projects: 7
Miles: 2.29
Percentage of Bicycle Network: 1%
Miami Bicycle Master Plan
Miami Bicycle Master Plan
Page 6-7
Scenic View Routes:
Projects: 7
Miles: 1.92
Percentage of Bicycle Network: 1%
Miami Bicycle Master Plan
A description of each bicycle improvement project, including its length and location, is broken out by
phase and bikeway type. It should be noted that the network phase maps and the individual project
descriptions are color coordinated by bicycle facility type. The bikeway network summary table may be
found in the Appendix C. The following is the bikeway network phasing plan:
Miami Bicycle Master Plan Page 6-8
7
I
N., '0 e
6.2.1 Shared Use Lane Markings [Sharrows]
1 Project
.1 miles
Miami Bicycle Master Plan
1) SW 1St Avenue (.10 miles): This project extends Sharrow pavement markings from West Flagler
Street to SW 2nd Street.
6.2.2 Bicycle Lane
19 Projects
15.7 miles
2) NE 2"d Avenue (3.95 miles): This project includes Bicycle Lanes from NE 20th Street to NE 84th
Street.
3) NE 14th Street — Phase One (.35 miles): The first phase of the NE 14th Street project includes
Bicycle Lanes between NE 2nd Avenue and NW 1St Avenue. Bicycle street signs have already
been implemented, marking the bikeway's full trajectory. See a description of the project's second
phase in the following 2015 Bikeway Plan.
4) Venetian Causeway (1.44 miles): This bikeway is part of an already scheduled roadway
reconstruction project where the Causeway's existing bicycle lanes are slated to be re -striped,
from San Marino Island west to North Bayshore Drive. Physically -separated bicycle lanes should
be placed next to the sidewalk in the roadway, are recommended from North Bayshore Drive to
the western end of the Venetian Causeway Bridge. This would require shifting the parallel parking
that already exists along the southern side NE 15th Street outward so that the bicycle lanes are
between the parallel parking and the sidewalk. This alignment would shrink the effective roadway
width and therefore help slow motor -vehicle traffic and provide an additional level of comfort for
bicyclists entering and exiting the Venetian Causeway.
5) North Bayshore Drive (.17 miles): This project, connecting the Venetian Causeway Bikeway
with Margaret Pace Park, includes Bicycle Lanes from NE 15th Street to the intersection of North
Bayshore Drive and NE 17th Terrace.
Miami Bicycle Master Plan Page 6-10
Miami Bicycle Master Plan
6) SW 3 I Avenue - Phase One (Coral Way) (1.15 miles): The first phase of this bikeway project is
to include bicycle lanes between SW 151h Road and SW 12th Avenue. See description of the
project's second phase in the following 2015 section.
7) SW 32nd Road (.12 miles): This project includes bicycle lanes from SW Td Avenue (Coral Way)
to the Vizcaya Metrorail Station.
8) NE 61St Street (.5 miles): This project includes Bicycle Lanes that extend from Biscayne
Boulevard to NE 2nd Avenue. NE 61St Avenue is a one-way pair with NE 62nd Street.
9) NE 62nd Street (.5 miles): This project includes Bicycle Lanes that extend from Biscayne
Boulevard to NE 2nd Avenue. NE 62nd is a one-way pair with NE 61St Street.
10) SW 2nd Avenue (.38 miles): This project includes Bicycle Lanes that extend from SW 15th Road
to SW 8th Street. This is a Miami -Dade County roadway.
11) South Miami Avenue (.25 miles): This project includes Bicycle Lanes that extend from SW 15th
Road to a half -block north of Coral Way (SW 15th Street), where the roadway splits at SW 12th
Street. This is a Miami -Dade County roadway.
12) SW 26th Road (.68 miles): This project adds Bicycle Lanes from The Rickenbacker Causeway to
SW 3rd Avenue (Coral Way).
13) North Miami Avenue (.5 miles): This project includes Bicycle Lanes from NE 14th Street to NE
20th Street. This is a Miami -Dade County roadway.
14) NW 1St Avenue (.83 miles): This project includes Bicycle Lanes that extend from NW 1St Street to
NW 13th Street.
15) NW 1St Avenue (.5 miles): This project includes Bicycle Lanes that extend from NW 14th Street to
NW 20th Street.
Miami Bicycle Master Plan
Page 6-11
in
Miami Bicycle Master Plan
16) NW 5th Avenue (.45 miles): This project includes removing some parallel parking spaces and
adding Bicycle Lanes from NW 4th Street to NW 11th Street.
17) SW 16th Street - Phase One (.50 miles): This project will add Bicycle Lanes from SW 32nd
Avenue to SW 37th Avenue. Additional segments of SW 16th Street are designated for Bicycle
Lanes in the 2015 Plan.
18) NW 23rd Avenue (.23 miles): This project will add Bicycle Lanes from NW 7th Street to NW 11th
Street.
19) Sewage Plant Road (2.75 miles): This project includes Bicycle Lanes from the Rickenbacker
Causeway to the terminus of Sewage Plant Road.
20) Virginia Beach County Park Access Road (.45 miles): This project includes Bicycle Lanes from
the Rickenbacker Causeway to the end of the parking lot in Virginia Beach County Park.
6.2.3 Shared Use Paths/Greenway
3 Projects
6.27 miles
21) Spring Garden On -Street Greenway (.60 miles): This project includes an on -street Greenway
from the Spring Garden Bridge at NW 7th Street Road to NW 11th Place at NW North River Drive.
As an on -street Greenway, Shared Use Lane pavement markings are recommended.
22) M -Path Restoration (4.65 miles): This existing bikeway maintenance project includes the
resurfacing of the existing M -Path in those areas that need it most.
23) Miami River Greenway (1.02 miles): This project includes three segments that stretch from NW
1St Street along S. NW River Drive to NW 12th Avenue, including the 5th Street Bridge. A fourth
segment includes an off-street riverwalk segment from SW 1St Court along Miami Avenue Road to
the South Miami Avenue Bridge.
Miami Bicycle Master Plan
Page 6-12
�w
Miami Bicycle Master Plan
Miami Bicycle Master Plan Page 6-13
Pullllllle mi n�.-���•_i.•;-y o �� • '_
-
lots
nnc
.f�
1,4i �• \I
u
J
10 Projects
38.37 miles
Miami Bicycle Master Plan
1) Coral Way (2.49 miles): This Bicycle Route project will extend from SW 37th Avenue to SW 12th
Avenue. It is to include signs demarcating the routes as part of the Miami Bicycle Network, as well
as any additional signs intended to improve the visibility of the bikeway.
2) SW 8th Street (4.92 miles): This Bicycle Route project will extend from SW 27th Avenue to
Tamiami Canal Road. It is to include signs demarcating the routes as part of the Miami Bicycle
Network, as well as any additional signs intended to improve the visibility of the bikeway.
3) SW 7th Street (3.0 miles): This Bicycle Route project will extend from Brickell Avenue to SW 27th
Avenue. It is to include signs demarcating the routes as part of the Miami Bicycle Network, as well
as any additional signs intended to improve the visibility of the bikeway.
4) West Flagler Street (4.81 miles): This Bicycle Route project will extend from SW 24th Avenue to
SW 72nd Avenue. It is to include signs demarcating the routes as part of the Miami Bicycle
Network, as well as any additional signs intended to improve the visibility of the bikeway.
5) NW 7th Street (5.18 miles): This Bicycle Route project will extend from NW South River Drive to
Tamiami Canal Road. It is to include signs demarcating the routes as part of the Miami Bicycle
Network, as well as any additional signs intended to improve the visibility of the bikeway.
6) NE/NW 54th Street (2.59 miles): This Bicycle Route project will extend from Biscayne Boulevard
to NW 19th Avenue. It is to include signs demarcating the routes as part of the Miami Bicycle
Network, as well as any additional signs intended to improve the visibility of the bikeway.
7) NE/NW 62nd Street (2.03 miles): This Bicycle Route project will extend from NE 2nd Avenue to
NW 17th Avenue. It is to include signs demarcating the routes as part of the Miami Bicycle
Network, as well as any additional signs intended to improve the visibility of the bikeway.
Miami Bicycle Master Plan
Page 6-15
(3'� 0 Miami Bicycle Master Plan
8) North Miami Avenue (4.45 miles): This Bicycle Route project will extend from NE 14th Street to
NE 84th Avenue. It is to include signs demarcating the routes as part of the Miami Bicycle
Network, as well as any additional signs intended to improve the visibility of the bikeway.
9) SW/NW 12th Avenue (6.07 miles): This Bicycle Route project will extend from NW 71s' Street to
SW 22nd Street (Coral Way). It is to include signs demarcating the routes as part of the Miami
Bicycle Network, as well as any additional signs intended to improve the visibility of the bikeway.
10) SW/NW 17th Avenue (2.83 miles): This Bicycle Route project will extend from NW River Drive to
US Route 1. It is to include signs demarcating the routes as part of the Miami Bicycle Network, as
well as any additional signs intended to improve the visibility of the bikeway.
6.3.2 Shared Use Lane Markings [Sharrows]
27 Projects
36.48 miles
11) Biscayne Boulevard (5.81 miles): This project extends Sharrow pavement markings from the
Western terminus of Biscayne Boulevard Way at SE 2nd Avenue, to the intersection of NE 87th
Street.
12) NE/NW 3rd Street (.78 miles): This project extends Sharrow pavement markings from Biscayne
Boulevard to NW North River Drive.
13) SW/SE 1St Street (.64 miles): This project extends Sharrow pavement markings from the western
side of the SW 1 s'Avenue Bridge to the street's terminus at Biscayne Boulevard.
14) West/East Flagler Street (.66 miles): This project extends Sharrow pavement markings from the
Biscayne Boulevard to the western edge of the West Flagler Street Bridge at NW 6th Avenue.
15) Brickell Avenue (1.87 miles): This project extends Sharrow pavement markings from SE 2nd
Street, at Biscayne Boulevard Way, to Brickell Avenue at the Rickenbacker Causeway.
Miami Bicycle Master Plan
Page 6-16
Miami Bicycle Master Plan
16) Brickell Avenue (.39 miles): This project extends Sharrow pavement markings along Brickell
Avenue, from the Rickenbacker Causeway to SE 32nd Road.
17) South Miami Avenue (.18 miles): This project extends Sharrow pavement markings from SE
25th Road to S. Dixie Highway.
18) North Miami Avenue (.51 miles): This project extends Sharrow pavement marking between
NW/SW 51h Street and SW/SE 3rd Street.
19) SW/NW 2nd Avenue (1.44 miles): This project extends Sharrow pavement markings between SW
7th Street and NW 11th Street, and extends to NW 14th Street along NW 1 st Place.
20) SW 1St Avenue (1.19 miles): This project extends Sharrow pavement markings between SW 7th
Street and SW 151h Road.
21) NE/NW 14th Street (1.25 miles): This project is comprised of two segments. The first segment
extends Sharrow pavement markings from Herald Plaza to NE 2nd Avenue. The second segment
extends Sharrow pavement markings from NW 7th Avenue to NW 17th Avenue.
22) SE/NE 2nd Avenue (1.71 miles): This project extends Sharrow pavement markings from
Biscayne Boulevard Way to NE 201h Street.
23) NW 3IdAvenue (1.5 miles): This project extends Sharrow pavement markings from NW 2nd Street
to NW 22nd Street.
24) NW 8th Street Road, NW 9th Avenue, NW 10th Avenue (1.06 miles): This Shared Pavement
Markings project includes three segments that follow a single, continuous trajectory. It extends
Sharrows along NW 8th Street Road from NW 7th Avenue to NW 14th Street and from NW 14th
Street to NW 201h Street along NW 91h and NW 10th Avenue.
25) NW 16th Terrace (.27 miles): This project extends the `Healthwalk' bicycle component with
Shatred Use Lane pavement markings from NW 12th Avenue to NW 14th Avenue.
Miami Bicycle Master Plan Page 6-17
Miami Bicycle Master Plan
26) NW 28th Street (2.02 miles): This project extends Sharrow pavement markings from NW 27th
Avenue and NW 7th Avenue.
27) NE/NW 36th Street (3.17 miles): This project extends Sharrow pavement markings from Biscayne
Boulevard to NW 27th Avenue.
28) NE/NW 46th Street (2.41 miles): This project extends Sharrow pavement markings from NE 4th
Avenue to NW 19th Avenue.
29) NE/NW 601h Street (.81 miles): This project extends Sharrow pavement markings from NE 2nd
Avenue to NW 51h Court.
30) NW 71s' Street (1.17 miles): This project extends Sharrow pavement markings from the 1-95
underpass to NW 17th Avenue.
31) SW 8th Street (3.32 miles): This project extends Sharrow pavement from Brickell Key Drive to
SW 27th Avenue. SW 8th Street is a one-way street.
32) SW 16th Street (1.0 mile): This project extends Sharrow pavement from SW 17th Avenue to SW
27th Avenue.
33) Mary Street/Grand Avenue (.93 miles): This project extends Sharrow pavement markings from
Mary Street at Bayshore Drive to the eastern terminus of Grand Avenue, to US Route 1.
34) McFarlane Road (.17 miles): This project extends Sharrow pavement markings from South
Bayshore Drive to Grand Avenue.
35) Main Highway (.28 miles): This project extends Sharrow pavement markings from the
McFarlane Road/Grand Avenue intersection to Franklin Avenue.
36) SW 37th Avenue (South Douglas Road) (1.36 miles): This project extends Sharrow pavement
markings from Sunrise Avenue to Grand Avenue.
Miami Bicycle Master Plan Page 6-18
Miami Bicycle Master Plan
37) Ingraham Highway (.58 miles): This Shared Pavement Markings project extends Sharrow
pavement markings from Sunrise Avenue to SW 37th Avenue (South Douglas Road).
6.3.3 Bicycle Lanes
17 Projects
16.44 miles
38) NE 14th Street (.64 miles): The second phase of the NE 14th Street project includes Bicycle
Lanes between NW 1St Avenue and NW 7th Avenue. "Share The Road" street signs have already
been implemented, marking the Bikeway's full trajectory.
39) SW 1St Street (1.93 miles): This `road diet' reconstruction project adds Bicycle Lanes from SW 5th
Avenue to SW 22nd Avenue. Physically -protected bicycle lanes or buffered bicycle lanes would
improve the level of service and should be studied further in the design process. SW 1St Street is
an FDOT roadway.
40) West Flagler Street (3.29 miles): This `road diet' reconstruction project adds Bicycle Lanes from
SW 6th Avenue to SW 24th Avenue. Physically -protected bicycle lanes or buffered bicycle lanes
would improve the level of service and should be studied further in the design process. Flagler
Street is an FDOT roadway.
41) SW 11th Street/SW 1St Court (.44 miles): This project includes Bicycle Lanes from SW 2nd
Avenue to the terminus of SW 1St Court at the Miami River. Both the SW 11th Street and SW 1St
Court segments feature one-way traffic movements.
42) SW 15th Road (.42 miles): This project includes two segments. The first segment includes
Bicycle Lanes from the South Miami Avenue traffic circle to Brickell Bay Drive. The second
segment includes Bicycle Lanes from SW 3rd Avenue to SW 11th Street.
43) SW 11th Street (.76 miles): This project includes Bicycle Lanes from SW 15th Road to SW 12th
Avenue. Some parallel parking spaces will have to be removed.
Miami Bicycle Master Plan
Page 6-19
Miami Bicycle Master Plan
44) South Miami Avenue/South Bayshore Drive (2.62 miles): This project adds Bicycle Lanes
along one of Miami's most heavily traveled bicycle corridors, from South Miami Avenue at South
Dixie Highway, to McFarlane Road. While this bikeway project will likely take place as part of a
roadway or drainage reconstruction project, it is recommended that such a project be fast -tracked
for implementation within five years of this Plan's adoption.
45) SW 32nd Road (.21 miles): This project adds Bicycle Lanes between Brickell Avenue and the
entrance to the Vizcaya Metrorail Station pedestrian bridge that spans US Route 1.
46) SW 16th Street — Phase Two (.74 miles): This project is comprised of two segments, which
extends the Phase 1 (2010) Bicycle Lane improvements between SW 32nd Avenue to SW 37th
Avenue. This additional segment extends from SW 27th Avenue to SW 32nd Avenue.
47) NW 17th Street (.62 miles): This Bicycle Lane project comprises an on -street bicycle segment of
the Health District `Healthwalk'. It extends from NW 3rd Avenue to NW 9th Avenue. See the Shared
Use Lane Marking and Shared Use Path/Greenway sections of this 2015 phase to understand the
route's full trajectory.
48) NW 5th Avenue (.89 miles): The first of two segments planned on NW 5th Avenue will include
Bicycle Lanes from NW 21 st Terrace to NW 36th Street.
49) NW 5th Avenue (.86 miles): The second segment of the NW 5th Avenue Bicycle Lanes extends
from NW 40th Street to NW 54th Street.
50) NW 5th Avenue (.45 miles): This project includes Bicycle Lanes from NW 4th Street to NW 11th
Street. It will require the removal of on -street parking.
51) NW 9th Street (.36 miles): This project includes Bicycle Lanes between NW 43rd Avenue and NW
47th Avenue.
52) NW 45th Avenue (.56 miles): This project includes Bicycle Lanes between NW 7th Street and NW
15th Street.
Miami Bicycle Master Plan
Page 6-20
Miami Bicycle Master Plan
53) Tamiami Canal Road (.67 miles): This project will add Bicycle Lanes from SW 8th Street to West
Flagler Street.
54) Tamiami Canal Road (.98 miles): This project will add Bicycle Lanes from NW 691h Avenue to
NW 7th Street.
6.3.4 Shared Use Paths/Greenways
7 Projects
10.36 Miles
55) Commodore Trail Restoration and Improvement (3.77 miles): While the Commodore Trail
begins in the City of Coral Gables, the Shared Use Path/Greenway in Miami extends from Sunrise
Avenue to Franklin Avenue before becoming an on -street route through the Coconut Grove
Village Center. The Trail then continues from the intersection of McFarlane Road and South
Bayshore Drive to SW 32nd Road. At present, this second segment is very poor shape is hardly
visible. This project is to include re -surfacing, additional signage and safety measures, especially
at intersection and curb cut locations, per the Commodore Trail Improvement Plan.
56) M -Path Comprehensive Improvement (4.65 miles): This project includes the entire 9 mile
trajectory of the M -Path, half of which exists in the City of Miami, from Southwest 37th Avenue to
the Miami River. It is to include re -surfacing, additional signage and safety measures, especially
at intersection and curb cut locations, per the M -Path Master Plan.
57) Metromover Guideway Path (.25 miles): This project includes a shared -use path segment
running underneath the Metromover, from SW 8th Street to the Miami River Greenway.
58) Healthwalk Bicycle Path (.33 miles): This Bicycle Path will extend for a half -block south of the
NW 17th Street and NW 91h Avenue intersection before cutting through the Health district to the
intersection of NW 12th Avenue and NW 16th Street. This Path should be studied and designed
carefully so as to facilitate safe riding through the district without comprising the safety of
pedestrians within the core Health District campus. A physically -separated path, delineated with
different color pavers, paint, or protected by curbs, and accompanied by signs, should help mark
the way for bicyclists in a district that can experience heavy pedestrian traffic. This bicycle path
Miami Bicycle Master Plan Page 6-21
Miami Bicycle Master Plan
will link to both the Healthwalk bicycle lane on NW 17th Street to the west, and a Shared Use Lane
Marking on NW 16th Terrace to the west.
59) NW South River Drive/NW 10th Avenue/NW 8th Terrace/NW 12th Court (1.09 miles): This On -
Street Greenway project extends from NW 1s' Street to NW 7th Street. It is recommended that
Shared Use Lane markings be added to the Greenway.
60) NW 13th Avenue (.17 miles): This on -street Greenway project extends from NW 71h Street to the
terminus of NW 131h Street. It is recommended that Shared Use Lane Markings be added.
61) NW 18th Avenue Greenway (.10 miles): This project includes a shared use pathway between the
terminus of NW 18th Avenue, through Comstock Elementary and Comstock Park to where NW
18th Avenue resumes at NW 27th Street. This Greenway will connect two Bicycle Boulevard
segments.
6.3.5 Bicycle Boulevards
5 Projects
8.07 miles
62) SW 19th Street (2.02 miles): This Bicycle Boulevard Project will extend from SW 12th Avenue to
SW 32nd Avenue. An additional traffic circle should be considered at SW 19th, SW 21St SW 26th
and SW 29th Avenues. New Bicycle Priority Signals/Actuators and/or traffic calming devices
should be considered at the SW 17th SW 22nd and SW 27th intersections.
63) SW 24th Avenue/Calusa Street (2.26 miles): This Bicycle Boulevard project extends from Tiger
Tail Avenue to Beacom Boulevard. New Bicycle Priority Signals/Actuators and/or traffic calming
devices should be considered at the SW 7th SW 81h Street, and Coral Way intersections.
64) SW 601h Avenue (.98 miles): This Bicycle Boulevard project will extend from SW 8th Street to
NW 7th Avenue. New Bicycle Priority Signals/Actuators and/or traffic calming devices should be
considered at the West Flagler intersection.
Miami Bicycle Master Plan
Page 6-22
in
Miami Bicycle Master Plan
65) NW 18th Avenue (1.5 miles): This Bicycle Boulevard project extends from NW 15th Street to NW
391h Street. New Bicycle Priority Signals/Actuators and traffic calming devices should be
considered at the NW 20th Street intersection, as well as the NW 28th and 36th Street intersections.
This Bicycle Boulevard is interrupted by the NW 18th Street Greenway, connecting the Boulevard
through Comstock Elementary.
66) NW 11th Avenue (1.31 miles): This Bicycle Boulevard project will extend from NW 46th Street,
around Crestwood Park, to NW 67th Street/Miami Northwestern Senior High School. New Bicycle
Priority Signals/Actuators and/or traffic calming devices should be considered at the NW 54th and
NW 62nd intersections.
6.3.6 Neighborhood Connections
7 Projects
2.29 miles
67) NE 201h Street Alley (.10 miles): This Neighborhood Bikeway Connection project will extend from
NE 2nd Avenue to Biscayne Boulevard. It is to include signs demarcating the route as part of the
Miami Bicycle Network.
68) SW Flagler Terrace (.51 miles): This Neighborhood Bikeway Connection project will extend from
SW 17th Avenue to West Flagler Street. It is to include signs demarcating the route as part of the
Miami Bicycle Network.
69) SW 17th Street Lane (.37 miles): This Neighborhood Bikeway Connection project will extend from
SW 24th Avenue to SW 21St Avenue. It is to include signs demarcating the route as part of the
Miami Bicycle Network.
70) NW 5th Ave (.02 miles): This neighborhood bikeway connection will formalize and extend a
current desire line path from NW 11th Street to NW 11th Terrace, connecting two bicycle lanes and
Booker T. Washington High School.
Miami Bicycle Master Plan
Page 6-23
Miami Bicycle Master Plan
71) NW 13th Street Lane (.30 miles): This Neighborhood Bikeway Connection project will extend
from NW 40th Street to NW 46th Street. It is to include signs demarcating the route as part of the
Miami Bicycle Network.
72) NW 39th Street Alley (.5 miles): This Neighborhood Bikeway Connection project is located
between 391h and 401h Streets. It extends from North Miami Avenue to NW 3rd Avenue. It is to
include signs demarcating the route as part of the Miami Bicycle Network.
73) NW 47th Terrace Alley (.49 miles): This Neighborhood Bikeway Connection project is located
between NW 471h Terrace and NW 481h Street. It extends from NW 71h Avenue to NW 121h Avenue,
passing through East Bay Vista Park and Crestwood Park. It is to include signs demarcating the
route as part of the Miami Bicycle Network.
6.3.1 Scenic View Router
2 Projects
.65 miles
74) Royal Road (.29 miles): This Scenic View Route project will extend from Main Highway to the
terminus of Royal Road at Biscayne Bay. It is to include signs or special pavement markings
demarcating the route as part of the Miami bikeway network. Additionally, small pocket park
improvements should be made at the route's terminus on the bay.
75) NE 34th Street (.36 miles): This Bicycle Waterway Route project will extend from Biscayne
Boulevard to the eastern terminus of NE 341h Street at the Biscayne Bay Network It is to include
signs or special pavement markings demarcating the route as part of the Miami Bicycle.
Miami Bicycle Master Plan
Page 6-24
9 Projects
26.38 miles
Miami Bicycle Master Plan
1) NE/NW 29th Street (2.03 miles): This Bicycle Route project will extend from NE 2nd Avenue to
NW 17th Avenue. It is to include signs demarcating the routes as part of the Miami bikeway
network, as well as any additional signs intended to improve the visibility of the bikeway.
2) NW 7th Avenue (4.73 miles): This Bicycle Route project will extend from NW 51h Street to NW 71St
Street. It is to include signs demarcating the routes as part of the Miami bikeway network, as well
as any additional signs intended to improve the visibility of the bikeway.
3) SW/NW 22nd Avenue (4.54 miles): This Bicycle Route project will extend from NW 36th Street to
US Route 1. It is to include signs demarcating the routes as part of the Miami bikeway network, as
well as any additional signs intended to improve the visibility of the bikeway.
4) S W/NW 27th Avenue (4.87 miles): This Bicycle Route project will extend from US Route 1 to NW
391h Street. It is to include signs demarcating the routes as part of the Miami bikeway network, as
well as any additional signs intended to improve the visibility of the bikeway.
5) SW/NW 37th Avenue (4.51 miles): This Bicycle Route project will extend from Grand Avenue to
NW 201h Street. It is to include signs demarcating the routes as part of the Miami bikeway
network, as well as any additional signs intended to improve the visibility of the bikeway.
6) SW/NW 42nd Avenue (1.6 miles): This Bicycle Route project will extend from NW 11th Street to
SW 8th Street. It is to include signs demarcating the routes as part of the Miami bikeway network,
as well as any additional signs intended to improve the visibility of the bikeway.
7) SW/NW 57th Avenue (1.16 miles): This Bicycle Route project will extend from SW 81h Street to
the Tamiami Canal Bridge, which is one block north of NW 7th Street. It is to include signs
demarcating the routes as part of the Miami bikeway network.
Miami Bicycle Master Plan
Page 6-26
01�b Miami Bicycle Master Plan
8) SW/NW 67th Avenue (.68 miles): This Bicycle Route project will extend from SW 8th Street to
the Tamiami Canal Road. It is to include signs demarcating the routes as part of the Miami
bikeway network.
9) NE/NW 791h Street (2.26 miles): This Bicycle Route project will extend from NE 791h Street
Causeway to NW 7th Avenue. It is to include signs demarcating the routes as part of the Miami
bikeway network, as well as any additional signs intended to improve the visibility of the bikeway.
6.4.2 Shared Use Lane Markings [Sharrows
22 Projects
26.22 miles
10) NE/NW 3rd Street (.41 miles): This project extends Sharrow pavement markings from Biscayne
Boulevard to NW 1St Avenue.
11) NE 15th Street (.45 miles): This project extends Sharrow pavement markings from North
Bayshore Drive to North Miami Avenue.
12) North Bayshore Drive (.38 miles): This project extends Sharrow pavement markings from the
NE 17th Terrace intersection to NE 21St Street.
13) NW 17th Street (.28 miles): This project extends Sharrow pavement marking from NW 3rd Avenue
to the terminus of NW 17th Street at the FEC railroad tracks.
14) NW 2nd Avenue (.71 miles): This project extends Sharrow pavement markings from NW 11th
Terrace to NW 201h Street.
15) NE 1St Avenue (.44 miles): This project extends Sharrow pavement markings from NE 29th Street
to NE 36th Street.
16) NW 2nd Avenue (2.99 miles): This project extends Sharrow pavement markings from NW 291h
Street to NW 791h Street.
Miami Bicycle Master Plan Page 6-27
in
Miami Bicycle Master Plan
17) NW 11th Street (.7 miles): This project extends Sharrow pavement markings from NW 7th Avenue
to NW 12th Avenue.
18) NW 7th Avenue Bridge (.10 miles): This project extends Sharrow pavement markings over the
NW 7th Avenue Bridge, between SW 8th Avenue NW North River Drive.
19) NW 10th Avenue (3.05 miles): This project extends Sharrow pavement markings from NW 201h
Street to NW 71 st Street.
20) NW 17th Avenue (1.53 miles): This project extends Sharrow pavement markings from NW 14th
Street to NW 36th Street.
21) NE/NW 20th Street (3.04 miles): This project extends Sharrow pavement markings from NE 2nd
Avenue to NW 27th Avenue.
22) Brickell Bay Drive (.72 miles): This project extends Sharrow pavement markings between SE
15th Road Street and SE 8th Street.
23) South Miami Avenue (.4 miles): This project extends Sharrow pavement markings from SW 12th
Street to SE 6th Street.
24) SW 6th Street (3.5 miles): This project extends from the eastern terminus of SW 6th Street, at the
SW 2nd Avenue Bridge, to SW 36 Court.
25) Beacom Boulevard (.25 mile): This project is comprised of two segments. The first segment
extends Sharrow pavement markings from SW 8th Street to SW 6th Street. The second segment
extends Sharrow pavement markings from SW 1st to West Flagler Street.
26) SW 1St Street (.25 miles): This project extends Sharrow pavement markings from SW 22nd
Avenue to SW 24th Avenue.
27) SW 12th Avenue (1.5 miles): This project places Sharrow pavement markings along an already
designated Bicycle Route, from SW 8th Street to NW 14th Street.
Miami Bicycle Master Plan Page 6-28
in
Miami Bicycle Master Plan
28) SW 32"d Avenue (3.04 miles): This project extends Sharrow pavement markings from Grand
Avenue to West Flagler Street.
29) SW 17th Avenue (.4 miles): This project extends Sharrow pavement markings from South
Bayshore Drive to US Route 1.
30) SW 22nd Avenue/Kirk Street (.5 miles): This project extends Sharrow pavement markings from
South Bayshore Drive to US Route 1.
31) Tigertail Avenue/Oak Avenue (1.13 miles): This project extends Sharrow pavement markings
from SW 22nd Avenue to the western terminus of Oak Avenue.
6.4.3 Bicycle Lanes
10 projects
9.94 miles
32) NE/NW 11th Street (1.07 miles): This project includes Bicycle Lanes between Biscayne
Boulevard and NW 7th Avenue.
33) NW 11th Street (2.29 miles): This project includes Bicycle Lanes between NW 22nd Avenue and
NW 44th Avenue.
34) NE/NW 10th Street (1.06 miles): This project includes Bicycle Lanes between Biscayne
Boulevard and NW 81h Street Road.
35) North Miami Avenue (.64 miles): This `road diet' project recommends the addition of a
physically -separated, or buffered Bicycle Lanes from NW 14th Street to NW 5th Street.
36) NW 3rd Street (.47 miles): This project adds Bicycle Lanes from NW 1st Avenue to Northwest
North River Drive.
Miami Bicycle Master Plan
Page 6-29
in
Miami Bicycle Master Plan
37) SW/NW 8th Avenue (.98 miles): This project includes Bicycle Lanes between SW 11th Street and
NW South River Drive.
38) NW 2nd Avenue (.58miles): This project includes Bicycle Lanes from NW 201h Street to NW 291h
Street.
39) North Federal Highway (1.04 miles): This project includes Bicycle Lanes from NE 36th Street to
NE 54th Street.
40) Beacom Boulevard (.41 miles): This project includes Bicycle Lanes from SW 6th Street to SW 1 St
Street.
41) NW 14th Street (1.40 miles): This project includes Bicycle Lanes from NW 22nd Avenue to NW
37th Avenue. Because the westernmost block of this segment is a one-way street, the eastbound
Bicycle Lane will have to start at NW 36th Avenue.
6.4.4 Shared Use Paths/Greenways
12 Projects
15.66 Miles
42) FEC Greenway (5.35 miles): This project includes a Shared Use Path from the Freedom Tower
at Biscayne Boulevard to the City's northernmost boundary at the Little River.
43) FEC Unity Trail (1.33 miles): This project within the City of Miami includes a Shared Use Path
from the east -west FEC tracks along 72nd Street to NW 7th Avenue.
44) NW 12th Parkway Greenway (.5 miles): This project within the City of Miami includes a Shared
Use Path within the existing, or in the reclaimed space from the existing NW 12th Parkway, from
NW 62nd Street to NW 71St Street.
45) Overtown Greenway (1.62): This project extends from Biscayne Boulevard and NE 91h Street,
and includes on -street portions of NW 91h Street, NW 1st Avenue, and NW 11th Street before
Miami Bicycle Master Plan Page 6-30
Miami Bicycle Master Plan
terminating at NW 12th Avenue. On -street segments of the Greenway should be accompanied by
Shared Use Lane markings.
46) NW North River Drive Greenway (1.37): This on -street Greenway project extends from NW 17th
Avenue and includes on -street portions of NW North River Drive, NW 18th Terrace, NW 251h
Avenue, and NW 26th Avenue before terminating at NW 201h Street. The project also includes an
off-street Shared Use Riverwalk path, which extends from NW 14th Avenue to NW 13th Terrace.
On -street segments of the Greenway should be accompanied by Shared Use Lane markings.
47) NW South River Drive Greenway (.42): This on -street and riverwalk Greenway project borders
the western edge of Sewall Park and extends along the Miami River to the South Fork. Two
additional segments of the project run north to the river from the terminus of NW19th Avenue and
NW 19th Court. This on -street Greenway should be accompanied by Shared Use Lane Markings.
48) Virginia Key Trails (2.0): This project includes several interconnected off-road bicycle trails
suitable for mountain bikes and a Shared Use Path. The trails should be located at the
northernmost peninsula of Virginia Key, and should be made accessible at the terminus of
Sewage Plant Road.
49) NW South River Drive (.95 miles): This project includes an on -street Greenway from NW 14th
Avenue to NW 22nd Avenue. It should include Shared Use Lane marking.
50) Miami River Greenway— Fern Island Park (.25 miles): This project includes Shared Use Path
along the South Fork of the Miami River, which extends from NW 22nd Avenue to the western
terminus of Fern Island Park. On -street segments should include Shared Use Lane markings.
51) Miami River Greenway—Riverwalk Extensions (.23 miles): This project includes Shared Use
Path along two parcels extending into the Miami River, between NW 22nd Avenue and NW 22nd
Court.
52) Miami River Greenway—NW 14th Street/NW 23 Id Avenue/NW 16th Street Road/NW 17th
Street/Delaware Parkway/NW 291h Avenue, NW South River Drive/NW 18th Terrace (1.48
Miami Bicycle Master Plan Page 6-31
Miami Bicycle Master Plan
miles): This project includes on -street Greenways, from NW 14th Street to NW 18th Terrace, and
should include Shared Use Lane markings along its trajectory.
53) Miami River Greenway—Riverwalk Extensions (.16 miles): This project includes Shared Use
Path along the Miami River at the southern terminus of NW 19th Avenue.
6.4.5 Bicycle Boulevards
13 Projects
17.87 miles
54) SW 3rd Street (1.35 miles): This Bicycle Boulevard Project extends from SW 41h Avenue to SW
17th Avenue.
55) SW 4th Avenue/SW 20th Street (1.53 miles): This Bicycle Boulevard project extends from SW
151h Road to SW 171" Avenue. Bicycle Priority Signals/Actuators and/or traffic calming devices
should be considered at the SW 12th Avenue intersection.
56) SW 22nd Terrace (2.02 miles): This Bicycle Boulevard project extends from SW 171h Avenue to
SW 371h Avenue. Bicycle Priority Signals/Actuators and/or traffic calming devices should be
considered at the SW 22nd, SW 27th, and SW 32nd Avenue intersections.
57) Shipping Avenue (.86 miles): This Bicycle Boulevard project extends from SW 261h Avenue to
Plaza Street. Bicycle Priority Signals/Actuators and/or traffic calming devices should be
considered at the McDonald Street intersection.
58) Alatka Street/Tigertail Avenue (.99 miles): This Bicycle Boulevard project extends from Alatka
Street at South Bayshore Drive, to SW 22nd Avenue.
59) Plaza Street (1.05 miles): This Bicycle Boulevard project extends from Main Highway to US
Route 1. Bicycle Priority Signals/Actuators and/or traffic calming devices should be considered at
the Grand Avenue Intersection.
Miami Bicycle Master Plan
Page 6-32
Miami Bicycle Master Plan
60) SW 4th/SW 5th Street (3.35 miles): This Bicycle Boulevard project extends from SW 4th Avenue
to Tamiami Canal Road. New Bicycle Priority Signals/Actuators and/or traffic calming devices
should be considered at the SW 57th and SW 67th Avenue intersections.
61) NE 55th Terrace (.45miles): This Bicycle Boulevard project extends from Morningside Park to
Biscayne Boulevard.
62) NE 5th Avenue (1.64 miles): This Bicycle Boulevard project extends from NE 551h Terrace to NE
77th Street. A bicycle crossing refuge should be constructed at the Biscayne Boulevard
intersection.
63) NW 3rd Avenue (1.25 miles): This Bicycle Boulevard project extends from NW 36th Street to NW
60th Street. Bicycle Priority Signals/Actuators and/or traffic calming devices should be considered
at the NW 54th and 64th Street intersections.
64) NW 14th Avenue (1.35 miles): This Bicycle Boulevard project extends from NW 501h Street to
NW 72nd Street. Bicycle Priority Signals/Actuators and/or traffic calming devices should be
considered at the NW 54th and 64th Street intersections.
65) NW 58th Street (1.02 miles): This Bicycle Boulevard project extends from NW 7th Avenue to
NW17th Avenue. Bicycle Priority Signals/Actuators and/or traffic calming devices should be
considered at the NW 12th Avenue intersection.
66) NW 67th Street (1.01 miles): This Bicycle Boulevard project extends from NW 17th Avenue to
NW 7th Avenue. Bicycle Priority Signals/Actuators and/or traffic calming devices should be
considered at the NW 12th Avenue intersection.
6.4.6 Neighborhood Connections
0 Projects
0 miles
Miami Bicycle Master Plan
Page 6-33
6.4.1 Scenic View Routes
5 Projects
1.37 miles
Miami Bicycle Master Plan
67) Munroe Drive (.25 miles): This Bicycle Waterway Route project will extend from Main Highway to
the terminus of Munroe Drive at Biscayne Bay. It is to include signs or special pavement
markings demarcating the route as part of the Miami Bicycle Network.
68) NE 29th Street (.35 miles): This Bicycle Waterway Route project will extend from NE 2nd Avenue
to the terminus of NE 291h Street at Biscayne Small pocket park improvements should be made at
the route's terminus on the bay.
69) NE 25th Street (.34 miles): This Bicycle Waterway Route project will extend from Biscayne
Boulevard to the terminus of NE 34th Street at Biscayne Additionally, small pocket park
improvements should be made at the route's terminus on the bay.
70) NE 77th Street Road (.14 miles): This Bicycle Waterway Route project will extend from Biscayne
Boulevard to NE 4th Court. It is to include signs or special pavement markings demarcating the
route as part of the Miami Bicycle Network. .Additionally, a small pocket park improvements
should be made at the route's terminus on the Little River.
71) NE 61St Street (.19 miles): This Bicycle Waterway Route project will extend from Biscayne
Boulevard the terminus of NE 61St Street at Biscayne Bay. Additionally, small pocket park
improvements should be made at the route's terminus on the bay.
Miami Bicycle Master Plan
Page 6-34
1 1
al IIIIIIIm
m
0 projects
0 miles
6.5.2 Shared Use Lane Markings [Sharrows]
0 projects
0 miles
6.5.3 Bicycle Lanes
11 projects
13.67 miles
Miami Bicycle Master Plan
1) South Miami Avenue Bridge (.18 miles): This project recommends placing protected or buffered
bicycle lanes along the length of the Bridge.
2) Bird Avenue (.77 miles): This project includes bicycle lanes from SW 27th Avenue to US
Route 1.
3) SW 7th Street (3.01 miles): This `road diet' project adds Bicycle Lanes to the existing Bike Route,
from Brickell Avenue to SW 27th Avenue.
4) SW 12th Avenue (1.52 miles): This `road diet' project adds Bicycle Lanes to segments of an
already existing Bike Route. The first segment includes Coral Way to SW 8th Street. The second
segment extends from NW 14th Street to NW 201h Street.
5) SW 27th Avenue (.75 miles): This project includes Bicycle Lanes from South Bayshore Drive to
US Route 1.
6) NW 4th Avenue (.57 miles): This project includes Bicycle Lanes from NW 7th Street to NW
15th Street.
7) NW 14th Avenue (.63 miles): This `road diet' project includes Bicycle Lanes from NW North River
Drive to NW 201h Street.
'' Miami Bicycle Master Plan Page 6-36
ir
0,70 Miami Bicycle Master Plan
8) NE/NW 291h Street (2.02 miles): This project adds Bicycle Lanes to an existing Bike Route, from
NE 2nd Avenue to NW 17th Avenue.
9) NE/NW 71s' Street (1.34 miles): This project adds Bicycle Lanes from Biscayne Boulevard to the
1-95 Expressway underpass.
10) NE/NW 79th Street (2.19 miles): This project adds Bicycle Lanes to an existing Bike Route, from
NE Bayshore Court to NW 7th Street.
11) NW 47th Avenue (.69 miles): This project includes Bicycle Lanes from West Flagler Street to the
Avenue's terminus at Blue Lagoon.
6.5.4 Shared Use Paths/Greenways
2 Projects
2.32 miles
12) Biscayne Baywalk (1.99 miles): This project includes a Shared Use Path along the Biscayne
Bay, from the northern terminus of Bayfront Park to the northern terminus of Margaret Pace Park.
It will connect to the Miami River Greenway.
13) Biscayne Baywalk North Greenway (.33 miles): This project includes a Shared Use Path along
the Bayfront, from NE 34th Street to the Northern border of Magnolia Park. Those segments
crossing beneath the Julia Tuttle Causeway should be cantilevered along the Bay.
6.5.5 Bicycle Boulevards
32 Projects
36.12 miles
14) Poinciana Avenue (.74 miles): This Bicycle Boulevard project extends from SW 42nd Avenue to
Main Highway. Traffic calming devices should be considered at the SW 37th Avenue intersection.
15) SW 28th Street (.49 miles): This Bicycle Boulevard project extends from SW 22nd Avenue to SW
27th Avenue.
Miami Bicycle Master Plan Page 6-37
Street to SW 27th Avenue.
17) SW 26th Street (1.86 miles): This Bicycle Boulevard project extends from SW 21St Avenue to SW
37th Avenue. Bicycle Priority Signals/Actuators and/or traffic calming devices should be
considered at the SW 22nd, SW 27th and SW 32nd Avenue intersections.
18) SW 10th Street Road/ SW 21s' Avenue (1.51 miles): This Bicycle Boulevard project extends
from SW 26th Street to SW 8th Street. Bicycle Priority Signals/Actuators and/or traffic calming
devices should be considered at the Coral Way intersection.
19) SW 13th Street (2.23 miles): This Bicycle Boulevard project extends from SW 91h Avenue to SW
32nd Avenue. Bicycle Priority Signals/Actuators, bicycle median refuges and/or traffic calming
devices, should be considered at the intersections of SW 12th 171" 22nd, and 27th Avenues.
20) SW 11th Avenue/ SW 26th Road (1.31 miles): This Bicycle Boulevard project extends from SW
1s' Avenue to SW 8th Street. Bicycle Priority Signals/Actuators and/or traffic calming devices,
should be considered at the SW 8th, SW 7th, SW 1 st, and West Flagler Street intersections.
21) SW 201h Road (.57 miles): This Bicycle Boulevard project extends from SW 1s' Avenue to SW
11th Street.
22) SW/NW 7th Avenue (.97 miles): This Bicycle Boulevard project extends from SW 201h Street to
Northwest South River Drive. Bicycle Priority Signals/Actuators and/or traffic calming devices,
should be considered at the SW 8th, SW 71", SW 1St, and West Flagler Street intersections.
23) SW/NW 19th Avenue (2.45 miles): This Bicycle Boulevard project extends from US Route 1 to
NW 7th Street. Priority Signals/Actuators and/or traffic calming devices, should be considered at
the SW 8th, SW 7th, SW 1 st, and West Flagler Street intersections.
24) SW 291h Avenue (1.36 miles): This Bicycle Boulevard project extends from SW 201h Street to
West Flagler Street. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic
calming devices, should be considered at the SW 8th Street intersection.
Miami Bicycle Master Plan Page 6-38
Miami Bicycle Master Plan
25) SW/NW 33 Id Avenue (1.19 miles): This Bicycle Boulevard project extends from SW 5th Street tc
NW 11th Street. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic calming
devices, should be considered at the West Flagler and NW 7th Street intersections.
26) SW 33rd Avenue/SW 34th Avenue/Coral Gate Drive/SW 36th Avenue (1.92 miles): This multi-
segment, continuous Bicycle Boulevard project extends from SW 27th Street to SW 5th Street.
Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic calming devices, should be
considered at the Coral Way and SW 8th Street intersections
27) SW 201h Street/SW 19th Terrace (.54 miles): This Bicycle Boulevard project extends from SW
32nd Avenue to SW 31St Avenue.
28) SW 47th Avenue (.49 miles): This Bicycle Boulevard project extends from SW 8th Street to West
Flagler Street.
29) SW 3rd Street/NW 48th Avenue (1.71 miles): This Bicycle Boulevard project extends from NW
38th Court to SW 8th Street. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic
calming devices, should be considered at the SW 42nd Avenue intersection.
30) NW 53rd Avenue (.49 miles): This Bicycle Boulevard project extends from West Flagler Street to
NW 7th Street.
31) SW/NW 63rd Court (.90 miles): This Bicycle Boulevard project extends from SW 8th Street to
West Tamiami Canal Road. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic
calming devices, should be considered at the West Flagler Street intersection.
32) NW 17th Street (1.0 miles): This Bicycle Boulevard project extends from NW 27th Avenue to NW
37th Avenue.
33) NW 91h Street (.7 miles): This Bicycle Boulevard project extends from NW 22nd Avenue to
Kensington Elementary School, just past NW 291h Avenue.
Miami Bicycle Master Plan
Page 6-39
Miami Bicycle Master Plan
34) NW 3rd Street (1.64 miles): This Bicycle Boulevard project extends from NW 22nd Avenue to
Northwest South River Drive. Bicycle Priority Signals/Actuators, bicycle median refuge and/or
traffic calming devices, should be considered at the NW 17th and NW 12th Avenue intersections.
35) NW 15th Street Road/NW18th Street (.85 miles): This Bicycle Boulevard project extends from
NW 14th Avenue to Northwest 22nd Avenue.
36) NW 24th Avenue (1.18 miles): This Bicycle Boulevard project extends from NW North River
Drive to NW 36th Street. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic
calming devices, should be considered at the NW 201h and NW 28th Street intersections.
37) NW 43rd Street (1.27 miles): This Bicycle Boulevard project extends from NW 7th Avenue to NW
19th Avenue. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic calming
devices, should be considered at the NW 12th and NW 17th Avenue intersections.
38) NW/NE 50th Street (.90 miles): This Bicycle Boulevard project extends from Archbishop Curley
Notre Dame High School at NE 2nd Avenue to NW 6th Avenue. Bicycle Priority Signals/Actuators,
bicycle median refuge and/or traffic calming devices, should be considered at the NE 2nd and
North Miami Avenue intersections.
39) NW 50th Street (1.27 miles): This Bicycle Boulevard project extends from NW 7th Avenue to NW
19th Avenue. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic calming
devices, should be considered at the NW 12th and NW 17th Avenue intersections.
40) NW 61St Street (1.02 miles): This Bicycle Boulevard project extends from NW 7th Avenue to NW
17th Avenue. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic calming
devices, should be considered at the NW 12th Avenue intersection.
41) NE/NW 64th Street (.73 miles): This Bicycle Boulevard project extends from NE 2nd Avenue to
Edison Central Park. Bicycle Priority Signals/Actuators, bicycle median refuge and/or traffic
calming devices, should be considered at the North Miami and NW 2nd Avenue intersections.
Miami Bicycle Master Plan
Page 6-40
Miami Bicycle Master Plan
42) NE 87th Street/E. Dixie Highway/ NE 7th Avenue (1.00 miles): This Bicycle Boulevard project
extends the eastern terminus of 87th Street to NE 79th Street.
43) NE 87th Street/E. Dixie Highway/ NE 7th Avenue/NE 78th Street (1.34 miles): This Bicycle
Boulevard project extends from the eastern terminus of NE 87th Street to NE 791h Street. Bicycle
Priority Signals/Actuators, bicycle median refuge and/or traffic calming devices, should be
considered at the NE 791h Street intersection.
44) NE 10th Avenue/NE North Little River Drive/ NE Bayshore Court (.94 miles): This Bicycle
Boulevard project extends from the eastern terminus of NE 87th Street to NE 791h Street. Bicycle
Priority Signals/Actuators, bicycle median refuge and/or traffic calming devices, should be
considered at both NE 791h Street intersections.
45) NE 81s' Street/NE 4th Place (1.09 miles): This Bicycle Boulevard project extends from the
eastern terminus of NE 81s' Street to the northern terminus of NE 4th Place. Bicycle Priority
Signals/Actuators, bicycle median refuge and/or traffic calming devices, should be considered at
the North Bayshore Drive, Biscayne Boulevard, and NE 83rd Street intersections.
6.5.6 Neighborhood Connections
0 Projects
0 miles
6.5.1 Scenic View Routes
0 Projects
0 miles
Miami Bicycle Master Plan Page 6-41
7.0 Bicycle Parking Plan
Miami Bicycle Master Plan
While the provision of bikeways is the most visible element in a citywide bikeway network, bicyclists
must also have safe and convenient places to store their bicycles at a trip's end. Thus, providing bicycle
parking and other "end -of -trip" facilities is critically important in supporting bicycling as a viable mode of
transportation. Solutions range from the basic bicycle rack, to semi -enclosed bicycle shelters, to full
bicycle stations that may include attended bicycle storage and repair, showers, lockers, changing
rooms, rentals, and even cafe space.
No matter the type, bicycle parking is commonly excluded or insufficiently addressed in the planning,
urban design, and development process. As a result, accessible, attractive, and safe parking options for
both short and long term use are often undersupplied or poorly sited. Through field review of the City's
existing bicycle parking conditions and through an online survey of Miami's bicycling public, it is
apparent that additional and improved bicycle parking and other end -of -trip facilities are needed in the
City of Miami.
It should be noted that the general public's growing desire for expanded bicycle infrastructure has been
met with a commensurate level of institutional, political, and governmental support. As a result, Miami's
Bicycle Action Committee worked with the Miami Parking Authority (MPA), and the Downtown
Development Authority (DDA) to install more than two dozen new bicycle racks in Miami's urban core.
Likewise, the Coconut Grove Business Improvement District (BID) is in the process of expanding
bicycle parking in the Center Grove. In Coconut Grove, these provisions have mostly come in the form
of stylized bicycle racks that double as public art installations. At present, the MPA, DDA, and Coconut
Grove BID remain committed to further expanding bicycle parking in their respective jurisdictions.
Furthermore, the City of Miami is in the process of establishing the "Bicycle Parking" ordinance which
has already been approved by the Planning Advisory Board (PAB). The ordinance is slated for the
October 8t", 2009 commission meeting.
While expanding Miami's bicycle parking facilities is certainly beneficial to all, formulating a coherent
approach will help identify appropriate types, locations, and the various user groups so that all new
bicycle parking facilities are safe, attractive, accessible, and meet the needs of the bicycling public.
While there are many different types of bicycle parking solutions, only a few effectively meet the needs
Miami Bicycle Master Plan Page 7-1
in
Miami Bicycle Master Plan
of the bicycling public. Figure 7-1 depicts two types of bicycle racks being utilized: a "comb" rack at
left and "inverted U" racks on the right side. Clearly, one type is preferred over the other.
Figure 7- 1: Existing Bicycle Parking Rack
The bicycle parking plan is intended to provide all stewards of the Miami Bicycle Master Plan with the
information needed to not only improve bicycle parking conditions, but by extension the entire
bikeway network.
1.1 Implementation
The bicycle parking plan and standards detailed here are conceived at the scale of the City, but are
intended to be implemented with sensitivity at the block level, and in keeping with the overall needs of
Miami's individual neighborhoods, districts, and corridors. Therefore the bicycle parking plans identifies
only the general locations for the provision of future bicycle parking facilities. Additional steps and site
analysis is necessary so that bicycle parking remains convenient, visible, and is located properly in
relation to the bicyclists and land uses it serves.
Like the bikeway network plan, this bicycle parking plan will be implemented in cooperation with a
number of inter -related city, county, and state entities who have jurisdiction over the governance and
Miami Bicycle Master Plan Page 7-2
0 'AD Miami Bicycle Master Plan
physical development of Miami and its public right-of-ways. The realization of this bicycle parking plan
should also be supplemented and supported by the City's resident and business communities.
To date, many cities have created bicycle parking programs that encourage public-private partnerships,
which can reduce the cost of bike racks and installation while simultaneously expanding the supply. For
example, Minneapolis, Minnesota has 50-50 match bicycle parking implementation program that
encourages businesses to partner with the City. Similarly, Chicago maintains a "shop by bike" program
which encourages businesses to provide discounts, parking, and promotions to those who choose to
meet their shopping needs via the bicycle. Both programs are worth researching and potentially
adapting to the City of Miami. At present, Downtown, Brickell, and Coconut Grove would have much to
gain by pursuing such programs.
It is the intent of the Miami Bicycle Master Plan to encourage government entities to work with the City's
businesses and NET districts to foster bicycling as a viable, safe, and sustainable form of recreation
and transportation. Bicycle parking and other end -of -trip facilities have a key role to play in realizing
this goal.
1.2 Bicycle Parking Typologies
While there is a multiplicity of bicycle parking designs and configurations from which to
choose, there are only five basic types:
Bicycle racks
Semi -enclosed bicycle shelters
Fully enclosed bicycle lockers
Fully enclosed bicycle stations/storage rooms
Self-service bicycle sharing systems
Matching each of these types and the available configurations to the right context is not
difficult, but requires an understanding of the following:
Intended bicycle user group
Length of time for which bicycles are likely to be parked
Types of trips to be accommodated (long/short term)
Proposed location and the surrounding land uses
Local climate considerations
Ability of the proposed facility to provide orderly, safe, and attractive bicycle parking
Miami Bicycle Master Plan Page 7-3
0 'AD Miami Bicycle Master Plan
The performance standards and location guidelines
The following sections discuss these five basic types of bicycle parking designs, and offer
recommendations for how each should be deployed within the City of Miami.
1.2.1 Bicycle Racks
These provide places to temporarily store bicycles in a
safe and organized manner. While a great variety of
designs and configurations are available, the most
effective are those which are easy to identify, efficient in
their ability to accommodate the intended amount of
bicycles, allow for easy bicycle maneuverability both in
and out of the designated bicycle parking space, and
enable the bicycle to be secured properly.
Two simple and recommended forms that meet these
standards are the inverted "U" Rack and the "Post and
Ring". Each design may be implemented singularly -
one rack provides two bicycle parking spaces - or
configured in groups where space demand exists. One
such application, the Bicycle Corral, makes use of
several racks to replace a motor vehicle parking space
where demand is high and sidewalk space is either
limited or must accommodate high volumes of
pedestrian traffic. Depending on the configuration, a
single motor vehicle parking space may yield between 6
and 12 bicycle parking spaces. Examples of U Rack,
Post and Ring, and Bicycle Corral parking designs are
depicted in Figure 7-2.
While both the Inverted U and the Post and Ring offer
excellent short term bicycle parking solutions for most
bicyclists, it is recommended that the City of Miami
` Miami Bicycle Master Plan
Figure 7- 2: U Rack, Post and Ring,
Bicycle Corral
M
Miami Bicycle Master Plan
designate a version of the inverted U rack to be the standard city bicycle rack. Selecting a single design
type will yield added recognition by bicyclists over time and streamline the implementation process for
inter -governmental and cross -jurisdictional entities.
Certain neighborhood, civic, district, non-profit,
institutional, or business groups within the City of
Miami may want to pursue bicycle parking facilities
that reinforce an existing cultural, historical, social,
and/or other known identity. In such instances, custom
or public art bicycle racks should be allowed to
creatively address bicycle parking needs while
simultaneously enhancing the profile of bicycling and
the customers such racks are intended to serve.
However, when implemented, the form of such racks
often trumps functionality. All too often this results in
inefficient, unrecognizable, and undesirable bicycle
parking facilities. Thus, the provision of art racks
should meet or surpass the guidelines and
performance standards set forth in this bicycle parking
plan, follow the regulations of the City's Bicycle
Parking Ordinance, and be approved by the City of
Miami Bicycle Coordinator before implementation.
Figure 7-3 shows bicycle rack designs which should
be avoided.
Figure 7- 3: Avoidable Bicycle
Rack Designs
Safety Standards
--—
All outdoor bicycle racks and any related facilities
should also be well -lit and visible at night so that users
may feel as comfortable as possible using the facility.
In addition, bicycle racks should not be capable of
being compromised by hand tools, especially those
that are easily concealed. Similarly, bicycle racks and the bicycles secured to them, should not create a
tripping hazard for visually impaired individuals. Bicycle racks should be able to support bicycles in at
Miami Bicycle Master Plan Page 7-5
Miami Bicycle Master Plan
least two places as shown in Figures 7-4. To ensure this, all bicycle racks should meet the following
performance standards:
Support the frame of the bicycle in at least two locations
Allow the frame and one wheel to be locked to the rack when both wheels are left on the bike
Allow the frame and both wheels to be locked to the rack if the front wheel is removed
Allow the use of both cable and U-shaped locks
Be securely anchored
Be usable by bicycles with bottle cages, panniers
Be usable by a variety of bicycle sizes and types
Allow for both wheels to be kept on the ground
Figure 7- 4: Ideal Bicycle Rack Support Areas
Source: Dero
1.2.2 Bicycle Shelters
Bicycle shelters provide semi -enclosed weather protection for bicycles. They are intended to
accommodate short and medium term parking needs. Bicycle shelters should be placed at highly
frequented bicycle destinations where users tend to park for periods of an hour or more. Such places
include, but are not limited to transit stops, fitness gyms, civic buildings, parks, schools, and other
educational institutions. Bicycle shelters should be easily identifiable, well -lit at night, and be able to
sufficiently protect bicycles from the elements.
Miami Bicycle Master Plan Page 7-6
Miami Bicycle Master Plan
Bicycle Shelters also provide an opportunity to display safety information, a map of the regional and
local bikeway network, and /or any other relevant bicycle information. Like bus shelters, they may also
provide ad space, which can defray the cost of installation. The spacing between individual bicycle
racks and/or other streetscape elements must be taken into account and should follow the general
bicycle parking performance and location standards contained within this Bicycle Parking Plan. An
example of a bicycle shelter is shown in Figure 7-5.
Figure 7- 5: Bicycle Shelter
The City of Miami should pursue the implementation of bicycle shelters at strategic locations. This will
raise the profile of bicycling and provide a parking amenity that provides shelter. Additionally, Miami's
rainy climate makes the provision of bicycle shelters particularly relevant.
Bicycle lockers not only offer additional security and protection from the elements, they provide an
appropriate solution for long term bicycle parking needs. Bicycle lockers should be placed at transit
stops, park and rides, civic buildings, large residential apartment buildings and office towers, and within
educational institutions. While such facilities offer a higher level of security for the bicyclist, they must
be well-maintained to ensure that their use continues unfettered and that tampering and theft attempts
are kept at bay.
Miami Bicycle Master Plan Page 7-7
�w
Miami Bicycle Master Plan
Additionally, bicycle lockers need to be located so that they are highly visible, accessible and
convenient to any/all adjacent land use destinations and intermodal transportation options. Because
bicycle lockers are intended for long term use, safe lighting is a critical element to making the lockers
feel safe, as many bicycle commuters may be using the facility. Some locations may require the use of
CCTV devices to monitor the lockers and the surrounding areas. An example of bicycle lockers are
shown in Figure 7-6.
Figure 7- 6: Bicycle Locker
Miami -Dade Transit has already implemented many bicycle lockers at Metrorail stations. Some lockers
are in better conditions than others, but many remain convenient for those bicycle commuters who use
them. The City of Miami should consider placing additional lockers in conjunction with MDT for those
Metrorail station locations in need of more secure, long term bicycle parking. Additionally, the City of
Miami should pursue types of lockers that discourage their use by vagrants, a known problem at some
of the MDT stations. Pay for use programs can also help alleviate this known problem. Finally, the
City should create a program that encourages private businesses to supply such lockers for
their employees.
Miami Bicycle Master Plan
Page 7-8
in
Miami Bicycle Master Plan
Bicycle stations are intended to serve as a regional hub for metropolitan bicycling activity. They may
offer a wide variety of services, such as secure and attended parking facilities, bicycle rentals, changing
rooms, lockers and showers, cafe space, and repair services. As such, they provide the highest level of
bicycle parking service for both medium and long term use. They also elevate the visibility and viability
of bicycling across the region, and often become social centers for those who use them frequently.
Bicycle stations are most appropriate for urban core/central business district locations where the
density, mixture of uses, and employment opportunities offered may be maximized by bicycle
commuters and tourists alike. Cities such as Chicago, Seattle, Berkeley and Long Beach all provide
working models that have been integrated into their downtown urban fabric.
Bicycle stations should be placed in a highly visible location, preferably with access to regional and
local transit networks. Parks, plazas, central government buildings and transit stations are all potential
locations. An example of a bicycle station is shown in Figure 7-7.
Figure 7- 7: Bicycle Station
It is recommended that the City of Miami work with the Miami -Dade MPO to further study the possibility
of developing a bicycle station in the Downtown, Health District, or Brickell financial districts. Such a
Miami Bicycle Master Plan Page 7-9
in
Miami Bicycle Master Plan
facility would promote bicycle tourism, service existing commuters, and entice recreational bicyclists to
utilize the provided services on a regular basis. Bayfront Park, Government Center, the University of
Miami health campus, and Mary Brickell Village are other possible locations.
Bicycle sharing systems provide an easy-to-use and inexpensive form of public transportation. Each
bicycle sharing station includes several bicycle parking stations and a rental service kiosk designed for
visibility and ease of use. Stations are typically located within the public sidewalk, but may also replace
an existing on -street parking space where sidewalk space is at a premium. Bicycle stations may also be
located within a public park, plaza, or transit stop.
Like the bicycle station concept, bicycle sharing systems are ideal for the most urban environments,
such as central business districts and high-density mixed-use neighborhoods. While Washington D.C.
is the only American city to have successfully implemented a bicycle sharing system thus far, cities
such as New York City, San Francisco, Boston, and Miami Beach are moving to implement systems
reminiscent of the most successful in Europe (Barcelona, Lyon, and Paris). An example of a bicycle
sharing system is shown in Figure 7-8.
Figure 7- 8: Bicycle Sharing System
_--
go
Miami Bicycle Master Plan
Page 7-10
Miami Bicycle Master Plan
While the City of Miami should consider implementing a bicycle sharing system, it is recommended that
it first focus on improving the bikeway network so that an increasing number of citizens and visitors
would feel comfortable taking to the streets with the bicycles provided by such a system. Once bikeway
network conditions improve, a network of bicycle sharing stations starting in the Center Grove, Brickell,
Downtown, and the Health District would help reduce automobile dependence and improve accessibility
and mobility for all roadway users.
Examples of recommended bicycle parking designs are shown in Figure 7-9. Examples of inefficient
bicycle parking designs are shown in Figure 7-10.
Miami Bicycle Master Plan Page 7-11
OIL
u
4k_4 A,
Mow -
Arm
M�Mmgr=64
----UFO
R
A
Miami Bicycle Master Plan
The general location and specific placement of bicycle parking and other end -of -trip facilities is crucial
to its success. Similar to motorists, bicyclists desire to park as closely and as conveniently to their
destination(s) as possible. However, the specific placement of parking facilities may vary by the type of
facility being provided and the type of trip/user it is intended to serve. Figure 7-11 shows this
relationship.
Figure 7- 11: Distances from Bicycle Parking to Destinations
Short term parking facilities, like bicycle racks and shelters, should be located as close as possible to
the destination(s) they serve. This is especially important for streets served by concentrations of retail
where any prolonged effort to find adequate bicycle parking is as frustrating for the bicyclist as circling
the block is for the motorist.
Long term parking, such as bicycle lockers and stations, should also be as convenient as possible.
However, the protection from inclement weather and the enhanced level of safety/service that such
facilities afford the user often makes up for location deficiency. Similarly, shower, changing rooms, and
locker facilities need not be located inside the destination they serve, but should provide enough
proximity and convenience so that commuting by bicycle is as easy as possible.
Miami Bicycle Master Plan Page 7-14
M
Miami Bicycle Master Plan
[location and Performance Standards
In general, safe bicycle rack location should:
Maximize visibility and minimize opportunities for vandalism by being located near pedestrian traffic,
windows, doors, and/or well -lit areas;
Protect bicycles from inclement weather, as long as the facilities meet or exceed visibility, spacing,
and performance standards;
Locate bicycles a safe distance away from automobiles parked on -street, in lots, or in structures so
that bicycles will not be damaged by opening doors or errant driving behavior;
Not obstruct pedestrian traffic in any way;
Place the rack(s) between the primary road/path used by bicyclists and the entrance to
the destination;
Not be located on or near stairs, large curbs, or within handicap accessible ramps;
Provide enough space for bicycles of all types to maximize the bicycle parking capacity of a
given facility.
Specifically, bicycle racks for short term
parking should be located within 30 feet of
the entrance(s) they serve. If impossible,
they should be no more than a 30 -second
walk (-120 feet) away, or at least as close
as the nearest automobile parking space.
An example of a New York City bicycle
shelter which is conveniently located and
encourages use can be seen in
Figure 7-12.
Miami Bicycle Master Plan
Figure 7- 12: Conveniently Located Bicycle
Parking Shelter
Page 7-15
in
Miami Bicycle Master Plan
Bicycle racks should be clearly visible from the approach of a destination's most actively used entrance.
If located along a sidewalk, within the public right-of-way, bicycle parking should be visible from the
street for which the sidewalk serves. Additionally, entire urban blocks should not be served by a large,
single distant bicycle rack cluster. Rather, it is preferable to place several smaller rack clusters, or even
single bicycle racks in multiple, convenient locations.
When considering the implementation of bicycle parking facilities in the City of Miami, the following
location and performance standards and guidelines should be met:
Signs
If a bicycle parking facility is unable to be sited visibly in front of the destination it serves then signs
should be provided at all primary entrances to direct bicyclists to the parking.
Clear Path
With few exceptions, bicycle racks, shelters, lockers, and rental stations must allow a minimum clear
path of 42" in width so that pedestrians may move without obstruction.
Clearance from the Curb
If sited on public sidewalk abutting a thoroughfare, all bicycle racks must be placed within the furniture
zone and be placed at least 24 inches from the curb where parallel parking exists, and at least 18
inches from the curb where parallel parking does not exist. Those placed perpendicular to the curb,
however, must locate the nearest vertical component of the rack at a minimum of 48 inches from the
curb's edge. Both dimension requirements will help prevent bicycles from being struck by car doors or
moving motor vehicles.
Distance from Rack to Rack
Bicycle racks aligned parallel to each other must be at least 36 inches apart. This includes racks that
are sold as multiple rack units, which may be attached together. Racks that are aligned end to end
must be at least 96 inches apart.
Distance from Wall
Bicycle racks placed perpendicular to a wall must be at least 4 feet from the wall to the nearest vertical
component of the rack. Bicycle racks placed parallel to a wall must be at least 3 feet from the wall.
Miami Bicycle Master Plan Page 7-16
Distance from a Pedestrian Aisle
Miami Bicycle Master Plan
For indoor racks placed in groups, an adequate pedestrian aisle must be provided so that bicyclists can
access and maneuver their bicycles in and out of the parking position. Racks placed perpendicular to a
pedestrian aisle must be at least 4 feet from the aisle, which should be at least five feet wide.
Other Site Dimensions
When placed within the public right-of-way, bicycle racks should be:
15 feet from fire hydrants, bus stops, taxi stands, hotel loading zones, transit station entrances,
newspaper kiosks etc.
10 feet from driveways/curb cuts 6 feet from a wall fire hydrant
6 feet from a wall mounted fire hydrant
5 feet from any standpipes, or above—ground vertical structures like signs, meters, lights,
mailboxes, planters, public bathrooms, pay phones etc.
3 feet from tree pit edges, grates, utility covers, etc.
Visual representation for many of the above conditions, are detailed in Figures 7-13 to 7-16.
Miami Bicycle Master Plan
Page 7-17
so
Miami Bicycle Master Plan
Figure 7-13: Bicycle Parking Visible, Accessible, and Close Proximity to Destinations
Figure 7- 14: Dimensions for Specific Bicycle Parking Guidelines.
Miami Bicycle Master Plan Page 7-18
in
Miami Bicycle Master Plan
Figure 7-15: Bicycle Parking Located Near Walls Provided with Adequate Maneuverability
Figure 7- 16: Accessibility and Maneuverability Dimensions for Bicycle Parking Located
Near Indoor or Outdoor Walls
Miami Bicycle Master Plan Page 7-19
Miami Bicycle Master Plan
1.4 Maintenance and Aesthetics
Once implemented, bicycle parking facilities of all types must be well maintained. This means keeping
all facilities clean, orderly, free of any/all abandoned bicycles or bicycle locks, and/or other debris. This
will help ensure that bicycle parking remains attractive and is used frequently.
The areas around the facility, whether it be a rack, locker, or otherwise must also remain well -paved,
mown, or otherwise tended and cared for so that bicyclists are not deterred from using the facility.
Additionally, bicycle racks must be checked periodically so that each remains securely fastened to the
ground. Failing to meet basic maintenance standards will deter use and ultimately lead to more
problems than the bicycle parking facility is intended to solve. An example of a bicycle rack in the City
which is dilapidated and useless is shown in Figure 7-17.
Figure 7- 17: Dilapidated Bicycle Rack in the City
The responsibility for maintenance and rack type selection should be conferred upon the city's
sponsoring entity (Miami Parking Authority, Parks Department, DDA, Planning Department etc.), or
agreed upon between mutual public/private parties and/or multi -jurisdictional interests. This will help
ensure that bicycle parking remains viable, safe, and attractive.
Miami Bicycle Master Plan
Page 7-20
Miami Bicycle Master Plan
Bicycle parking solutions can add an attractive and unique element to any street or cityscape. In
general, visibility and function remain the most important elements. However, opportunities exist for the
City, individual businesses or districts to develop their own "brand" of bicycle parking. This is a common
occurrence in downtowns, universities or businesses keen on supporting both public art and bicycling.
Indeed, a unique, well-designed bicycle rack can enhance or reinforce the visual appeal in the area in
which it is placed. While custom bicycle racks do cost more than generic racks, they raise the profile
and visibility of bicycling in general, and improve the public perception regarding a city or organization's
values. An example of a New York City standard bicycle rack can be seen in Figure 7-18.
Figure 7- 18: Attractive and Unique Bicycle Parking Design
1.5 Priority Corridors and Districts
IJ
The City of Miami lacks adequate bicycle parking. In the existing bicyclist survey undertaken as part of
this Miami Bicycle Master Plan, the majority of respondents called for additional parking along the City's
major commercial corridors and within destinations such as Downtown and Coconut Grove. Using this
input, the City's current bicycle parking supply, observations on the current demand, and bicyclist travel
behavior, Figure 7-19 depicts priority implementation areas for bicycle parking provisions.
° Page 7-21
O'AD Miami Bicycle Master Plan
Figure 7- 19: Priority Areas for Bicycle Parking Provisions
NW 7th Avenue
NE/NW 62nd Street
NE 2nd Avenue
NE/NW 54th Street
Hadle Park
Design District
NW 36th Street
Biscayne Boulevard
NW 17th Avenue
W nwood Arts
Civic Cente
NW 3rd /Overtown
Downtown
SW 8th Street
Brickell
Coral wa
Rickenbacker Csw
Center Grove
Grand Avenue
Prionty District {`
(2010 - 2020)
Prionty Corridor
(2010-2015) M
Prionty Corridor
(2015-2020)
f
1
Because planning at this scale requires a fine grain analysis of local site conditions, the
recommendations contained herein provide the general scope of the bicycle parking plan which
improves existing parking supply conditions and collaborates with the network phasing, survey
response, local agency requests, and needs of the locations as well as other guidelines. The parking
plans illustrate more than 950 location recommendations (allocating more than 3,000 bicycle rack
spaces) for the implementation of bicycle parking facilities in 2010, 2015, and 2020 phases. The
Miami Bicycle Master Plan Page 7-22
Miami Bicycle Master Plan
bicycle parking plans by phase can be seen in Appendix D. The detailed bicycle parking plans by NET
District are shown in Appendix E.
Miami Bicycle Master Plan Page 7-23
Miami Bicycle Master Plan
8.0 Safety and Awareness Plan
With 119 fatalities in 2007, The State of Florida routinely ranks as one of the most deadly places in
America for bicycling (National Highway Traffic Safety Administration). As the state's second largest
City, within its largest metropolitan area, the City of Miami should become one of Florida's leaders in
improving bicycle safety not just through the provision of bikeways, but with education, encouragement
and enforcement.
If this is to be accomplished, working partnerships between local, county and state entities must be
strengthened, and supported by other non-profit organizations and like-minded civic groups. These
entities include, but are not limited to:
City of Miami Police Department
City of Miami Department of Public Works
City of Miami Department of Planning
City of Miami Department of Capital Improvements Program
City of Miami Department of Transportation
City of Miami Mayor's Office
City of Miami Office of Sustainable Initiatives
The City of Miami Bicycle Action Committee
Miami Downtown Development Authority
Miami -Dade County MPO Bicycle and Pedestrian Advisory Committee
Miami -Dade Police Department
Miami -Dade Department of Public Works
Emerge Miami
The Green Mobility Network
The Miami Bicycle Coalition
The Florida Bicycle Association
Local bicycle shops
While education, encouragement and enforcement measures often overlap, detailed
recommendations follow:
Miami Bicycle Master Plan Page 8-1
8.1 Education
Miami Bicycle Master Plan
In general, bicycle education campaigns should aim to increase commuting, errands, socializing, utility,
and exercising trips by decreasing the perceived and actual risk of bicycling. In Miami, the importance
of improving bicycle safety is underscored by the surveys conducted as part of this bicycle master
planning effort. To reiterate, a majority of the survey respondents classified themselves as `advanced'
bicyclists, yet 76% cited safety concerns as a major barrier to bicycling in the City of Miami. If bicycling
conditions are to be improved, then the primary concern of safety needs to be addressed for the
majority of Miamians who currently feel uncomfortable bicycling on a regular basis. Figure 8-1 shows a
motorist -bicyclist education campaign tool in Portland, Oregon.
To improve bicycle safety, the City of Miami should utilize several strategies. These include, but are not
limited to promoting bicycling skills courses, motorist and bicyclist safety campaigns, advertising,
bicycling events, social media and web -based advocacy tools and programs, and other traditional
communication and outreach strategies. To be truly effective, such efforts should also target adult and
school age populations, and those who do not speak English as a first language. Such efforts will help
cultivate safe bicycling behavior and further attract new bicyclists to Miami's street and bikeway
network, thereby making it even safer for bicyclists. This phenomenon, the so-called `virtuous cycle' has
been documented in several other cities where network improvements have lead to both more ridership
and improvements in safety.
Figure 8- 1: Motorist -Bicyclist Educational Campaign Billboard
Miami Bicycle Master Plan
Page 8-2
in
Miami Bicycle Master Plan
Through a partnership with the Miami -Dade County MPO, the City of Miami recently produced 45
Metrobus stop safety advertisements (see Figure 8-2). This represents one of Miami's first deliberate
forays into motorist/bicyclist education. While the ads put forth three different safety messages, the
overall goal is to inform motorists that bicycles have a right to ride on the road and that their presence
should be respected. The campaign is indicative of a growing partnership between the City and the
County in the pursuit of improved public safety.
The City of Miami adopted a Complete Streets policy in April of 2009. The purpose of the policy is to
ensure a more balanced and equitable approach to street design, which includes the routine
accommodation of bicycle facilities in all street network improvements. If adhered to by City, County,
and State agencies responsible for the engineering and design of Miami's thoroughfares, the policy will
help support bicycling as a means to achieving the more universal mobility, accessibility, social, health,
and environmental goals.
Figure 8- 2: Metrobus Shelter Safety Public Service Advertisement
Miami Bicycle Master Plan
Page 8-3
Miami Bicycle Master Plan
Additionally, the City has created a new website (www.miamigov.com/bikes) dedicated to all bicycling
initiatives. This communication tool will provide a valuable interface for the dissemination of all bicycle
education efforts, as well as any other information relevant to citizens and visitors alike.
While the City of Miami should take the lead on those bicycle safety issues encompassed within its
boundary, most education programs and campaigns will be more cost-effective and beneficial if applied
regionally. Our society is highly mobile and not everyone bicycling or driving in Miami actually lives
here. Billboards, brochures, and other media messages, for example, can also be produced in greater
quantities at a lower unit cost if they are distributed regionally. They can also help the City's visitors
bring the message home to the streets of their own communities. In addition to these general
accomplishments and goals, the following 9 Education goals should be pursued.
Action 1: Expand efforts to educate motorists and bicyclists about mutual rights and
responsibilities. Employ the City of Miami website (www.miamigov.com/bikes)
(www.miamigov.com/bikes), language -specific publications, brochures, advertisements, Public Service
Announcements (PSAs), billboards, and social media to connect the general public to bicycle safety
initiatives.
Action 2: Educate Miami motorists Figure 8- 3: Bicvcle Education Brochure
and bicyclists about new facility
types. Use all of the above methods to
educate Miami motorists and bicyclists
about how to use and respect new
bikeway network facility types as they
are implemented. These include, but
are not limited to Shared Use Lane
Markings, Bicycle Boulevards, and
Physically Separated Bicycle Lanes.
The City of Portland distributes
information when new bikeway facility
types are implemented using a
brochure shown in Figure 8-3.
Mfi14T IS A M�
�4
Yi3Gi �� W.W
�4ria���iw�t
Got Behind It
THE BIKE BOX
Pnrtbnd%ruwgron Amo
P J, - A
Miami Bicycle Master Plan Page 8-4
Miami Bicycle Master Plan
Action 3: Expand Safe Routes to Schools Partnerships
Collaborate with Miami -Dade County Public Schools, public
health organizations, parent -teacher associations, the
FDOT, and local advocacy groups to expand the Safe
Routes to School program, whereby students are further
encouraged to bicycle and walk to school through
innovations such as Freiker (Frequent Biker) and the
University of Miami's successful WALKSAFE and new
BIKESAFE program.
Figure 8- 4: Complete Street Priorities for
Pedestrians and Bicvclists
HIGH
0$CUPANSY
ENIC LE
Nnaua
(SCC UPY4W Y
wFun Fc
Action 4: Partner with the Miami -Dade public school system. Work with the public school system to
create a Miami -specific bicycle education curriculum for elementary and middle schools, and promote it
through the Education Compact and other existing school -related safety programs. Bicycle rodeos,
helmet giveaways, and safety training should also be pursued in conjunction with these efforts, as well
as those detailed in Action item number three.
Figure 8-5: League of American Bicyclists
Action 5: Encourage at least five new City of Certified Instructor Teaching
Miami employees/BAC members/residents to
become a League of American Bicyclists League
Certified Instructor LCI on an annual basis.
Encourage each to be responsible for leading at least
three bicycle skills courses per year, in coordination
with the Miami Police Department, non-profit
organizations, and/or other partnering governmental
and non-governmental entities. In Figure 8-5, a
League of American Bicyclists Certified Instructor
teaches traffic skills 101 participants on how to change
a flat tire.
Action 6: Educate City staff members about Complete Streets. In recognition of the City's
Complete Streets Policy, City of Miami employees who work in the Planning, Public Works, and
Transportation departments should be trained in the design and implementation of bikeway facilities
and their role in fulfilling the City's Complete Streets policy.
Miami Bicycle Master Plan Page 8-5
Miami Bicycle Master Plan
Action 7: Work with Miami -Dade County to follow the lead of Seminole County's Alternative
Transportation Education (ATE) program. Establish a traffic education program for those who have
had their license suspended or revoked, and ensure that violators undergo a motorist -bicyclist safety
education course before said license is restored.
Action 8: Create a Bicycle Ambassador program. Work with the Downtown Development Authority
and the Coconut Grove Business Improvement district to coordinate voluntary Bicycle Ambassadors in
Downtown Miami/Brickell and Coconut Grove. These ambassadors should provide safety tips, assist
with bicycle maintenance, identify network infrastructure maintenance issues, and distribute Bikeway
Network maps.
Action 9: Fund Education initiatives. Work with County, FDOT, and other local, regional, state, and
national entities to obtain funding for bicycle education.
8.2 Encouragement
The City of Miami should directly promote bicycling as a healthy form of recreation and as a sustainable
mode of transportation. Within a year from its adoption, the City has already met and surpassed several
encouragement goals set forth in the Miami Bicycle Action Plan. In some instances, it has even
positioned itself as a national leader in sponsoring bicycle use.
More specifically, Miami now designates March as the City's official Bike Month, has scheduled Bike to
Work Week events, and has produced Bike Miami Days. From November 2008 to May of 2009, Bike
Miami Days encouraged thousands of residents and visitors to explore Coconut Grove, Brickell and
Downtown Miami by bicycle. The car -free event raised a tremendous amount of awareness by enticing
residents of all abilities to bicycle in a safe, car -free setting. During the summer of 2009 Bike Miami
Days was supplemented by Bike Miami Rides, which encourage people of all ages and abilities to
embark monthly on community rides lead by volunteers, city staff, and members of the city bicycle
police unit through various Miami neighborhoods (see Figure 8-6). These group rides encourage less
experienced bicyclists to ride, and allow them to learn basic traffic skills and build confidence. They also
foster more connection to Miami's growing bicycle culture.
Miami Bicycle Master Plan
Page 8-6
Miami Bicycle Master Plan
Figure 8- 6: Bike Miami Days Event
While these accomplishments mark a new direction for the City, and demonstrate an impressive
amount of momentum, additional resources, programs, and events will be needed to maintain and
expand the City's bicycling activity. The following 14 Encouragement Actions should be pursued.
Action 1: Raise the profile of Bike Month. The City of Miami should sponsor and collaborate with
other municipalities, government organizations, businesses, and non-profit groups to promote rides,
events, and promotions during the month of March.
Action 2: Expand Bike to work week activities. Partner with employers to host commuter contests,
group rides, and incentives for bicycle commuting during Bike to Work Week.
Action 3: Provide adequate public bicycle parking at all city sponsored events. The City of Miami
should work with the Department of Public Facilities, Miami Parks Department, Police Department, and
bicycle advocacy groups to provide temporary bicycle parking valets at large city sponsored events.
Action 4: Host an annual Bicycle Summit. The City of Miami should build upon the momentum of the
Bicycle Master Plan public summits by instituting an annual summit. This will allow the general public to
interact with City, County, and State officials, and to provide general input and feedback.
Miami Bicycle Master Plan Page 8-7
Miami Bicycle Master Plan
Action 5: Continue to host Bike Miami Days or Bike Miami Rides on a monthly basis. These
events raise the profile of bicycling in the community, encourage exercise, foster safe on -street riding
practices, and establish goodwill between the Miami Police Department and the bicycling public.
Action 6: Seek opportunities to host local,
regional, statewide, national, and international
bicycle -centric events. Such efforts should include,
but not be limited to competitive races, rallies,
conventions, conferences, and the like.
Action 7: Continue working with South Florida
Commuter Services to promote bicycling as part
of their Transportation Demand Management
(TDM) program. Expand the SFCS bicycling
program's scope to help businesses in the region
offer incentives for those who choose to commute by bicycle in the City of Miami.
Figure 8- 7: Bicycle Magazine's Biketown Event
Action 8: Create a City of Miami Bikeway Map. The Figure 8- 8: Emerge Miami Mapping Session
map should detail the location of all existing bikeway
network infrastructure. The map should also include
basic traffic safety information, the location of�
significant destinations, be distributed in portable print
and online formats, and be updated and re -distributed
on an annual basis.
Action 9: Develop an online bicycle route ,y
wayfinding/planning/community input tool. As .4
social media and online technologies continue to
advance, interactive online planning tools will likely change how governments pursue the acquisition
and dissemination of information. Thus, a comprehensive, web -based program should be integrated
with the City's existing bicycle website (www.miamigov.com/bikes) to help City departments collect and
share relevant data, and allow bicyclists to report network deficiencies, form communities of interest,
identify the need for additional bicycle parking, and participate in the prioritization of infrastructure
Miami Bicycle Master Plan Page 8-8
in
Miami Bicycle Master Plan
improvements. The program should integrate the city's current master plan and those improvements
already completed and would effectively become the online version of the City of Miami Bikeway Map.
Action 10: Improve wayfinding and visibility. The strategic location of Bikeway Network Map
displays and Bikeway Network route signs will do much to improve the visibility of Miami's bikeway
network. Such maps should be sited in highly conspicuous downtown and neighborhood center
locations, as well as at transit stops, bicycle parking shelters, and bicycle shops. Network signs should
provide clear information regarding the location of bikeways and destinations.
Action 11: Promote bicycle commuting. Work with employers, including the City of Miami, to develop
programs, incentives, and end -of -trip facilities that encourage employees to bicycle. Specifically, the
City of Miami should officially adopt and promote the Federal bicycle commuter tax break.
Action 12: Establish a Shop by Bike program. Promote errand -running and other short trips through
Shop by Bike programs in the city's commercial and mixed-use neighborhood centers, and along
corridors where retail, restaurant and offices are clustered.
Action 13: Promote all types of bicycling. Support efforts to develop off-road bicycle facilities like
BMX parks, velodromes, and the creation of new road and mountain bicycling clubs and organizations.
Action 14: Fund Encouragement initiatives. Work with Miami -Dade County, FDOT, and other local,
regional, and national organizations to identify and obtain funding for bicycle encouragement programs
and initiatives.
8.3 Enforcement
To create a bicycle -friendly city, law enforcement departments must address the safety concerns of the
bicycling public. At present, this responsibility logically falls upon the bicycle officer division of the Miami
Police Department, but should extend to all officers within the police force.
In general, the City of Miami Police Department (MPD) has become an excellent partner in pursuing
encouragement and education through Bike Miami Days and Bike Miami Rides. However, a lack of
everyday traffic law enforcement encourages both unsafe motorist and bicyclist behavior. The MPD
Miami Bicycle Master Plan Page 8-9
Miami Bicycle Master Plan
should join with Miami -Dade County Police to increase motorist and bicyclist education through
increased enforcement. The specific recommendations include the following 6 Enforcement actions.
Action 1: Increase enforcement of unsafe and unlawful bicyclist and motorist behavior. The
Miami Police Department should focus on enforcing laws that reduce bicycle/motor vehicle crashes and
increase mutual respect between all roadway users. This enforcement program should take a balanced
approach to improving behaviors of both bicyclists and motorists, and help educate both groups about
safe behavior.
Action 2: Train officers annually about traffic
laws. Police officers who either serve in the bicycle
officer division, or who are well -versed in traffic law
as it pertains to bicycle safety, should help organize
annual workshop trainings for fellow officers on
motorist and bicyclist law enforcement practices.
Such workshops should cover the Florida state
`three-foot law,' the dynamics of the door -zone and
right -hook collision -conflicts, and identify methods for
reducing conflicts between bicyclists and motorists.
An annual overview of the City's expanding bikeway
Figure 8- 9: MPD Participating in
Bike Miami Rides
network, crash data statistics, and continued areas of concern should also be presented to the force by
the City of Miami Bicycle Coordinator.
Action 3: Improve traffic safety and education outreach material. The Miami Police Department
should work with other related City departments to develop an informational card or traffic law safety
pamphlet to distribute with issued warnings for all bicycle, and bicycle -motor vehicle infractions.
Action 4: Put more officers on more bikes, more often. Work with the Police Department to expand
the number of police officers on bicycles, especially within the city's urban core.
Action 5: Map problem areas. Continue to identify the most common conflicts between bicycle and
motor vehicle users and create strategies for enforcement and design alternatives to mitigate the
conflict between motor vehicles, pedestrians, and bicyclists.
Miami Bicycle Master Plan Page 8-10
in
Miami Bicycle Master Plan
Unsafe motorist behavior that should be targeted includes, but is not limited to:
Turning left or right in front of bicyclists without properly using signals
Overtaking bicyclists without at least three feet of horizontal clearance
Parking or traveling in bicycle lanes, bicycle paths, or other facilities designated for the exclusive
use of bicyclists
Opening the doors of parked vehicles in front of bicyclists
Rolling through stop signs or disobeying traffic control devices
Harassment or assault of bicyclists
Driving while under the influence
Speeding
Unsafe bicyclist behavior that should be targeted includes, but is not limited to:
Ignoring traffic control devices
Bicycling against the flow of traffic, except in those rare instances where contra -flow facilities
are provided
Bicycling without lights at night
Bicycling without helmets
Bicycling recklessly on sidewalks
Failing to yield to pedestrians
Bicycling while under the influence
Action 6: Fund Enforcement initiatives. Work with Miami -Dade County, FDOT, and other local,
regional, and national organizations to identify and obtain funding for bicycle encouragement programs
and initiatives.
These education, encouragement, and enforcement actions will help the City accomplish its stated goal
of becoming certified by 2012 as a Bicycle Friendly Community by the League of American Bicyclists.
Miami Bicycle Master Plan
Page 8-11
GW Miami Bicycle Master Plan
8.0 EVALUATION PLAN
The collection and evaluation of data must play an integral role in the Miami Bicycle Master Plan
implementation process. Demonstrating a structured system under which to collect and evaluate data
is required by the League of American Bicyclists if the City is to obtain Bicycle Friendly City status in
2012—a stated goal of the 2008 Bicycle Action Plan.
This Evaluation Plan is intended to
enable the City of Miami to measure its
successes against its shortcomings,
and the goals set forth in the Bicycle
Master Plan. These efforts range from
simple tasks, such as tracking the
number of bicycle racks installed each
year, to more complex and time -
intensive endeavors, such as counting
bicyclists and analyzing crash data on a
bi-annual basis. Regardless of what
metric is utilized, all data should be
collected and used to mark and
communicate Miami's successes, but
more importantly to shift priorities to
those areas in need—whether the
areas require engineering, education,
encouragement, enforcement, or even
additional evaluation initiatives. Indeed,
the Miami Bicycle Master Plan is, and
should always be a living document.
The following 21 actions are
recommended for the City of Miami to
evaluate and implement the Bicycle
Master Plan:
Miami Bicycle Master Plan
Figure 9- 1: Bicycle Collaboration Route Map and Planner
�ikePlanner: Collaborative Route
IJ, SJFE..-I`J_ pl
Add your ruura'
Colla wrahve maps can be grouped by question) prompt (e.g., 'W"ere do you rioe7')
H,ders can mark routes as well as olhey locations of various types
Visitors can save comments slarbng a discussion around mutes and places
693 The Open Planning Project
Page 9-1
Miami Bicycle Master Plan
Action 1: Implement an open source, online public input tool like BikePlanner to help support Actions
4, 10, 12, 14, 18, 19, and where possible.
Action 2: Map all planned and existing Bikeway Network infrastructure facilities. Keeping track of the
type, length, and location of all current and planned bikeways will help the City, and the general public,
track the planning and implementation process. The map should be updated annually and be available
on the City's Bicycle Initiatives website (www.miamigov.com/bikes): www.miamigov.com/bikes.
Action 3: Collaborate with the Miami -Dade County MPO and the Miami Police Department to track
bicyclist crash statistics yearly. The number of police reported bicycle crashes should be compared
against the number of average daily bicyclists counted bi-annually. The crash rate percentage derived
from these measures should then be tracked over time to determine ridership and safety trends.
Results should be published on the City's Bicycle Initiatives website (www.miamigov.com/bikes).
Action 4: Develop an open source, web -based crash data collection program. Because police -
reported crashes only represent those situations where the police are called upon, many incidents
especially bicycle -on -bicycle crashes—are under -reported. The implementation of a web program
allowing bicyclists to upload their own information to an online data base would help create more robust
data sets that could be compared and contrasted with official police data (see crashstat.org for a
working example).
Action 5: Conduct a bi-annual bicyclist count. Bicyclist counts should be taken at up to 25 locations
throughout the City every other year to measure any increases or decreases in bicycling. Count
locations should include those corridors already known for bicycle activity, whether they have bikeway
facilities or not. Other locations, such as the City's causeways and those bridges spanning the Miami
River also mark appropriate count locations. These counts should also include observations on helmet
use, riding on the correct side of the street, obeying traffic controls, and light use (if counts take place
at night).
In order to complete this bi-annual task efficiently, the City of Miami should collaborate with volunteers
from organizations like the Miami Bicycle Coalition and the Green Mobility Network. For consistency,
each bi-annual count cycle should take place at approximately the same time, date, and under similar
Miami Bicycle Master Plan Page 9-2
in
Miami Bicycle Master Plan
weather conditions. Additionally, the use of pneumatic tubes on trails, or the emerging infrared
detection technologies should be explored for reasons of efficiency and accuracy.
Action 6: Conduct bicyclist counts before and after the implementation of new bikeways. Prior to the
implementation of any bikeway, pre -implementation counts should measure the number of riders and
the manner in which they are riding (against traffic, with or without helmets etc.) against the post -
implementation counts. Over time, these measures will help determine what, if any, effect bikeways
have on travel behavior.
Action 7: Measure Bicycle mode split every five years. In partnership with the Miami -Dade County
MPO, citywide travel mode share should be documented and encouraged to shift from private
automobile use to bicycle use and transit use. As the County seat, any progress measured in Miami
will help spur other municipalities to follow, and make inroads against the challenge of global climate
change and the need to reduce carbon emissions.
Action 8: Track all upcoming roadway improvement projects at the City, County and State level.
Coordinate with City, County and State departments, as well as Miami and Miami -Dade Commissioner
offices to ensure the inclusion of bicycle infrastructure within capital improvement and County Public
Works projects, and as part of the City of Miami's Complete Streets policy.
Action 9: Evaluate new bikeway types' performance and efficacy. Because the Bicycle Master Plan
recommends several new bikeway types currently not found within the City of Miami, it will be important
for the City to evaluate their safety and effectiveness.
Action 10: Update the Miami Bikeway Network map annually. The Miami Bikeway Network Guide Map
should be updated every year to reflect the addition of all new bikeway facilities. The map should also
reflect any changes in the location of bicycle shops and/or other pertinent information related to
bicycling in the City of Miami.
Action 11: Measure the expansion of bicycle parking facilities. Within one year of the adoption of this
plan, record the total number and location of the city's publicly accessible existing bicycle rack supply.
Miami Bicycle Master Plan
Page 9-3
Miami Bicycle Master Plan
Action 12: Track the implementation of all new bicycle parking facilities on a bi-annual basis.
Collaborate with the Miami Parking Authority, the Downtown Development Authority, Coconut Grove
Business Improvement District and all other entities involved with implementing bicycle parking to install
and measure the expansion of bicycle parking.
Action 13: Survey bicycle parking demand at key locations (commercial districts, transit stops, schools,
parks, etc.) on a bi-annual basis. The City of Miami, in conjunction with volunteers and/or bicycling
related non -profits should analyze the number of bicycle parking spaces provided and the number of
spaces being used. These parking counts should occur at the same locations and be used to measure
any increases or decreases in bicycle parking demand.
In order to complete this bi-annual task efficiently, the City of Miami should collaborate with volunteers
from organizations like the Miami Bicycle Coalition and the Green Mobility Network. For consistency,
each bi-annual parking count cycle should take place at approximately the same time, date, and under
similar weather conditions.
Action 14: Create a bicycle rack request program. Utilize open -source mapping software to allow
Miami residents and businesses to request the improvement or implementation of bicycle parking
facilities. For best practices, research similar programs in New York City, Seattle, and Washington D.C.
Action 15: Measure bikes on transit. Work with the Miami -Dade County MPO to count the number of
bicycles carried onto Metrobus and Metrorail on a bi-annual basis. Work with County MPO to improve
bicycle rack capacity on those Metrobus lines where need dictates, and monitor the needs of bicyclists
who bring bicycles onto Metrorail.
Action 16: Keep track of the amount of funding applied to the following initiatives:
Planning, design, and engineering
Education and outreach
Encouragement
Enforcement
Evaluation
Miami Bicycle Master Plan
Page 9-4
in
Miami Bicycle Master Plan
Recording what is being spent annually will illuminate how money is being spent in relation to the core
principles of the Bicycle Master Plan.
Action 17: Create a bicycle facility maintenance program. Work with City of Miami, Miami -Dade
County, and FDOT to make operational and annual schedule of minor maintenance projects (re -
striping, pothole filling, storm grate replacement, etc.)
Action 18: Update the Bicycle Master Plan every five years. As a living document, priorities, funding,
and needed improvements will change over time. Thus, the Bicycle Master Plan should be updated
every five years over the duration of the Plan's 20 year timeline. Make use of the annual bicycle
summit and BikePlanner tool to gather input on shifting travel behavior and preferences to prioritize
project implementation.
Action 19: Measure the percentage of Bikeway Network completed each year. Such efforts will
measure progress toward completing the entire recommended 280 -mile Bikeway Network by 2030.
This exercise should be broken out into the percentage of network miles completed per facility type as
well (bicycle lanes, shared lane markings, Share Use Paths, and bicycle boulevards). Make the data
available at www.miamigov.com/bikes and on the BikePlanner website, if implemented.
Action 20: Measure the approximate number of people participating in pedestrian or bicycle safety
education programs and events annually. Miami area bicycle advocacy organizations should help the
City of Miami track the number of participants in education or encouragement activities (e.g., Bike to
Work Day, bicycle commuter classes, bicycle safety training, bicycle rodeos, Bike Miami Days, Bike
Miami Rides, etc.), for inclusion in the Bicycle Benchmarking Report. The number of participants should
grow over time.
Action 21: Count the number of Miami Bikeway Network Guide Maps distributed annually. This
measure will help track the growth in interest and also help plan ahead for the amount of maps to be
distributed following the Map's annual update.
Miami Bicycle Master Plan
Page 9-5
Miami Bicycle Master Plan
In general, if the Bicycle Master Plan is to be implemented, all future transportation projects must duly
consider accommodating bicyclists safely, and in a contextually appropriate manner. Many of the
Bicycle Facility Network improvements within the Plan may be achieved simply by enforcing the City's
Complete Streets policy. However, this may require the City of Miami to secure additional funding
sources, to train staff appropriately, and to coordinate with other regional governments so that the
recommendations of the Plan are implemented. Some projects may be realized in the short term, while
others may require several years to come to fruition. Both short and long term projects will be
necessary for improving bicycling conditions in the City of Miami. The Evaluation Matrix can be seen in
Appendix F.
Miami Bicycle Master Plan Page 9-6
Gft Miami Bicycle Master Plan
10.0 REFERENCES
Writings:
2008 Bicycle Parking Manual, Danish Cycling Federation
Collection of Cycle Concepts (2000), Danish Road Directorate
2007 Bicycle Master Plan, The City of Seattle, Washington
Bicycle Parking Guide, The Association for Pedestrian and Bicycle Professionals
Bicycle Parking Guide, City of Cambridge, Massachusetts
2007 Bicycle Master Plan, The City of Seattle, Washington
Collection of Cycle Concepts, The Danish Road Directorate
ABC's of Bicycle Funding, Marin County Bicycle Coalition
Images:
Miami Downtown Development Authority
Mike Lydon/ The Street Plans Collaborative
Carly Clark/The Open Planning Project
Dero Bike Racks
Bike Portland
Steve Vance via Flickr
Bike Portland via Flickr
Ed Yourdon via Flickr
treeHugger.com
Adapted from The Danish Cycling Federation's 2008 Bicycle Parking Manual
United States Department of Transportation
conceptcars.org
City of Portland Office of Transportation
Bruce Wayne Stanley
Transportation Alternatives
Miami Bicycle Master Plan
Page 10-1
Gft Miami Bicycle Master Plan
11.0 ACKNOWLEDGEMENTS
The City of Miami
Office of the Mayor
Mayor Manny Diaz
Kathryn Moore
Suzanna Valdez
City Commission
Commissioner Angel Gonzalez, District 1
Commissioner Marc Sarnoff, District 2
Commissioner Joe Sanchez, District 3
Commissioner Tomas Regalado, District 4
Commissioner Michelle Spence -Jones, District 5
City Manager
Pedro Hernandez
City Assistant Manager
Bill Anido
City of Miami Office of Sustainable Initiatives
Robert Ruano
City of Miami Bicycle Coordinator
Collin Worth
City of Miami Department of Transportation
Lilia Medina
Jose Gonzalez, P.E.
Miami Bicycle Master Plan
Page 11-1
City of Miami Department of Planning
Alexander Adams, AICP
Miami Bicycle Master Plan
The City of Miami Bicycle Action Committee
Alex Argudin, Richard Berkowitz, Javier Betancourt, Roger Bowers, Richard Cahlin, Kenneth
Capezzuto, Terry Connor, Alicia Corral, Angel Diaz, Betty Fleming, David Henderson, John Hopkins,
Norman Lipoff, Theodora Long, Gabriel Lopez -Bernal, Mike Lydon, Anamarie Garces de Marcilla, Mary
Jane Mark, Art Noriega, Dario Perez, Ignacio Riveria, Jason Rodgers -da Cruz, Hank Sanchez -Resnik,
Adam Schachner, Javier Soto
Miami -Dade County Metropolitan Planning Organization
David Henderson
Consultants:
HNTB Corporation
Odalys Delgado
Christopher Benitez
Joshua Garcia
The Street Plans Collaborative
Mike Lydon
The consultants would also like to thank the hundreds of people in Miami who contributed to this plan
through the bicyclist survey, numerous meetings, rides, events, and the three public bicycle summits.
Miami Bicycle Master Plan
Page 11-2
Miami Bicycle
Master Plan
Appendix A
gig
TABLE OF CONTENTS
Miami Bicycle Master
1.0
Local Plans Reviewed............................................................................................................... 1
1.1
City of Miami: Miami 21 Zoning Ordinance (2005-Ongoing).....................................................................1
1.2
City of Miami: Bicycle Action Plan (2008)...................................................................................................1
1.3
Miami -Dade MPO: Mountain Biking/ Unpaved Trails Map (2008)...........................................................1
1.4
City of Miami: Virginia Key Master Plan Draft (2008)................................................................................2
1.5
Miami -Dade MPO: Bicycle Count (2008)....................................................................................................2
1.6
Miami -Dade MPO Bikeway Map 2008.......................................................................................................2
1.7
Miami Downtown Development Authority Plan (2008).............................................................................3
1.8
City of Miami: Parks and Open Space Master Plan (2007).........................................................................3
1.9
Miami -Dade MPO: Parks Master Plan (2007).............................................................................................3
1.10
Miami -Dade MPO: Bicycle Crash Data - 2005-2007..................................................................................4
1.11
Miami -Dade MPO M -Path Master Plan (2007)..........................................................................................4
1.12
Miami -Dade MPO/FDOT Safe Routes to School (2007).............................................................................5
1.13
Miami -Dade MPO Bicycle Safety Plan (2006).............................................................................................5
1.14
Miami MPO Crash data (2000 - 2006).......................................................................................................6
1.15
FDOT Safe Routes to School Study (2005)..................................................................................................6
1.16
Miami -Dade MPO Long Range Transportation 2030 Plan (2004)..............................................................6
1.17
Miami -Dade MPO Traffic Calming at Miami -Dade College (2004).............................................................6
1.18
Miami MPO Rail Convertibility Study- 2004.............................................................................................7
1.19
City of Miami: Downtown Transportation 2025 Master Plan (2003).........................................................7
1.20
Miami -Dade MPO: Bikeway Priority Feasibility and Evaluation Study (2003) ..........................................8
1.21
Miami -Dade MPO: Bicycle Parking Plan for Miami -Dade Transit (2002) ...................................................8
1.22
Miami -Dade MPO: Bicycle Facilities Plan (2001)........................................................................................8
1.23
Miami -Dade MPO: LRTP 2025 Bike Suitability Study (2001)......................................................................9
1.24
Miami River Greenway Action Plan (2001)................................................................................................9
1.25
Miami -Dade MPO: North Dade Greenways Plan (1998)............................................................................9
1.26
Miami -Dade MPO: Bicycle Facilities Plan (1997).....................................................................................
10
2.0
National Plans Reviewed........................................................................................................
11
2.1
Seattle, 2007............................................................................................................................................
11
2.2
Portland, 1996.........................................................................................................................................
11
2.3
Denver 2001............................................................................................................................................
11
Miami Bicycle Master Plan September 2009
1.0 Local Plans Reviewed
Miami Bicycle Master
1.1 City of Miami: Miami 21 Zoning Ordinance [2005 -Ongoing]
Summary: The Miami 21 Ordinance will be a re -write of the City's Zoning Ordinance 11,000, which to date has
produced an unpredictable urban form, and one not conducive to a walkable, bicycle -friendly, transit -oriented,
livable city. The proposed form -based code is in the process of being adopted by the City Commission.
Analysis: Typical thoroughfare cross-section plans were drawn and proposed as part of the Miami 21 process but
they will not be included in the final code adoption. Article 3 of the code does recognize that bicycles "are a
sustainable and viable mode of transportation and recreation in the City of Miami." Additionally, the code calls for
the use of bicycles as transportation, utility and recreation, and makes note that the provision of bicycle lanes and
shared use streets are to be laid out in a future bicycle master plan, which is now being undertaken. Finally, the
code calls for a minimum of 1 bicycle rack space for every 20 vehicular spaces in the most urban Transect zones
(T4 -T6), as well as in special districts. This provision will likely not provide enough bicycle parking spaces for
certain land uses, such as high-density residential, educational uses, and certain commercial and park
destinations, but is being revisited by the City of Miami bicycle parking ordinance.
1.2 City of Miami: Bicycle Action Plan [20081
Summary: The City of Miami Bicycle Action Plan includes a relatively comprehensive set of goals and actions for
making Miami a more bicycle -friendly city. The BAP is the foundation for the current master planning effort.
Analysis: Adopted in October of 2008, Miami has already accomplished many of the Plan's key components.
These include hiring a part-time bicycle coordinator, hosting the monthly and much -loved Bike Miami Days and
Bike Miami Rides, inserting bikeways into planned roadway infrastructure investment with City, County, and State
agencies, increasing bicycle parking (downtown and Coconut Grove), posting bicycle safety and awareness bus
shelter ads, and undertaking this master plan effort. Furthermore, the scope of the master plan includes many of
those items listed as goals in the BAP, which include education, evaluation, and enforcement efforts for tracking
the city's ongoing successes and shortcomings.
1.3 Miami -Dade MPO: Mountain Biking / Unpaved Trails Map [20081
Summary: A single map depicting all unpaved trails in Miami -Dade County.
Analysis: The Miami -Dade MPO produced a useful map that displays all unpaved trails and routes designed
specifically for, or well-suited to off-road biking enthusiasts. Mountain biking is largely a recreational activity that
Miami Bicycle Master Plan Page 1
Miami Bicycle Master
piques the interest of many riders in south Florida for which the map will prove useful. However, within the City of
Miami, there are currently no unpaved trails available for such use. There are several paved paths designed for
recreational riding where mountain bikes are used. The Virginia Key Master Plan includes trails to be used
specifically by BMX and off-road bicyclists.
1.4 City of Miami: Virginia Key Master Plan Draft 120081
Summary: A master plan calling for the restoration of the Key's natural areas, as well as the improvement of built
and natural recreational facilities for many types of users and demographics.
Analysis: As noted above, the master plan provides miles of both on and off-road recreational bicycle facilities.
The construction of off-road and BMX courses will specifically draw a demographic of regional users to Virginia
Key. Already part of a heavily used recreational bicycling corridor, such facilities will be a welcome addition to the
City's bikeway network.
1.5 Miami -Dade MPO: Bicycle Count [20081
Summary: The MPO used 45 different points and intersection locations throughout the County to tally bicycle and
pedestrian traffic. The effort was intended to demonstrate and track high activity areas. Counts are to be
periodically updated so that an increase or decrease in use patterns may be logged.
Analysis: The data was gathered on weekday mornings and weekend afternoons in the summer and winter of
2008. The results reveal that an overwhelming number of riders in the City of Miami are adult males who don't
wear helmets. This has clear implications for future safety countermeasure and education efforts, especially as it
relates to attracting a more diverse demographic to ride bicycles safely. Data collection methods also
systematized location and behavior metrics for future bicycle counts to monitor behavior and activity trends. This
will help understand how improved facilities increase usage patterns. High activity areas included the Venetian
Causeway, the Rickenbacker Causeway and Coconut Grove. Other areas such as Overtown, Model City, and
Liberty City—where bicycling is prevalent—deserve more detailed evaluation, as they were left out of the above
bicycle count efforts.
1.6 Miami -Dade MPO Bikeway Map 2008
Summary: A map displaying all existing bicycle paths, trails, lanes, wide curb lanes and shoulders intended for
bicycle use, as well as those under construction.
Analysis: The map displays a broad range of County bicycle routes. For example, the Biscayne Boulevard's wide
sidewalks in downtown Miami are labeled as a "paved path." Using a bicycle on a sidewalk, without the
appropriate signage and intersection safety countermeasures, should not be encouraged. Additionally, segments
-` Miami Bicycle Master Plan Page 2
Miami Bicycle Master
of Southwest and Northwest River Drive sidewalks are similarly called "paved paths," despite being far too narrow
for bicyclists and pedestrians to share equitably. The map also shows the proposed Baywalk link at Museum Park
as under construction, which it currently is not. Overall, it's a relatively rough document that displays a small and
discontinuous bikeway system.
1.1 Miami Downtown Development Authority Plan [20081
Summary: A very thorough, detailed plan for all elements comprising Downtown Miami and its many needed
improvements. According to the DDA, many of the recommendations are being phased out for practical reasons,
to the point where the plan is now referred to as a study.
Analysis: Relating to bicycles, the study offers a somewhat detailed approach to bicycle infrastructure. It includes
some bicycle network proposals, recommendations for bicycle parking types and locations, and specific ways to
address barriers like bridges. An important recommendation made numerous times in this study is to return many
of Miami's one-way streets to bi-directional traffic flow. Implementing such changes would do much to improve
circulation for bicyclists, pedestrians, buses, and motorists.
1.8 City of Miami: Parks and Open Space Master Plan [2001]
Summary: This plan was undertaken in conjunction with Miami 21 to communicate a 21st century park system for
the City of Miami.
Analysis: Utilizing a survey -laden public process approach, it is clear that Miami's citizens desire more and safer
places to walk and bicycle. As a result, implementation of the Plan will prioritize pedestrian facilities that connect
the city's parks. According to the Plan, "Over half of the survey respondents expressed a need for walking and
biking trails (which translates to nearly 74,000 households), and half of them see their needs for trails currently
being met 50% of the time or less. Survey respondents would allocate 15% of all park capital funds specifically to
acquisition and development of new walking and biking trails." Furthermore, the plan recommends prioritizing the
development of such facilities like the Baywalk, the FEC corridor greenway, the Commodore Trail and the M -Path.
1.0 Miami -Dade MPO: Parks Master Plan [20011
Summary: A 50 -year master plan encompassing the full extent of the County's public realm: greenways, streets,
natural areas, parks, cultural areas, and waterway trails.
Analysis: Related to bicycling, a primary recommendation is to create network of "Great Streets" by retrofitting the
County's existing oversupply of wide, auto -centric arterial and collector roadways. With Miami 21 as a foundation
on which to push this agenda forward, Miami's urban form would improve the region's aesthetics; provide for
bicycle/pedestrian safety and comfort; and improve the social, physical and economic environment for those land
Miami Bicycle Master Plan Page 3
Miami Bicycle Master
uses abutting important corridors. Clearly, Miami -Dade County and the City of Miami must work with FDOT "to
move beyond vehicular performance based street design and instead design streets that are defined by their role
in the community." In bringing this point to light, the Plan underscores the importance for all residents to have
immediate access to comprehensive bikeway network
1.10 Miami -Dade MPO: Bicycle Crash Data — 2005-2001
Summary: Map indicating reported crash data for 2005, 2006, and 2007.
Analysis: While crashes occur throughout the city, it is evident that the vast majority of crashes are occurring at
intersections, especially along the city's major avenue and street corridors. Crashes are likely underreported, as is
the case in most official pedestrian or bicycle crash statistics. Indeed, most bicycle crashes are caused by the
bicyclist, and not the cause of motor vehicles, and therefore many are not reported. However, when and where
bicycles crashes occur with motor vehicles, the risk of serious injury or death is exponentially higher. The 2007
statistics were lower on reported crashes in the city in comparison to other years. Instituting a more robust crash
analysis tool, one where bicyclists may report their own incidents may go further in providing more reliable data.
1.11 Miami -Dade MPO M -Path Master Plan [2001]
Summary: The Metrorail M -Path Master Plan addresses operational, maintenance, and design issues along the
existing 9 -mile M -Path.
Analysis: This is a crucial corridor in the Miami Bikeway Network that needs to be prioritized at both the County
and City level for improvement. It has major connections through dense neighborhoods, including Brickell
Avenue, and is aligned with the Metrorail, the region's only rapid transit system. Therefore the path offers
numerous multi -modal transportation options, as well as recreational opportunities, and should be thought of as a
bicycle trunk line for the southeastern portion of the city.
While specific bikeway design standards are not to be included in the Miami Bicycle Master Plan scope, the
planned improvements are to be supported in the plan, especially intersection improvements and pavement
width/conditions. It appears that beyond the bicycle path, the corridor seems underutilized, and could be
rebranded as a 9 -mile linear park, and not just as a shared use path.
Miami Bicycle Master Plan
Page 4
Miami Bicycle Master
1.12 Miami -Dade MPO/FDOT Safe Routes to School 120011
Summary: A SRTS program to improve walking and bicycling safety for the Henry Flagler elementary school
catchment area. Includes education, program, and infrastructure improvement to an area that experienced a
relatively high number of pedestrian/motor vehicle accidents during the 3 -year study period -15 pedestrian
crashes, although none involving juveniles were reported, including two fatalities. The study also provided similar
recommendations for Ludlam, Southside, and Riverside elementary schools.
Analysis: Specific countermeasures are certainly needed to address SRTS issues within the City of Miami. While
the plan identifies ideal routes, and includes recommendations to add sidewalks, crosswalks, signals, curb
extensions, bulbouts, and the like, it is unclear how much has been implemented, and what has resulted from the
study. Follow-up with the individual schools and the County needs to occur.
1.13 Miami -Dade MPO Bicycle Safety Plan [20061
Summary: This plan is built from crash data analysis (GIS, 1996-2002), and illuminates possible safety
countermeasures, which include education, enforcement, and engineering/design methods.
Analysis: In general, the bicycle crash trend line is decreasing throughout the whole county. As it relates to Miami,
the largest clusters of crashes were occurring west and northwest of downtown (high density neighborhoods with
noticeably elevated levels of bicycle ridership, but no bikeway network facilities). However, data shows young
riders in Liberty City to be particularly at risk. Physical engineering recommendations include bicycle lanes, traffic
calming measures, and experimental treatments like shared use lane markings (sharrows) and bicycle boxes. The
former are starting to be found throughout the city in the form of neighborhood traffic circles, while the latter two
have not been implemented in the City of Miami or the County. Additionally, bicycle boulevards simultaneously
calm traffic and create bicycle routes along primarily residential streets. This option is currently being studied by
the County as feasible option for particular areas in the City of Miami, including the aforementioned underserved
neighborhoods.
Most countermeasures suggested in the study have yet to be implemented, which is frustrating bicycle advocates
considering some improvements include only minor interventions. Educating City Commissioners and other
city/county agencies may help decision makers prioritize these relatively inexpensive safety improvements.
-` Miami Bicycle Master Plan
Page 5
1.14 Miami MPO Crash data 12000 — 20061
Miami Bicycle Master
Summary: A recording of all traffic (motor vehicle, pedestrian and bicycle) injuries and fatalities. General trend is
that there are fewer crashes throughout the County.
Analysis: The crash trends bode well, but the data demonstrates that bicyclist fatalities are not decreasing,
despite the decrease in accidents. In general, those neighborhoods with higher ridership levels experience higher
crash rates, which is to be expected and not necessarily an indication of other neighborhoods being safer for
bicycling.
1.15 FDOT Safe Routes to School Study [20051
Summary: The study chose schools, identified proposed routes and estimated costs for implementing a safer
network of bicycle and pedestrian improvements.
Analysis: This study is not nearly as detailed as the one conducted in 2007, which got into very site specific
interventions and the countermeasures needed to improve conditions. Additionally, there was no implementation
plan associated with the outlined funding stream. Clearly the study served as a basis for the 2007 study,
explained in more detail above.
1.16 Miami -Dade MPO Long Range Transportation 2030 Plan [20041
Summary: This is a big picture, 25 -year planning and policy document for Miami -Dade County. Updated every five
years, the plan includes investment priority for all modes of travel.
Analysis: The plan still places a primary emphasis on mobility and not accessibility, which is a focus that
ultimately deters bicycle use. The plan calls for expanding bicycles lanes and greenways, many of which were
identified in previous studies. The plan doesn't assign specific funding streams or priority to any of the proposed
projects. To date, some additional bicycle lanes have been striped, but major greenway improvements, such as
the M -Path, Unity Trail, FEC Corridor, and Commodore Trail have not been fully funded.
1.11 Miami -Dade MPO Traffic Calming at Miami -Dade College 120041
Summary: A study outlining potential traffic -calming measures within the streets and avenues that surround and
bisect Miami -Dade College's Wolfson Campus, located in downtown Miami.
Analysis: While the study focused primarily on pedestrian issues, many of the proposed traffic -calming measures
would directly benefit bicyclists as well. These include narrowing lanes, returning streets to two-way
configurations, improving wayfinding, and other infrastructure improvements like sidewalk bulb -outs and the like.
Miami Bicycle Master Plan Page 6
O'�4DMiami Bicycle Master
1.18 Miami MPO Rail Convertibility Study — 2004
Summary: A study outlining potential strategies for transforming the County's unused or underutilized rail
corridors for improved transit service and bicycle and pedestrian paths. The study updated a previous study
conducted in 1993.
Analysis: As the report highlights, Miami -Dade has a history of transforming underutilized rail right-of-ways into
multi -modal corridors. Starting in 1978, this includes the Metrorail/M-Path corridor. The study states "It would be
imperative that the County seek designation of any proposed corridor as part of the Statewide Greenways and
Trails Map. Additionally, "the corridor [in question] should be added to the County's Bikeway Plan to ensure its
inclusion in the County program."
Both the FEC and Unity Trails were not designated as priorities in the previously mentioned 2030 LRTP, which
means there is little impetus to get these crucial links implemented. In particular, the Rail Convertibility study
points to the FEC below 72nd Street as the most important corridor, currently proposed as a rail with trails project.
Currently, this dovetails nicely with a new group of advocates who are proposing a first phase of the project
between downtown Miami and Overtown.
1.10 City of Miami: Downtown Transportation 2025 Master Plan [20031
Review: This long range transportation plan for downtown Miami includes bicycle facilities and improvements as a
small element within the overall plan.
Analysis: An ambitious and comprehensive scope, the 2025 Master Plan lays out multimodal improvements to be
attempted over a quarter century. The plan's bicycle route recommendations do not take into account the existing
street sections or the level of change needed for implementation. None of the proposed bicycle projects were
included in the plan's final list of priorities to accomplish. There has been no progress on implementation of the
plan's bikeway recommendations.
Miami Bicycle Master Plan
Page 7
Miami Bicycle Master
1.20 Miami —Dade MPO: Bikeway Priority Feasibility and Evaluation Study [20031
Summary: A study that put forth seven high priority projects in need of evaluation and prioritization. The study
concluded that the Commodore Trail redevelopment project deserves to have the highest priority because it will
have the largest net effect on the bikeway network. The other six projects included:
Bird Road from SW 67th Avenue to SW 37th Avenue (Not within the City of Miami)
NW 11th Street from NW 32nd Avenue to NW 22nd Avenue
Palm Avenue from W 9th Street to Okeechobee Road (Not within the City of Miami)
Red Road from U.S. 1 to SW 8th Street (not with the City of Miami)
North Federal Highway from NE 36th Street to NE 54th Street
M -Path Trail from SW 67th Avenue to Downtown Miami
Analysis: Commodore Trail (ranked 1 st) and the M -Path (ranked 2nd) have yet to be upgraded per the feasibility
study. Both play vitally important roles in improving connectivity, recreation and multimodal transportation for
bicyclists within the City of Miami. At present, the Commodore Trail has entered into a more detailed design stage
for improvement, from Cocoplum Circle to the intersection of South Miami and Brickell Avenue. Positively, the M -
Path is currently undergoing maintenance for the removal of crumbling pavement, exposed tree roots, and the
like.
1.21 Miami -Dade MPO: Bicycle Parking Plan for Miami -Dade Transit [20021
Summary: This is a bicycle parking plan for integrating bicycle use further into Miami -Dade transit, specifically the
Metrorail and park -and -rides. The plan specifically recommends replacing all lockers with 190 new lockers,
potential bus hub bike parking locations, the removal of all "wheel bender" racks to be replaced with U -Racks,
replacement of parking spaces with bicycle parking, and minimizing restrictions on bicycles on transit.
Analysis: The plan runs through best practices, all types of racks, existing conditions and bicycle counts at
stations. The study found no racks or lockers at Culmer, Civic Center, Overtown/Arena, despite high levels of
bicycle ridership and transit use in those areas. The Miami Bicycle Master Planning effort will analyze the
condition of racks and lockers at all Metrorail stations within the city limits so that the City may work with the
County to request an upgrade of parking facilities in those locations that need them.
1.22 Miami -Dade MPO: Bicycle Facilities Plan [20011
Summary: A comprehensive bicycle plan for Miami -Dade County. The plan used many statistical analysis tools to
determine the conditions of the existing roadway network. Of the 1,500 roadway miles analyzed, only 8.6 percent
of roadway miles were at an acceptable level of service for bicycling (score of "C" or better). Moreover, over 90
Miami Bicycle Master Plan Page 8
Miami Bicycle Master
percent of the roadway miles received an unacceptable LOS score of "D" or worse, with approximately 58 percent
of all segments receiving an LOS score of "E" and 5.7 percent a LOS of "F" rating. As of 2001, The County had
less than 12 miles of on -road bicycle lanes meeting FDOT criteria, and to date has implemented very few
additional segments.
Analysis: The plan offers a very robust quantitative based survey of existing conditions within the bicycle network.
The plan also identifies how to prioritize routes. To date it seems very little has been implemented in the City of
Miami and the whole County.
1.23 Miami -Dade MPO: LRTP 2025 Bike Suitability Study [20011
Review: This is a map that demonstrated those streets suitable for bikeway network facilities in 2001.
Analysis: This countywide bikeway network only takes major arterial and collector streets into account. While such
streets link major destinations across long distances, it ignores neighborhood routes as part of the County's
network. Most streets in the county were deemed not suitable for bicycling unless major improvements are made
to vehicle travel speeds, number of lanes, land uses abutting the corridors, end of trip facilities, the education of
motorists, and the like.
1.24 Miami River Greenway Action Plan 120011
Summary: A greenways plan for the Miami River intended to promote more recreational activity along the
important body of water that bisects the City.
Analysis: The plan provides a bevy of on -street pedestrian and bicycling improvements along the river and within
the neighborhoods that abut it. Many of the recommendations have not been implemented, but others are
complete or on their way to being completed. Future plans need to continually support the vision associated with
this original plan as it lays out a comprehensive and equitable approach to both on and off-street facilities.
1.25 Miami -Dade MPO: North Dade Greenways Plan [10081
Summary: The plan documents the growing awareness and need for greenways as means of both recreation and
transport in Miami -Dade. The 393 square mile study is extensive, of which Miami comprised about 10%. Of
relevance is the identification of a link between the M -Path with the heavily used Venetian Causeway corridor, the
Miami River greenways, the Commodore Trail, the Gold Coast Trail in portions of Allapattah/Model City/Liberty
city stretching from the Miami river north along 27th avenue, a perimeter trail near the airport, the FEC (Flagler
Trail) from downtown stretching north along the corridor to the city limit, and portions of Unity Trail in Miami along
73rd street/FEC east -west link. Additional recommendations include improving South Miami Avenue.
Miami Bicycle Master Plan Page 9
Miami Bicycle Master
Analysis: In Miami, most of the Plan recommendations have not been implemented, except for portions of the
Miami River Greenway, and a bicycle lane along South Miami Avenue. The M -Path and Commodore Trail
improvements have also been refined and proposed, but have yet to be fully funded or implemented. The M -Path
link to Venetian has since been redesigned as a "baywalk" concept to tie the terminus of the M -path to the river,
along Biscayne Bay and Bayfront/Museum Park to 15th streetNenetian causeway.
1.26 Miami -Dade MPO: Bicycle Facilities Plan [10071
Summary: In the early 1990s, the Intermodal Surface Transportation Efficiency Act (ISTEA) and Clean Air Act
(CAA) gave incentives to MPOs for promoting the expansion of bikeway facilities. This resulted in a renewed
interest in bicycling, which spurred the creation of many plans, such as Miami Dade County's 1997 Plan.
Analysis: The 1997 plan was largely a physical needs -based document used to determine future routes,
infrastructure needs, and the existing conditions for bicycling within the County, including the City of Miami. The
latter was done using a quantitative and objective Roadway Condition Index (RCI). The index found that more
than 60% of roadways were unsuitable for safe bicycling in the County. Interestingly, a similar LOS analysis in
2001 indicated that 90% of roadways were unsuitable for such use.
The RCI and the subsequent LOS metrics, while intended to correctly identity unsafe conditions and promote
bicycle -friendly streets, often do the opposite. For example, as the plan mentions, the RCI promoted wide curb
lanes and expanded turn lanes for "more automobile capacity." This directly conflicts with the same RCI notion
that lower ADT equals a more bike -friendly street.
Miami Bicycle Master Plan Page 10
2.0 National Plans Reviewed
2.1 Seattle, 2001
Miami Bicycle Master
A comprehensive two year planning process that culminated in the creation of one of America's most ambitious
bicycle master plans—a10-year timeline for the build out of 450 miles of bikeway infrastructure. Seattle is much
further along than Miami in creating bicycle infrastructure. Yet, the plan serves as the jumping off point for a new
commitment, one that aims to do no less than make Seattle the best bicycling city in America. The full plan
includes a master route plan, broken out by route types, education and safety measures, coordination amongst
inter -governmental agencies, implementation, performance measures, maintenance, and an existing conditions
analysis. The plan serves as a great model for the Miami Bicycle Master Plan. Of note, it relies little on statistical
justification, rather assumes bicycling as a key component to the city's green initiatives and as a critical element in
their recently enacted Complete Streets legislation. The plan admirably places bikeways within a quarter mile of
95% of all households.
2.2 Portland,1006
This is an impressive plan from America's most bicycle -friendly large city and one that continues to be
implemented with success. The planning process encompassed two -and -half years and included input from over
2,000 people in dozens of public meetings. The plan is a 20 year -time frame with updates occurring every 5
years. It entails a fully comprehensive approach to developing bikeways, education, regulations and standards,
benchmarks for performance etc. The Plan calls for 630 miles of bikeways of all types with the commensurate end
of trip facilities. The stated goal is to place bikeways within a quarter mile of all Portland residents. The long term
plan includes 23,000 additional bicycle parking spaces in the city. Engineering guidelines are detailed and
extensive. The plan uses a three tiered approach of goals, policies, and objectives to approach a 20 year build
out. The Bikeways classification system is clearly spelled out.
2.3 Denver 2001
This was a comprehensive update to the existing master plan first created in 1993. The plan was updated to track
accomplishments as well as refocus efforts to improving bicycle conditions in the City of Denver. This plan called
for 100 new miles of bike lanes, primarily along the major grid corridors, not unlike Miami's. The potential effect is
that all City residents will be within 'h mile of a bikeway facility. The City created a signed bike route system for 22
corridors, so there are routes entitled D-1, D-2, etc. The Plan looks at a lot of off-road alignments as areas where
connectivity and ridership levels can both be improved. The Plan provides a well detailed "gap analysis" type of
approach, outlining where the opportunities are and what the standards are for trails and their improvement.
-` Miami Bicycle Master Plan Page 11
Miami Bicycle
Master Plan
Appendix B
gig
TABLE OF CONTENTS
Miami Bicycle Master pPlan
1.0 Allapattah...................................................................................................................................1
2.0 North/East Coconut Grove....................................................................................................... 4
3.0 Coconut Grove South/West...................................................................................................... 7
4.0 Coral Way................................................................................................................................ 10
5.0 Downtown................................................................................................................................13
6.0 Flagami.................................................................................................................................... 16
7.0 Little Havana............................................................................................................................ 19
8.0 Little Haiti................................................................................................................................. 22
9.0 Model City................................................................................................................................ 25
10.0 Overtown................................................................................................................................. 28
11.0 Upper East Side....................................................................................................................... 31
12.0 West Flagler............................................................................................................................. 34
13.0 Wynwood/Edgewater.............................................................................................................. 37
Miami Bicycle Master Plan September 2009
1.0 Allapattah
Miami Bicycle Master pPlan
Parks RW Private SchoollDaycare Facility
I Public School/Daycare Facility
Within an excellent network of
streets, Allapattah features a
mixture of small lot single-family
homes and duplexes, and
medium density apartment
buildings. The area is served by
bus and rail transit, with
numerous bus stops located
along the commercial corridors,
and three Metrorail stations along
NW 12th Avenue (Health District,
Santa Clara, and Allapattah).
Bicycle use is readily apparent
throughout the neighborhood,
especially as a means to access
daily shopping needs and social
engagements. With a collection
of neighborhood -serving retail and restaurant businesses, NW 17th Avenue, between NW 28th and NW 36th
Streets, is one of the neighborhoods definitive bicycle activity hubs.
Existing Bicycle -Friendly Features
Most parks in Allapattah feature at least one green "wave" bicycle rack, while all three Metrorail stations offer a
various amount of inverted "U" bicycle racks and bicycle lockers in various condition. Many low-volume, low -
speed residential streets offer safe routes parallel to Allapattah's commercial and industrial corridors.
Key Challenges
Allapattah is bordered and bisected by several high-volume and high-speed thoroughfares that make bicycling
uncomfortable for even the most experienced cyclist. NW 7th, 12th, 22nd, and 27th Avenues, and NW 20th and
NW 36th Streets exemplify this condition. Yet, it is along these corridors where many local jobs, services, and
commercial uses are located. Accessibility and safety are therefore an issue that needs consideration. At present,
there are no on -street bikeways or bicycle parking facilities in the district, which likely deters use and exacerbate
the amount of wrong -way and sidewalk riding that occurs in the neighborhood. Between 2005 and 2007, 33
crashes were recorded, almost exclusively along the neighborhood's commercial corridors. NW 36th Street alone
was the location for 8 crashes.
Page 1
O'�4DMiami Bicycle Master Appendix
An Industrial district, bordered by NW 20th and NW 23rd Street to the south and north, and NW 7th and NW 27th
Avenues to the east and west, poses an additional safety threat and barrier to bicyclists, as large delivery and 18 -
wheel trucks frequent the area and the surrounding corridors.
As a large regional employment center, Allapattah's Health District district significantly lacks bicycle parking and
bikeway facilities, which would help visitors and employees access the area's many amenities and services and
potentially lower the amount of needed motor vehicle parking.
Finally, accessing the Miami River, which comprises the district's southern border, is made difficult along the NW
River Drive corridor where many private residential and marine related land uses offer limited access to the River.
Furthermore, the bridges connecting Allapattah to the neighborhoods to the south of the Miami River do not
accommodate bicyclists safely and therefore serve as additional barriers to safe bicycle use.
Key Opportunities
Allapattah's street network offers several opportunities for enhanced bikeway facilities, such as bicycle boulevards
and shared use lane markings connecting schools, parks, residential areas, and commercial corridors. The
Metrorail right-of-way, between NW 25th Street and NW 36th Street should also be improved to include a shared
use path, similar to the M -Path. At present, well worn "desire lines" already demonstrate such use, but more
importantly a need for such a facility.
Both NW 28th and 29th streets present opportunities for inter- and intra -neighborhood connectivity. NW 10th
Avenue also offers an excellent north -south route allowing bicyclists to travel between the Health District and the
Model City/Liberty City neighborhoods. As existing bicyclist destinations, NW 17th Avenue and NW 36th Street
would be ideal for shared use markings/signs, as the present width does not allow for bicycle lanes.
Finally, a need for bicycle parking facilities along the commercial corridors exists. Better wayfinding amenities
would also best help roadways users to access the neighborhood's recreational amenities, like the Miami River
and planned on -street and off-street greenways.
Miami Bicycle Master Plan
Page 2
Miami Bicycle Master pPlan
Allapattah Images
Bicycle and pedestrian desire lines along the Metrorail right-of-way.
Inverted "U" Racks provide parking at the Allapattah Metrorail Station
A common scene: two bicyclists turn north off of NW 28th Street.
NW 28th Street offers a good east -west bicycle route.
Wrong -way, sidewalk riding on NW 36th Street.
Miami Bicycle Master Plan
Wide lanes and high speeds threaten bicyclists along NW 7th Avenue.
Page 3
2.0 North/East Coconut Grove
Miami Bicycle Master pPlan
North/East Coconut Grove is a
high activity area for recreational
and competitive bicyclists,
especially on the weekends. From
points south and northeast,
hundreds of bicyclists use South
Bayshore Drive as they ride to
and from the Rickenbacker
Causeway. The Grove's mixed-
use village center, as well as the
parks and restaurants that line
Biscayne Bay (Kennedy, Myres,
and Peacock parks) serve as
recreational and utility trip
Parr Private Scho-olfDaycare Facility generating destinations for
_ Public 5chaoUDaycare Facility bicyclists of all abilities.
Existing Bicycle -Friendly Features
The recent improvements to the Rickenbacker Causeway and the prevailing attitude towards bicyclists in this NET
District make the area a regional destination for south Florida's bicyclists. Additionally, the Grove's Business
Improvement District has effectively hosted the most successful Bike Miami Days to date. Also, by increasing the
supply of bicycle parking in the village center the area is committing itself to the needs of bicyclists. Previous to
these important efforts, the Commodore Trail has given recreational bicyclists an alternative along sections of
Bayshore Drive and Main Highway towards the South Grove area. Additionally, a traffic signal actuator capable
of detecting bicyclists was installed at the intersection of SW 32nd Road and S Bayshore Drive. This device
allows bicyclists to change the light signal green within a matter of seconds. Finally, North/East Coconut Grove's
residential neighborhoods are formed by a grid of streets that feature several traffic calming devices, such as
chicanes, diverters and traffic signals, which make travel more comfortable for bicyclists.
Key Challenges
Many challenges and barriers remain for bicyclists in the North/East Grove NET area. To date, the Commodore
Trail is virtually unidentifiable between the Rickenbacker Causeway and the center Grove. Additionally, where the
trail enters the village it becomes an urban sidewalk. Beginner and intermediate bicyclists often do not move to
the roadway, which causes conflicts with pedestrians and cafe patrons.
Miami Bicycle Master Plan Page 4
Miami Bicycle Master pPlan
Of the bicycle crashes reported in North/East Coconut Grove between 2005 and 2007, the majority occurred
along Bayshore Drive. The roadway's width (primarily four lanes), the level of traffic congestion, and the speeds
at which motorists travel seems to deter less experienced riders from riding safely within the roadway, instead
forcing them to the sidewalk where they must vie for limited space with pedestrians, and navigate many
intersections.
At the District's northeastern border, the entrance to the Rickenbacker Causeway is difficult for bicyclists to
access, as they must contend with heavy vehicular traffic and confusing traffic patterns. Additionally, South Dixie
Highway, which forms the northern border for North/East Coconut Grove District acts as a significant barrier to the
neighborhoods immediately to the north, as well as the M -Path.
Additional bicycle parking is still needed within all parks and within the village center itself. And while new
decorative bicycle racks raise the profile of bicycling, they sometimes do not offer the most functional or efficient
solutions.
Key Opportunities
The North/East Coconut Grove NET District has a great opportunity to capture more utility and commuting trips by
bicycle, while also improving safety for the thousands of recreational and competitive riders who use the district's
main corridors. Major improvements along the Commodore Trail, Bird Road, SW 27th Avenue, and South
Bayshore Drive will do much to improve connectivity and safety. Bicycle boulevards along select residential
streets will improve safety and mobility options for intermediate and beginner bicyclists too. Those streets already
closed to thru-traffic, or which have already received traffic -calming improvements present excellent opportunities
for bicycle boulevards if wayfinding is improved.
More bicycle parking will also encourage the use of bicycles for short, utilitarian trips, especially at destinations
within the village center. Additional bicycle -centric events, like Bike Miami Days, will likely be met with political and
constituent support, thereby further raising the profile of bicycling in the North/East Coconut Grove District.
Finally, adding more inductor loops should be pursued to allow bicyclists to cross high-volume thoroughfares at
challenging intersections.
Miami Bicycle Master Plan
Page 5
Miami Bicycle Master pPlan
North/East Coconut Grove Images
Traffic Circles slow traffic in residential neighborhoods.
Decorative bicycle racks "spoil the bicyclist," and help raise their profile.
Streets closed to traffic still provide bicycle and pedestrian access.
Bicyclists and motorists constantly vie for space along S. Bayshore Drive.
A chicane along Tiger Tail Avenue slows motor vehicle traffic.
Miami Bicycle Master Plan
Commodore Plaza seems ideal for shared -use lane markings.
Page 6
3.0 Coconut Grove South/West
Miami Bicycle Master pPlan
The Coconut Grove South/West
NET District is a physically,
socially, and demographically
diverse area. In the northern part
of the district, bicycles are
frequently used for social
purposes and to access daily
needs. In particular, the
commercial district along Grand
Avenue remains a key destination
for the neighborhood's residents.
In the southern part of the district,
skilled recreational bicyclists
Parks W Private School/Daycare Facility
comprise the majority of users.
Public SchoollDavcaT-e Facilihr These bicyclists typically do not
make use of the Commodore Trail, which attracts joggers and a less visible population of intermediate and
beginner bicyclists.
Bicycle -Friendly Features
A relatively new bicycle/pedestrian path has made a much needed connection between Plaza Street in the
northern and southern part of the grove. Additionally, new traffic calming improvements, mostly in the form of
small traffic circles, indicate potential locations for bicycle boulevards along Franklin and Day Avenues. The
Commodore Trail is in need of significant improvement, but it is best defined as a physically -separated shared
use path in this district. Remnants of on -pavement markings and old bicycle route signs still exist, but are difficult
to make out.
Key Challenges
Between 2005 and 2007, 4 of 13 recorded crashes occurred along Grand Avenue. Clearly, safety improvements
are needed along this well -frequented corridor. McDonald Street, Bird Avenue, SW 37th Avenue, and
Ingraham/Main Highway represent four other corridors where bicycle safety measures should be commensurate
with their use as frequent bicyclist travel corridors, but in which limited or no improvements have been made.
Miami Bicycle Master Plan
Page 7
Miami Bicycle Master pPlan
Due to the dense foliage, rightfully considered an amenity, poor lighting and visibility pose safety risks, especially
at intersections. Additionally, because so many of the South Grove's waterfront streets are privatized, accessing
Biscayne Bay on a bicycle remains difficult.
Recovering and improving the Commodore Trail remains an important challenge for this portion of the City, and
Bicycle access in and around the schools remains difficult.
Despite the number of bicyclists, there are no bicycle racks located along Grand Avenue. Equalizing the
investment in such infrastructure between the North/East Coconut Grove and Coconut Grove South/West districts
is an important challenge to overcome.
Opportunities
There are several large and small scale opportunities to make the Coconut Grove South/West district more
bicycle -friendly. While featuring lower densities and less proximity from the commercial services of the village
center, this district is likely to garner higher levels of bicycle use if on -street bikeways, wayfinding signs and
bicycle parking facilities are expanded and improved upon. Bicycle Boulevards that connect east to west, and
north to south present the greatest opportunity to improve safety and use.
The improvement of the Commodore Trail, and those potential bicycle routes that feed into it (such as the recently
connected Plaza Street), should help bicyclists reach their destinations more safely. Finally, the few streets that
do reach the district's waterfront should be well -marked and improved so that the general public can enjoy the
natural beauty of Biscayne Bay.
Miami Bicycle Master Plan Page 8
Miami Bicycle Master pPlan
Coconut Grove South/West Images
Grand Avenue is an area of high bicycle activity in the West Grove.
Day Avenue at Vrrick Park is both a destination and a link for bicylicsts.
A recently constructed path provides a needed bicycle connection.
The Commodore Trail is poorly marked and in various states of disrepair.
Royal Road provides rare public access to Biscayne Bay.
Miami Bicycle Master Plan
Signage warn motorists to the presence of bicyclists along Ingraham Hwy.
Page 9
4.0 Coral Way
Miami Bicycle Master pPlan
Named for one of Miami's most
historic thoroughfares, the Coral
Way NET District is comprised of
several smaller neighborhoods,
including The Roads,
Shenandoah, Coral Gate, and
Silver Bluff. The Coral Way
corridor, which connects
downtown Miami to downtown
Coral Gables, is increasingly the
home to dense mixed-use and
residential development.
However, the adjacent
Parks =Private School[Daycare Facility neighborhoods, save for the SW
27th Avenue corridor, are
Public 5chaaVaycare Facilihy comprised primarily of single-
family homes, duplex units, and one to three-story apartment houses. The area is served by Metrobus along the
major corridors and the Metrorail/South Dixie Highway forms the District's southern border. While bicycle use
varies by neighborhood, higher volumes may be found near the M -Path and the District's eastern neighborhoods.
Bicycle -Friendly Features
In recent years many small, landscaped traffic circles have proliferated throughout the Coral Way NET District.
Residents state anecdotally that these improvements have slowed traffic speed and helped beautify their
neighborhoods, especially in The Roads and Shenandoah neighborhoods.
In addition, Bicycle Lanes have been implemented along SW 15th Road and South Miami Avenue. At present,
two roadway reconstruction projects are slated to include bicycle lanes. These include portions of Coral Way
(FDOT project between SW 15th Avenue and SW 12th Avenue) and SW 3rd Avenue (City of Miami project
between SW 12th Avenue to SW 1st Avenue). Additionally, the M -Path is currently undergoing $700,000 worth of
needed repairs. These improvements will increase connectivity between the M -Path, Metrorail, downtown Miami,
and The Roads neighborhood. Finally, bicycle lockers and bicycle racks are available at the Vizcaya and Coconut
Grove Metrorail stations, adjacent to the M -Path.
Page 10
O'�4DMiami Bicycle Master Appendix
Key Challenges
While the recent and future bicycle lane projects continue to improve conditions for bicyclists, the Coral Way
District overall has very little bicycle infrastructure. The lack of visible bicycle parking options at schools and along
the primary commercial corridors, like Coral Way, seems to deter use and threaten one's sense of safety.
Additionally, high motor vehicle speeds and traffic volumes along the district's major north -south corridors (SW
12th, 17th, 22nd, 27th, and 32nd Avenues) provide barriers to bicyclists. As a major east -west automobile
commuter route, Coral Way also presents a particular challenge, as the vehicular speeds and volumes of traffic
threaten all but the most experienced of riders. It should be noted that the current 40mph speed limit does not
recognize the corridor's land use patterns and built character.
A total of 25 crashes were recorded between 2005 and 2007. The majority of these occurred in clusters along
Coral Way (6), South Dixie Highway intersections (7), and at the entrance to the Rickenbacker Causeway (4).
Key Opportunities
Although Coral Way's density is less intense than that of the Little Havana or Downtown NET Districts, the Coral
Way area maintains an excellent network of residential streets that, between the major corridors, provide an
excellent network of parallel streets already amenable to implementing bicycle boulevards. Opportunities to
capture higher bicycle mode share and improve safety may be found in connecting those streets that pass by
known trip generators like parks and schools which already feature traffic -calming measures.
There are also significant opportunities to add bicycle parking facilities, especially along Coral Way, SW 27th
Avenue, at schools, and Metrorail Stations. Such facilities will improve the network and offer safer choices for
bicyclists when they reach their destination. Finally, moving past the scheduled repairs to implementing the M -
Path Master Plan (2007) in full would create a signature bikeway for the all southeastern and southwestern
neighborhoods.
Miami Bicycle Master Plan
Page 11
Miami Bicycle Master pPlan
Coral Way Images
Recently built traffic circles force neighborhood traffic to slow down.
LAW
Shenandoah Middle School and Park are important destinations.
SW 17th Lane offers a safe route to Shenandoah Park.and Middle School
In the Roads neighborhood, overgrown plantings block visibility.
SW 17th Avenue connects many neighborhoods, but offers no bicycling
amenities.
Miami Bicycle Master Plan
At 40mph, traffic along Coral Way moves swiftly despite its urban context.
Page 12
I'm
5.0 Downtown
Miami Bicycle Master pPlan
The Downtown NET District
comprises the city's historic core.
Neighborhoods include Downtown
(centered on Flagler Street), Brickell,
Park West, Omni, and the islands
(Port of Miami, Watson, Venetian, and
Virginia Key). The built and natural
character of the District varies greatly,
but remains dynamic and in transition.
Due to its density, mixture of uses,
destinations, transit coverage and
location, the Downtown District
attracts the city's highest number of
bicyclists—service and construction
workers, deliverymen, messengers,
commuters, weekend or morning
recreational riders, and students.
Bicycle -friendly features
Downtown Miami features a number
of bicycle amenities: the ongoing river
and baywalk projects provide
recreational bicyclists with
unsurpassed views of Biscayne Bay
Q and the downtown skyline; Bike Miami
Days has attracted thousands of
bicyclists, effectively raising the profile
of downtown and the viability of
n n bicycling in Miami; new bicycle racks
designed for short term use continue
Parks Private Scho IDaycare Facility
to proliferate in the downtown office
Public School Daycare Facility and residential core, joining the
existing bicycle rack and locker storage facilities at Government Center; Bayfront Park's Bike n' Roll is now
offering guided bicycle tours; the Venetian Causeway corridor remains one of the city's most well -traveled
Miami Bicycle Master Plan Page 13
Miami Bicycle Master pPlan
recreational and commuter bike routes; and finally, improvements to the Rickenbacker Causeway have solidified
it as the #1 bicyclist destination in Miami -Dade County. In fact, a recent count tallied by the Miami -Dade County
marked 950 bicyclists entering the Causeway on a Saturday morning, between 6:30am and 9:OOam.
Key Challenges
Despite the progress, there are no on -street bikeways in the Downtown District, save for the Rickenbacker and
Venetian Causeway bicycle lanes. While the gridded streets provide connectivity, the number of one-way streets
hinders navigation and induces higher travel speeds amongst motorists, which makes streets less comfortable for
bicyclists. Important corridors like NE 2nd Avenue, N. Miami Avenue, NE 5th Street, SW 7th Street, SW 8th
Street, and SW 13th Street exemplify this condition.
Blight and crime remains an issue, particularly in the Park West/Omni neighborhood. Other safety concerns
include railroad crossings and bridges, which in general are not designed to accommodate bicyclists safely. A
total of 31 crashes were recorded between 2005 and 2007. As in other areas of the city, crashes were clustered
in what may be presumed to be dangerous intersections or roadway segments. These include the highway on
and off -ramps for Route 1-95 and 1-395, Biscayne Boulevard, Bayshore Drive and NE 14th Street, Brickell Avenue,
and along certain areas of the Rickenbacker Causeway.
Key Opportunities
As the metropolitan core, Downtown Miami has the opportunity and responsibility to showcase bicycling as a
desired form of transportation and recreation. The density, mixture of land uses, and number of destinations
within short proximity make the area ideal for added and improved bicycle infrastructure.
Short and long term opportunities include the transformation of the FEC rail corridor into a recreational path;
restoring many streets to their original two-way traffic configurations; the addition of bicycle lanes, shared use
lane markings and physically protected and/or buffered bicycle lanes; the development of additional bicycle
parking facilities for both short term use (racks, shelters) and overnight storage (bicycle station); the continued
buildout of the river and baywalks; and route/wayfinding signs that not only helps bicyclists navigate the area, but
brand the city as South Florida's most bicycle -friendly destination. If continued, programs like Bike Miami Days
will keep bicycling in the public conscious and provide further opportunities for education, awareness, and mode
share gains.
Miami Bicycle Master Plan
Page 14
Miami Bicycle Master pPlan
Downtown Images
A short sidepath helps bicyclists around the Venetian Causeway tollbooth. Bridges, with dangerous storm grates like this, can be hazardous.
In some locations, new bicycle racks cannot keep up with demand.
Bicyclists often take to the sidewalk along unsafe corridors.
A recreational bicyclist braves Biscayne Boulevard, an 8 -lane thorough-
fare.
Miami Bicycle Master Plan
Recent improvements have made the Rickebacker Causeway safer.
Page 15
6.0 FI8g81i11
Miami Bicycle Master pPlan
Parks r Private SchDoVDaycare Facility
PubTPc SchavUDasrcare Facility
The Flagami District is primarily
made up of two distinct
neighborhoods: Grapeland
Heights to the north of SW 7th
Street, and Flagami, the
westernmost neighborhood in the
city of Miami. While the NW 7th
Street corridor, west of NW 42nd
Avenue, features many mid -rise
apartment, condominium, and
commercial buildings, single-
family and duplex building types
comprise the majority of the
District's built fabric. Flagami's
northern and western limits are
physically defined by water—the
Miami River, Blue Lagoon, Lake Manor, and the Tamiami Canal. Heavily trafficked commercial corridors and the
Dolphin Expressway also bisect and delimit the neighborhood's urban structure. At present, bicyclists are more
common in the Grapeland neighborhood. However, younger families continue to move into Flagami, thereby
increasing the amount of children who could potentially be bicycling to the neighborhood's schools and parks.
Bicycle -friendly features
The Flagami District has many neighborhood streets that maintain low levels of traffic volume, some of which
connect to parks, schools, and key destinations and services along the bordering commercial corridors. On these
streets, which continue to receive traffic -calming infrastructure investment, bicycling should be a comfortable
activity for most users. However, besides installing bicycle racks at some neighborhood parks and schools, the
Flagami District has not witnessed bicycle specific improvements.
Key Challenges
In general, the Flagami District is in need of more active green spaces where residents can walk and bicycle.
Many of the parks and open spaces that do exist are located along the heavily trafficked commercial corridors
where bicycle access is made very difficult. Similarly, as the area's canals and lakes are rarely visible or
accessible to the public. Also, ample curb cuts, fast-moving commuter traffic, and suburban land use patterns
Miami Bicycle Master Plan Page 16
Miami Bicycle Master pPlan
make it clear that Flagami's commercial corridors are designed primarily for automobile use, offering few
amenities to pedestrians and even fewer to bicyclists.
Between 2005 and 2007 15 crashes were recorded. The vast majority occurred at intersections along dangerous
road segments, such as West Flagler Street (6), SW 8th Street (1), NW 7th Avenue (5), and NW 37th Avenue (1).
Because most of these streets are built out, and handle high volumes of traffic, decisions will have to be made
regarding what type of bicycle facilities are most appropriate for offsetting the dangerous conditions that currently
exist.
Key Opportunities
Because there are low volumes of traffic within the interior residential neighborhoods, and the streets form a well-
connected grid pattern, a few well-placed bicycle boulevards could offer users, especially children, with safe
bikeway facilities. Such facilities would improve access and safety, help those already bicycling to navigate the
District, and encourage new bicyclists to take to the streets. New bikeway network types, like bicycle boulevards,
would also help mitigate the District's lack of green space dedicated to active recreation.
Bicycle parking along the commercial corridors and at civic use destinations will benefit many of those who ride
for daily needs already, as well as entice others to do so. Traffic calming measures along the corridors would
likely improve safety and access to all the goods and services contained along their trajectory. Finally, the
planned 7 -mile Ludlam Trail, which is a rail -to -trail conversion along the existing FEC railroad corridor segment,
would offer Flagami residents with a wonderful, and much needed recreational amenity. The chance to develop
such a signature bikeway is one opportunity the City and County should not pass up.
Miami Bicycle Master Plan Page 17
Miami Bicycle Master pPlan
Flagami Images
A utilitarian bicyclist gets ready to navigate NW 7th Street.
Wayfinding and end of trip facilies are needed in Sewall Park.
West End Park is an important destination for neighborhood children.
Atraffic circle at SW 4th Street and Tamiami Boulevard improves safety.
NW 14th Street is wide enough to accommodate a bicycle lane.
The seven mile Ludlam Trail is in the early planning stages.
Miami Bicycle Master Plan Page 18
1.0 Little Havana
Miami Bicycle Master pPlan
Little Havana is a dense and
culturally vibrant urban
neighborhood. The neighborhood
maintains a rich network of
commercial services, civic
buildings, parks, schools, and
open spaces. However, it is also
bisected by many major east -west
and north -south thoroughfares
that continue to undermine the
viability of the bicycling
/pedestrian activities. Many of
these corridors feature one-way
Parks Private SchoollDaycare Facility traffic flow patterns, which make
bicycling difficult. Notwithstanding
Public Schaol,'Daycaro Facility
these conditions, many
neighborhood residents continue to bicycle as a simple and efficient form of transport within the neighborhood
and to nearby employment centers.
Bicycle -friendly features
There are no on -street bikeway network facilities in Little Havana. However, a recently completed portion of the
SW River Drive on -street greenway offers a bicycle -friendly segment, as do some of the neighborhood's interior
thoroughfares. The neighborhood's land use patterns and urban structure, with several parks, schools, and
services intermingled with dense residential housing, remains Little Havana's greatest bicycling asset.
Additionally, some bicycle racks may be found within the neighborhood's parks and schools. Ada Merritt
Elementary School, for example, alone offers 40 bicycle racks for students. Basic traffic calming measures have
been implemented throughout the District such as street closures around schools; however, few amenities exist
for bicyclists in Little Havana.
Key Challenges
Making Little Havana more conducive to bicycling will require re -working the design of its major corridors.
Connecting the Miami River on -street greenway along SW River Drive will also take political will, funding, and
time. Adding wayfinding signs and pavement markings would help residents to safely navigate those streets
where bicycle lanes are not feasible. Wrong -way and sidewalk riding increases the danger and risk for accidents,
Miami Bicycle Master Plan Page 19
Miami Bicycle Master pPlan
especially down one-way streets. Major corridors, such as SW 71h SW 81h and NW 7th Streets, and SW/NW 12th
17th, and 22nd Avenues provide barriers to bicyclists, as swift moving vehicular traffic and frequent curb cuts
dominate these primary thoroughfares. An example of the latter, SW 7th Street alone has 67 major curb cuts
along a 22 -block stretch.
Between 2005 and 2007 30 crashes were recorded within the Little Havana District. While some of these crashes
were spread around the neighborhood as isolated events, the majority occurred at intersections along dangerous
road segments, such as West Flagler Street (7), SW 8th Street (4), NW 7th Street (4), NW 12th Avenue (4), and
SW 7th Street (4). Because most of these streets are built out and handle high volumes of traffic, decisions will
have to be made regarding the type of bicycle facilities most appropriate for offsetting the dangerous conditions
that currently exist. In addition, gaining local constituent support for bikeway improvements is an important
challenge to overcome.
Opportunities
Developing bikeways parallel to major traffic arteries will offer bicyclists enhanced connectivity to parks and
services. Flagler Terrace, for example, provides a 5 block dual direction route parallel to Flagler Street, which
remains a one-way street along the same segment. Creating a signature bicycle facility along Flagler Street, SW
1st Avenue, or connecting to the future Marlins Stadium (now under construction) will raise the profile of bicycling
and help residents and visitors access the neighborhood's best amenities.
Certain minor and major commercial corridors, like SW 8th Street offer an opportunity to use shared -use lane
markings where reducing the number of lanes may not be financially or operationally feasible and recommended
because of the roadways major vehicular usage. All commercial corridors need bicycle parking particularly along
Calle Ocho (SW 8th Street).
Miami Bicycle Master Plan
Page 20
Miami Bicycle Master pPlan
Little Havana Images
Southwest River Drive's on -street greenway improvements.
40 bicycle parking spaces exist at Ada Merritt Elementary. None are used.
NW 8th Ave. is a minor commercial street, ideal for a sharrow.
SW 6th Street connects small-scale neighborhood commerical nodes.
Bicycle are used frequently for social/utilitarian purposes in Little Havana. At the western edges SW 27th Avenue is a barrier to safe bicyle travel.
Miami Bicycle Master Plan
Page 21
1EM
8.0 Little Haiti
Miami Bicycle Master pPlan
The Little Haiti District is physically
defined by Biscayne Boulevard to the
east; SR -836 to the south; 1-95 to the
west; and the Little River to the north.
Established neighborhoods within the
District include Buena Vista, Little
Haiti, and the Design District. A
variety of commercial and light
industrial land uses may be found
throughout the area, as well as art
studios and galleries in the Design
District. Little Haiti's housing stock is
primarily made up of single-family and
duplex building types. However, small
and medium -scale apartment
buildings are common and add
density along the District's main
corridors.
1 _ ! Bicycle -Friendly Features
Besides offering bicycle racks at
l select parks and schools, there are no
completed bikeways in the Little Haiti
: District. However, a bicycle lane along
3 n ; NE 2nd Avenue is being striped from
t.
NE 80th Street to NE 20th Street,
R� which will bisect the length of Little
Haiti and offer a safer way to travel
- north -south throughout the District.
- Parks _ Private SchmlJDaycare Facility Since the District is approximately
pp Y
_ Public SchooUDaycare Facility eight blocks wide, and because NE
2nd Avenue serves the cultural heart of Little Haiti, the improvement will likely serve as a trunkline for many of the
neighborhood's bicyclists.
Miami Bicycle Master Plan Page 22
O'�4DMiami Bicycle Master Plan
Appendix B
Key Challenges
While NE 2nd Avenue will soon include a bicycle lane, most of the District's other commercial corridors are
difficult to navigate for all but the most experienced bicyclist. N 54th, 62nd, 71 st, and 79th streets all exemplify this
condition; as well as North Miami Avenue and Biscayne Boulevard, which are designed primarily for
vehicular travel.
15 crashes were recorded between 2005 and 2007. NE/NW 54th Street, with four such incidents, is likely the
most unsafe streets for bicyclists in Little Haiti. Additionally, many bicyclists in this neighborhood can be seen
bicycling against the flow of traffic or along the sidewalks, which increases the risk of accident, especially at the
intersections of the district's major corridors.
Key Opportunities
As in most areas of the city, education and outreach, along with expanding the amount of bikeway infrastructure
will help residents' access to services safely and entice others to ride more frequently. Physically, Little Haiti has
two rail corridors that remain underutilized. Running north -south, the FEC rail corridor greenway project presents
the largest opportunity for improvement in this District and perhaps the entire city. Additionally, the Gold Coast
rail corridor, which parallels NE/NW 72nd Street, offers another excellent opportunity to provide alternative
transportation and recreation facilities for those living in the Little Haiti District.
Other challenges include funding the expansion of bicycle parking within the District's most active areas. At
present, there are no street side bicycle racks to be found anywhere in the district, which raises bicycle theft
concerns for many users, especially those who must park their bicycles for the duration of the day or overnight.
Miami Bicycle Master Plan Page 23
Miami Bicycle Master pPlan
Little Haiti Images
NE 54 Street is designed so that most bicylcists opt to use the sidewalk. NW 71st Street is an ideal street for bicycle lane improvements.
Bicycle lanes will be included in the reconstruction of NE 2nd Avenue.
Safe routes to school improvements are needed along NW 59th Street.
Schools, dense housing and neighborhood retail make NW 2nd Avenue a primary candidate for a north -south bicycle corridor.
Miami Bicycle Master Plan
Page 24
0.0 Model City
Miami Bicycle Master pPlan
_ Parks _ Private SchwaliDaycare Fa-� I t:'
_ Public SchoolVDaycare Facility
Miami Bicycle Master Plan
Model City, which is most often
referred to as Liberty City, features a
single-family and duplex residential
streets nested within a larger grid of
auto -oriented commercial corridors.
Bicyclists are a common site in the
neighborhood. The Metrorail skirts the
District's southern border; however
the area's overall transit service is
currently inadequate. Moreover,
connectivity to the south (Allapattah)
and east (Little Haiti) is limited due to
the 1-95 and SR -112 highways.
Bicycle -Friendly Features
No bicycle improvements have been
made in the Model City area, save for
some bicycle racks at parks and
schools, and at the Earlington Heights
Metro station, located at the district's
southwestern edge. However, Miami -
Dade County is currently studying the
possibility of building bicycle
boulevards in the neighborhood.
Moreover, City officials are working
with the University of Miami's
BIKESAFE program at the Belafonte
Tacolcy Center to develop bicycle
safety education for school-age
children.
Page 25
O'�4DMiami Bicycle Master Plan
Appendix B
Key Challenges
While the neighborhoods between the corridors are relatively easy to navigate by bicycle, the commercial
corridors, such as NW 54th Street, NW 62nd Street, NW 71st Street, NW 7th Avenue, NW 12th Avenue, and NW
17th Avenue present significant barriers for most bicyclists.
Currently, many bicyclists ride along sidewalks and against the flow of traffic. This is especially true along the
commercial corridors. Therefore, developing safe -route wayfinding and education outreach is important.
16 crashes were recorded between 2005 and 2007. Unlike other areas of the city, there were no consistent
accident clusters. Rather, accidents were distributed evenly throughout the District, and seemed to occur as
frequently on residential streets as on commercial corridors.
Key Opportunities
Because there are already a high number of bicyclists in the neighborhood, there are plenty of opportunities to
attract existing and new riders to bikeway facilities and safety outreach programs. In particular, it seems bicycle
boulevards are most appropriate because the highly connected grid of residential streets may attract a relatively
high number of users. Schools and parks should be the focus of such bikeways.
The FEC corridor along NW 72nd Street may be outside of the city's boundaries in Model City, but it still provides
an excellent opportunity to develop an east -west recreational and alternative transportation facility. Given the
current patterns of use and lack of end trip facilities, bicycle parking along the commercial corridors and at the
district's small parks is needed. Wayfinding and safety signs would also help direct residents to those routes most
safe for bicycle travel and likely lower the number of crashes occurring within the residential neighborhoods. And
as previously mentioned the Belafonte Tacolcy Center is a tremendous resource for the neighborhood. Bicycle
education and outreach opportunities would do well to focus on children within afterschool and summer programs
and help build a supportive constituency.
Finally, an informal network of alleys provides short but safe connections within the residential neighborhoods.
Adding signs would help residents further navigate their neighborhood safely as well as provide a unique bicycling
experience.
Miami Bicycle Master Plan
Page 26
Miami Bicycle Master pPlan
Model City Images
Bicycle parking at the Earlington Heights Metrorail Station.
Alleys provide safe safe, informal connections within neighborhoods.
A "road diet' along NW 15th Avenue could accommodate bicycle lanes.
The Tacolcy Center is a possible resource for bicycle safety awareness.
NW 12th Avenue is as as hostile an environment as any for bicyclists.
Miami Bicycle Master Plan
The network of local streets could be transformed into bicycle boulevards.
Page 27
10.0 Overtown
Miami Bicycle Master pPlan
Parks _ Private School[Daycare Facility
Public Schoomaycare Facilitv
Overtown may be one of the city's
smallest NET Districts, but it
features a high number of
bicyclists riding for social and
utility purposes. The
neighborhoods in this district are
physically split into three sections
by the major highways of 1-95 and
1-395. The areas eastern and
western edge is bookended by
two Metrorail stations, and there
are numerous Metrobus stops
within the district.
Bicycle -Friendly Features
The redevelopment of NW 3rd
Avenue has helped recover the neighborhood's historic main street. Its narrow width, detailing, and mixture of
services and uses make it a pleasant street on which to bicycle, even without any specific bikeway infrastructure.
However, no other bicycle improvements have been made within the district.
Key Challenges
At present, wayfinding remains a problem in the neighborhood. In particular, the elevated highways physically
divide the neighborhood and make conditions unsafe at highway on -and -off ramps. Several one-way streets also
hinder navigation. There is also a lack of bicycle parking and on -street bikeway facilities. Bike theft and crime
appear to be an issue for residents as indicated by interviews.
Between 2005 and 2007 there were 10 crashes reported. Two occurred along NW 5th Avenue, but the others
were scattered about the district. Neighborhood bicyclists repeatedly express safety concerns when speaking
about the highway on -and -off ramps, where motorists are not always looking for bicyclists or pedestrians as they
exit and enter the highway. Finally, safety education and enforcement remains a challenge, as many bicyclists
may be observed riding in an unsafe manner.
-` Miami Bicycle Master Plan
Page 28
O'�4DMiami Bicycle Master Appendix
Key Opportunities
Because Overtown does not suffer from the effects of having wide at -grade thoroughfares, and the regional traffic
that goes along with them, the streets that do connect through the highways present more amenable conditions to
bicycling.
Currently, NW 10th, 11th, 17th, and 20th Street offer east -west, connectivity particularly to and from the Health
District. These streets offer the opportunity to connect to Metrorail stations as well, and provide a good
opportunity for bikeway enhancements. NW 3rd Avenue could be improved with additional signs and shared -use
lane markings. Additional bicycle connections to transit facilities in the neighborhood would also serve residents
and visitors well.
At present, NW 1st Place's width does not seem commensurate to the volume of traffic it receives. Therefore, the
thoroughfare could be redeveloped to include bicycle lanes so that kids could more safely ride their bicycles to
Phyllis Wheatley Elementary School. Additionally, NW 2nd Avenue provides a good connection north -south from
Overtown north through Wynwood and Little Haiti, connecting parks, schools, and several neighborhoods along
its trajectory.
NW 17th Street, which connects to the health district, is currently wide enough to accommodate bicycle lanes.
This segment was also identified as a potential bicycle lane street in the Bicycle Action Plan. Finally, if built, the
proposed Overtown Greenway, between NW 12 Avenue to Bayfront Park would help increase connectivity
between schools, Metrorail stations, and downtown.
Miami Bicycle Master Plan Page 29
Miami Bicycle Master pPlan
Overtown Images
A segment of NW 3rd Ave. is now a pedestrian and bicycle -friendly street..
prmll, "7 7 Z//l
NW 1st Place @ Phyllis Wheatley Elementary is due for a road diet.
NW 2nd Avenue is an important north -south inter -neighborhood link.
..... . . . . . . .
NW 14th Street is an east -west link to the Civic Center.
NW 17th Street is wide enough for an east -west bicycle lane.
�" Miami Bicycle Master Plan
NW 11th Street could accommodate bicycle lanes.
Page 30
11.0 Upper East Side
Miami Bicycle Master pPlan
The Upper East Side District is
comprised of several small and
diverse neighborhoods: Magnolia
Park, Bay Point Estates, Morningside,
Bayside, Belle Meade, Shorecrest,
and Palm Grove. During the recent
building boom, the Upper East Side
District underwent a renaissance, as
new neighborhood -oriented
restaurants, retail stores, and historic
preservation efforts helped bring new
vitality to the area. It is currently only
served by Metrobus and is defined by
the Boulevard from which the district
gets its name.
Bike -Friendly Features
The neighborhoods to the east of
Biscayne Boulevard have undertaken
several traffic -calming measures,
which help bicyclists travel safely
within the immediate neighborhood.
Standard "wave" bicycle parking racks
are present in Morningside Park and
in Legion Park although they are not
well located/distributed within each
site.
Key L;naiienges:
Parks Private SchoollDaycare Facility
Despite being the heart of the Upper
Public 5chooMaycare Facility East Side, Biscayne Boulevard
functions as a significant barrier to bicyclists traveling along and across it. Additionally, accessing neighborhoods
like Belle Meade and Morningside are a particular challenge to bicyclists because of the many street closures
which communicate to visitors that they are not welcome. Likewise, wayfinding and the identification of a safe
-` Miami Bicycle Master Plan Page 31
Miami Bicycle Master pPlan
neighborhood bikeway network amongst all of the semi -private streets and heavily traveled corridors make
navigating by bicycle in the Upper East Side difficult.
There were seven crashes involving bicyclists recorded between 2005 and 2007. Three of the crashes occurred
on Biscayne Boulevard, while another three occurred along NE 79th Street. These two major corridors do not
feature any bicycle amenities.
Key Opportunities
Due to the Upper East Side being a linear, narrow NET District, the amenities of Biscayne Boulevard are never
more than a few blocks away. Likewise, Legion Park and Morningside Park provide excellent recreational
facilities, but remain somewhat difficult to access.
Well identified bikeways and the introduction of bicycle parking facilities will help meet the current and latent
demand for neighborhood bicycling. Bicycle parking along Biscayne Boulevard and at neighborhood schools will
likely encourage additional bicycle use. The implementation of bicycle boulevards may be able to take advantage
of existing street closures and other traffic -calming measures already implemented. On the District's western
border, the long planned FEC rail greenway would do much to transform recreational and commuting
opportunities, providing an excellent and direct connection to the Design District, Midtown, Edgewater, and
Downtown Miami.
Miami Bicycle Master Plan Page 32
Miami Bicycle Master pPlan
Upper East Side Images
In Morningside, a closed street still provides bicycle access.
JOEL--
p.m
■I■=■.■ ■
Passing schools and parks, NE 4th Court may be converted to a bike blvd.
r
Along Biscayne Boulevard a bicyclist exhibits wrong -way riding
As the neighborhood spine, Biscayne Boulevard offers little to bicyclists.
Traffic calming along NE 81st street it a possible bicycle boulevard.
'r Miami meyele Master Plan
Bicycle Parking is ample in Legion Park, however its location is not ideal.
Page 33
12.0 West Flagler
Miami Bicycle Master pPlan
Parks Private 5chDolfDaycare Facility
The West Flagler District is
comprised primarily of single-
family and duplex residential
neighborhoods. Named
primarily for the
neighborhood's main east -
west thoroughfare, the district
features a well-connected grid
of residential streets and
commercial corridors.
Principal among these are SW
8th Street and NW 7th Street,
which form much of the
district's northern and
southern border, as well as
Public 5chooVDaycare Facility
West Flagler Street and NW
22nd 27tH 37tH 42nd 57tH and 67t" Avenue. Bicyclists ride mostly for utility in the West Flagler neighborhood, as
there are few recreational facilities or destinations within reach.
Bike -Friendly Features:
While a few of the District's schools feature bicycle racks, no other visible bicycle improvements have been made.
That being said, the areas residential streets are well-connected, have low traffic volumes, feature traffic -calming
infrastructure, and run parallel to large segments of the district's commercial corridors. These streets make
bicycling easier and safer within the neighborhoods, but still lack wayfinding and safety countermeasures.
Key Challenges:
The West Flagler's commercial corridors, where the majority of services are located, are designed primarily for
the movement of automobiles. Along these streets and avenues, traffic remains heavy, especially during peak
travel hours. The residential neighborhoods also contain very little functional green space for recreation and social
engagement, thus finding other means for active recreation is challenging.
There were 18 crashes were recorded between 2005 and 2007. One third of all these bicycle -vehicular crashes
occurred along West Flagler Street, demonstrating that safety improvements are needed along this well- traveled
corridor. Clearly, opportunities exist to improve such streets so they balance the needs of its diverse set of users.
-` Miami Bicycle Master Plan Page 34
O'�4DMiami Bicycle Master Appendix
Key Opportunities:
While numerous opportunities exist to improve the visibility of the existing residential street network, safety
improvements and bikeway infrastructure is needed along the commercial corridors. As the heart of the District,
West Flagler Street provides an excellent opportunity for such improvements, especially since the roadway had
the highest percentage of bicycle crashes in the District. Along the residential streets, bicycle boulevards will
make neighborhood routes safer and more visible to current and future bicyclists. Bicycle parking opportunities
are ample, particularly along the commercial corridors where none presently exist.
Miami Bicycle Master Plan Page 35
Miami Bicycle Master pPlan
West Flagler Images
A large traffic circle slows traffic and provides a neighborhood amenity.
An overly wide neighborhood street encourages speeding.
A bicyclist contends with congestion at SW 37th Avenue and W. Flagler.
SW 5th Street provides an opportunity for an east -west bicycle boulevard.
Miami Bicycle Master Plan
SW 8th Avenue does not balance the needs of bicyclists and pedestrians.
Page 36
13.0 Wynwood/Edgewater
Miami Bicycle Master pPlan
The Wynwood/Edgewater NET
District is comprised of two very
distinct neighborhoods that form a
singular District. The Wynwood
neighborhood is comprised
primarily of warehouse buildings
that in recent years have been
transformed into the city's leading
art gallery district. Residential and
retail business has been slow to
follow, yet change is still
underway. Just north of the
warehouse district street is the
l�
I
_ Parks W Private SchoolJDaycare Facility
NEW Public SchaoVDa).rCare Facility
neighborhood's residential core,
roughly centered on Roberto
Clemente Park, between NW 29th
and 36th Street. The aptly named Edgewater neighborhood is located east of Biscayne Boulevard and along
Biscayne Bay. This neighborhood contains many mixed-use, mid -rise and residential towers. Recreational
bicyclists are commonly found traveling along North Bayshore Drive and at the Venetian Causeway.
Bike -Friendly Features:
There is a large supply of bicycle parking facilities at neighborhood schools in the Wynwood/Edgewater NET
District. Additionally, the construction of a bicycle lane along NE 2nd Avenue will greatly improve the identity of
the city's network and help bicyclists safely reach important destinations within and outside of the District.
Challenges:
Despite the urban redevelopment, Biscayne Boulevard remains oriented to motorists. Indeed, wide lanes and high
speed make bicycling uncomfortable along Miami's signature thoroughfare. As a result, bicyclists often opt for the
sidewalks instead. Little bicycle parking exists on -street, except for a wave rack located at Staples, along
Biscayne Boulevard. Because of the north -south running FEC rail line, many east -west streets within the
Wynwood/Edgewater District do not connect, which makes navigation difficult. Attention to railroad crossing
improvements for bicycles and pedestrians should be focused on the ongoing FEC transit study being conducted
by FDOT.
Miami Bicycle Master Plan Page 37
Miami Bicycle Master pPlan
There were 12 bicyclist -related crashes recorded between 2005 and 2007. Ten of these crashes occurred along
the neighborhood's most significant north -south commercial corridors: Biscayne Boulevard (3), Northeast 2nd
Avenue (4), North Miami Avenue (2), and NW 2nd Avenue (1). Such data suggests additional safety
improvements are needed, especially at intersections along these primary corridors.
Key Opportunities:
Bicycle boulevards and shared -use lane markings would provide needed connections between schools and
parks, as well as the commercial nodes. Creating "blue streets" east of Biscayne Boulevard could connect
bicyclists to choice vistas along the Bay. Bicycle parking should be expanded, especially along NE 2nd Avenue,
Biscayne Boulevard, and NW 2nd Avenue, which are where a majority of the neighborhood's commercial services
and amenities are located. Finally, incorporating a shared use pathway along the FEC corridor would not only
provide a recreational amenity for the District and improve mobility north -south, but also east -west if additional
connections were put into the corridors within the Wynwood/Edgewater District.
Miami Bicycle Master Plan Page 38
Miami Bicycle Master pPlan
Wynwood/Edgewater Images
Wide curb lanes may be turned into bicycle lanes on Biscayne Boulevard. NE 34th Street provides views of Biscayne Bay and Miami Beach.
Shared Use Lane markings are a good match for NW 2nd Avenue.
A robust supply of bicycle parking goes unused at Hartner Elementary.
Wide parking stalls in Wynwood could be transformed into bicycle lanes. North Bayshore Drive has become a comfortable place to ride a bicycle.
Miami Bicycle Master Plan
Page 39
�N,�N
INCRRY RRA14 �F
� IR'RR
O
Miami Bicycle
Master Plan
Appendix C
gig
TABLE OF CONTENTS
Miami Bicycle MasterPlan
1.0 2010 Phase Bikeway Projects.................................................................................................. 1
2.0 2015 Phase Bikeway Projects.................................................................................................. 2
3.0 2020 Phase Bikeway Projects.................................................................................................. 4
4.0 2030 Phase Bikeway Projects.................................................................................................. 6
Miami Bicycle Master Plan September 2009
Miami Bicycle MasterPlan
1.0 2010 PNASE BIKEWAY PROJECTS
Project
Bikeway Type
SW 1St Avenue
Bicycle Lane
NE 2 d Avenue
Bicycle Lane
NE 14th Street — Phase One
Bicycle Lane
Venetian Causeway
Bicycle Lane
North Ba shore Drive
Bicycle Lane
SW 3rd Avenue - Phase One (Coral Way)
Bicycle Lane
SW 32 d Road
Bicycle Lane
NE 61St Street
Bicycle Lane
NE 62nd Street
Bicycle Lane
SW 2 d Avenue
Bicycle Lane
South Miami Avenue
Bicycle Lane
SW 26th Road
Bicycle Lane
North Miami Avenue
Bicycle Lane
NW 1St Avenue
Bicycle Lane
NW 1St Avenue - addition
Bicycle Lane
NW 5th Avenue
Bicycle Lane
SW 16th Street - Phase One
Bicycle Lane
NW 23rd Avenue
Bicycle Lane
Sewage Plant Road
Bicycle Lane
Virginia Beach County Park Access Road
Bicycle Lane
Spring Garden On -Street Greenway
Shared Use Path/Greenway
M -Path Restoration
Shared Use Path/Greenway
Miami River Greenway
Shared Use Path/Greenway
Miami Bicycle Master Plan Page 1
Miami Bicycle MasterPlan
2.0 2015 PNASE BIKEWAY PROJECTS
Project
Bikeway Type
Coral Way
Bicycle Route
SW 8th Street
Bicycle Route
SW 7th Street
Bicycle Route
West Flagler Street
Bicycle Route
NW 7th Street
Bicycle Route
NE/NW 54th Street
Bicycle Route
NE/NW 62nd Street
Bicycle Route
North Miami Avenue
Bicycle Route
SW/NW 12th Avenue
Bicycle Route
SW/NW 17th Avenue
Bicycle Route
Biscayne Boulevard
Shared Use Lane Marking
NE/NW 3rd Street
Shared Use Lane Markin
SW/SE 1st Street
Shared Use Lane Marking
West/East Flagler Street
Shared Use Lane Marking
Brickell Avenue - Segment 1
Shared Use Lane Marking
Brickell Avenue - Segment 2
Shared Use Lane Marking
South Miami Avenue
Shared Use Lane Marking
North Miami Avenue
Shared Use Lane Marking
SW/NW 2nd Avenue
Shared Use Lane Markin
SW 1st Avenue
Shared Use Lane Marking
NE/NW 14th Street
Shared Use Lane Markin
SE/NE 2nd Avenue
Shared Use Lane Marking
NW 3rdAvenue
Shared Use Lane Markin
NW 8th Street Road, NW 9th Avenue, NW 10th Avenue
Shared Use Lane Marking
NW 16th Terrace
Shared Use Lane Markin
NW 28th Street
Shared Use Lane Marking
NE/NW 36th Street
Shared Use Lane Marking
NE/NW 46th Street
Shared Use Lane Marking
NE/NW 60th Street
Shared Use Lane Marking
NW 71st Street
Shared Use Lane Marking
SW 8th Street
Shared Use Lane Marking
SW 16th Street
Shared Use Lane Markin
Mary Street/Grand Avenue
Shared Use Lane Marking
McFarlane Road
Shared Use Lane Markin
Main Highway
Shared Use Lane Marking
SW 37th Avenue (South Douglas Road)
Shared Use Lane Marking
Ingraham Highway
iShared Use Lane Marking
Miami Bicycle Master Plan
Page 2
Miami Bicycle MasterPlan
2015 PHASE BIKEWAY PROJECTS [CONT.]
Project
Bikeway Type
NE 14th Street
Bicycle Lane
SW 1st Street
Bicycle Lane
West Flagler Street
Bicycle Lane
SW 11th Street/SW 1st Court
Bicycle Lane
SW 15th Road
Bicycle Lane
SW 11th Street
Bicycle Lane
South Miami Avenue/South Bayshore Drive
Bicycle Lane
SW 32 d Road
Bicycle Lane
SW 16th Street — Phase Two
Bicycle Lane
NW 17th Street
Bicycle Lane
NW 5th Avenue - Segment 1
Bicycle Lane
NW 5th Avenue - Segment 2
Bicycle Lane
NW 5th Avenue - Segment 3
Bicycle Lane
NW 9th Street
Bicycle Lane
NW 45th Avenue
Bicycle Lane
Tamiami Canal Road - Segment 1
Bicycle Lane
Tamiami Canal Road - Segment 2
Bicycle Lane
Commodore Trail Restoration and Improvement
Shared Use Path/Greenway
M -Path Comprehensive Improvement
Shared Use Path/Greenway
Metromover Guideway Path
Shared Use Path/Greenway
Healthwalk Bicycle Path
Shared Use Path/Greenway
NW South River Drive/NW 10th Avenue/NW 8th Terrace/NW 12th Court
Shared Use Path/Greenway
NW 13th Avenue
Shared Use Path/Greenway
NW 18th Avenue Greenway
Shared Use Path/Greenway
SW 19th Street
Bicycle Boulevard
SW 24th Avenue/Calusa Street
Bicycle Boulevard
SW 60th Avenue
Bicycle Boulevard
NW 18th Avenue
Bicycle Boulevard
NW 11th Avenue
Bicycle Boulevard
NE 20th Street Alley
Neighborhood Connection
SW Flagler Terrace
Neighborhood Connection
SW 17th Street Lane
Neighborhood Connection
NW 5th Ave
Neighborhood Connection
NW 13th Street Lane
Neighborhood Connection
NW 39th Street Alley
Neighborhood Connection
NW 47th Terrace Alley
Neighborhood Connection
Royal Road
Scenic View Route
NE 34 Street
iScenic View Route
Miami Bicycle Master Plan
Page 3
Miami Bicycle MasterPlan
3.0 2020 PHASE BIKEWAY PROJECTS
Project
Bikeway Type
NE/NW 29th Street
Bicycle Route
NW 7th Avenue
Bicycle Route
SW/NW 22 d Avenue
Bicycle Route
SW/NW 27th Avenue
Bicycle Route
SW/NW 37th Avenue
Bicycle Route
SW/NW 42 d Avenue
Bicycle Route
SW/NW 57th Avenue
Bicycle Route
SW/NW 67th Avenue
Bicycle Route
NE/NW 79th Street
Bicycle Route
NE/NW 3rd Street
Shared Use Lane Markin
NE 15th Street
Shared Use Lane Marking
North Ba shore Drive
Shared Use Lane Markin
NW 17th Street
Shared Use Lane Marking
NW 2 d Avenue
Shared Use Lane Markin
NE 1St Avenue
Shared Use Lane Marking
NW 2 d Avenue
Shared Use Lane Markin
NW 11th Street
Shared Use Lane Marking
NW 7th Avenue Bridge
Shared Use Lane Marking
NW 10th Avenue
Shared Use Lane Marking
NW 17th Avenue
Shared Use Lane Marking
NE/NW 20th Street
Shared Use Lane Marking
Brickell Bay Drive
Shared Use Lane Marking
South Miami Avenue
Shared Use Lane Marking
SW 6th Street
Shared Use Lane Marking
Beacom Boulevard
Shared Use Lane Markin
SW 1St Street
Shared Use Lane Marking
SW 12th Avenue
Shared Use Lane Markin
SW 32 d Avenue
Shared Use Lane Marking
SW 17th Avenue
Shared Use Lane Markin
SW 22 d Avenue/Kirk Street
Shared Use Lane Marking
Ti ertail Avenue/Oak Avenue
Shared Use Lane Markin
NE/NW 11th Street
Bicycle Lane
NW 11th Street
jBicycle Lane
NE/NW 10 Street
jBicycle Lane
Miami Bicycle Master Plan
Page 4
Miami Bicycle MasterPlan
2020 PHASE BIKEWAY PROJECTS [CONT.]
Project
Bikeway Type
North Miami Avenue
Bicycle Lane
NW 3rd Street
Bicycle Lane
SW/NW 8th Avenue
Bicycle Lane
NW 2 d Avenue
Bicycle Lane
North Federal Highway
Bicycle Lane
Beacom Boulevard
Bicycle Lane
NW 14th Street
Bicycle Lane
FEC Greenway
Shared Use Path/Greenway
FEC Unity Trail
Shared Use Path/Greenway
NW 12th Parkway Greenway
Shared Use Path/Greenway
Overtown Greenway
Shared Use Path/Greenway
NW North River Drive Greenway
Shared Use Path/Greenway
NW South River Drive Greenway
Shared Use Path/Greenway
Virginia Key Trails
Shared Use Path/Greenway
NW South River Drive
Shared Use Path/Greenway
Miami River Greenway - Fern Island Park
Shared Use Path/Greenway
Miami River Greenway - Riverwalk Extensions
Shared Use Path/Greenway
Miami River Greenway - NW 14th Street/NW 23rd Avenue/
Shared Use Path/Greenway
NW 16th Street Road/NW 17th Street/Delaware Parkway/
Shared Use Path/Greenway
NW 29th Avenue, NW South River Drive/NW 18th Terrace
Shared Use Path/Greenway
Miami River Greenway - Riverwalk Extensions
Shared Use Path/Greenway
SW 3rd Street
Bicycle Boulevard
SW 4th Avenue/SW 20th Street
Bicycle Boulevard
SW 22 d Terrace
Bicycle Boulevard
Shipping Avenue
Bicycle Boulevard
Alatka Street/Tigertail Avenue
Bicycle Boulevard
Plaza Street
Bicycle Boulevard
SW 4th/SW 5th Street
Bicycle Boulevard
NE 55th Terrace
Bicycle Boulevard
NE 5th Avenue
Bicycle Boulevard
NW 3rd Avenue
Bicycle Boulevard
NW 14th Avenue
Bicycle Boulevard
NW 58th Street
Bicycle Boulevard
NW 67th Street
Bicycle Boulevard
Munroe Drive
Scenic View Route
NE 29th Street
Scenic View Route
NE 25th Street
Scenic View Route
NE 77th Street Road
Scenic View Route
NE 61st Street
Scenic View Route
Miami Bicycle Master Plan
Page 5
Miami Bicycle MasterPlan
4.0 2030 PHASE BIKEWAY PROJECTS
Project
Bikeway Type
South Miami Avenue Bride
Bicycle Lane
Bird Avenue
Bicycle Lane
SW 7th Street
Bicycle Lane
SW 12th Avenue
Bicycle Lane
SW 27th Avenue
Bicycle Lane
NW 4th Avenue
Bicycle Lane
NW 14th Avenue
Bicycle Lane
NE/NW 29th Street
Bicycle Lane
NE/NW 71 st Street
Bicycle Lane
NE/NW 79th Street
Bicycle Lane
NW 47th Avenue
Bicycle Lane
Biscayne Ba walk
Shared Use Path/Greenway
Biscayne Baywalk North Greenway
Shared Use Path/Greenway
Poinciana Avenue
Bicycle Boulevard
SW 28th Street
Bicycle Boulevard
Swanson Avenue/ Kirk Street
Bicycle Boulevard
SW 26th Street
Bicycle Boulevard
SW 10th Street Road/ SW 21St Avenue
Bicycle Boulevard
SW 13th Street
Bicycle Boulevard
SW 11th Avenue/ SW 26th Road
Bicycle Boulevard
SW 20th Road
Bicycle Boulevard
SW/NW 7th Avenue
Bicycle Boulevard
SW/NW 19th Avenue
Bicycle Boulevard
SW 29th Avenue
Bicycle Boulevard
SW/NW 33rd Avenue
Bicycle Boulevard
SW 33rd Avenue/SW 34th Avenue/Coral Gate Drive/SW 36th Avenue
Bicycle Boulevard
SW 20th Street/SW 19th Terrace
Bicycle Boulevard
SW 47th Avenue
Bicycle Boulevard
SW 3rd Street/NW 48th Avenue
Bicycle Boulevard
NW 53rd Avenue
Bicycle Boulevard
SW/NW 63rd Court
Bicycle Boulevard
NW 17th Street
Bicycle Boulevard
NW 9th Street
Bicycle Boulevard
NW 3rd Street
Bicycle Boulevard
NW 15th Street Road/NW18th Street
Bicycle Boulevard
NW 24th Avenue
Bicycle Boulevard
NW 43rd Street
Bicycle Boulevard
NW/NE 50th Street
Bicycle Boulevard
NW 50th Street
Bicycle Boulevard
Miami Bicycle Master Plan
Page 6
Miami Bicycle MasterPlan
2030 PHASE BIKEWAY PROJECTS [CONT.]
Project
Bikeway Type
NW 61St Street
Bicycle Boulevard
NE/NW 64th Street
Bicycle Boulevard
NE 87th Street/E. Dixie Highway/ NE 7th Avenue
Bicycle Boulevard
NE 87th Street/E. Dixie Highway/ NE 7th Avenue/NE 78th Street
Bicycle Boulevard
NE 10th Avenue/NE North Little River Drive/ NE Bayshore Court
Bicycle Boulevard
NE 81S Street/NE 4 Place
Bicycle Boulevard
Miami Bicycle Master Plan Page 7
Miami Bicycle
Master Plan
Appendix D
gig
TABLE OF CONTENTS
Miami Bicycle Master pPlan
1.0 2010 Phase Bicycle Parking Plan......................................................................................... 1
2.0 2015 Phase Bicycle Parking Plan......................................................................................... 3
3.0 2020 Phase Bicycle Parking Plan......................................................................................... 5
Miami Bicycle Master Plan September 2009
ZEN
Miami Bicycle Master pPlan
1.0 2010 Phase Bicycle Parking Plan
While the majority of recommended bicycle parking locations include one or more standard bicycle
racks, additional infrastructure is needed. By 2010 the City of Miami should work with local businesses,
as well as County and State entities to implement the following:
Art Racks: 17 locations
Bicycle Shelters: 8 locations
Bicycle Lockers: 12 locations
Key locations include the Wynwood art district, Metrorail stops, the Coral Way Corridor, downtown
Miami, and major employment centers like Mercy Hospital and the Health District. The 2010 phase
bicycle parking plan is depicted in the following figure.
Miami Bicycle Master Plan Page 1
rj
Miami Bicycle Master pPlan
2.0 2015 Phase Bicycle Parking Plan
By 2015 the City of Miami should work with local businesses, as well as County and State entities to
implement the following:
Art Racks: 13 locations
Bicycle Shelters: 32 locations
Key locations include the Design District, Marlins Stadium, downtown Miami, Brickell, and additional
parking facilities at the Health District and at neighborhood parks. The 2010 phase bicycle parking plan
is depicted in the following figure.
Miami Bicycle Master Plan Page 3
O'�4DMiami Bicycle Master Appendix
3.0 2020 Phase Bicycle Parking Plan
By 2020 the City of Miami should work with local businesses, as well as County and State entities to
implement the following:
Bicycle Shelters: 16 locations
Bicycle Station: 1 of 3 identified locations
Key locations include downtown Miami, Brickell, and neighborhood parks. The 2010 phase bicycle
parking plan is depicted in the following figure.
Miami Bicycle Master Plan Page 5
Miami Bicycle Master pPlan
2020 Phase Bicycle Parking Plan
IN
q `
)) Y
Ir
r^
Legend
Art Racks
@Icyole Shelter
Bicycle Lockers
Bicycle SWI—
Miami Bicycle Master Plan Page 6
Miami Bloycle
Master Plan
Appendix E
gig
TABLE OF CONTENTS
Miami Bicycle Master Plan
Appendix E
1.0 Allapattah...................................................................................................................................1
2.0 Coconut Grove North/East....................................................................................................... 3
3.0 Coconut Grove South/West...................................................................................................... 5
4.0 Coral Way.................................................................................................................................. 7
5.0 Downtown..................................................................................................................................9
6.0 Flagami.................................................................................................................................... 14
7.0 Little Havana............................................................................................................................ 17
8.0 Little Haiti................................................................................................................................. 19
9.0 Model City................................................................................................................................ 21
10.0 Overtown................................................................................................................................. 23
11.0 Upper East Side....................................................................................................................... 25
12.0 West Flagler............................................................................................................................. 26
13.0 Wynwood/Edgewater.............................................................................................................. 29
Miami Bicycle Master Plan September 2009
O'�4DMiami Bicycle Master Plan
Appendix E
1.0 Allepetteh
Bicycle parking is undersupplied in the Allapattah NET district. The following districts, corridors, and individual
locations demonstrate a need for additional facilities and should be considered for the implementation of bicycle
parking facilities. Beyond the provision of basic bicycle racks, the need for additional bicycle lockers should be
evaluated at all three of the NET area Metrorail stations. Additionally, bicycle shelters, lockers, and public art
racks should be considered at strategic locations within the Health District.
U -Racks) `.�`'i Bicycle Locker(s) Bicycle Station
Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan Page 1
Corridors
• NW 7th Avenue
• NW 17th Avenue
• NW 36th Street
• NW 28th Street
• NW 29th Street
Districts
Health District
Schools
• Santa Clara Elementary
• Jackson Senior High
• Maya Angelou Elementary
• Comstock Elementary
Parks
• Moore Park
• Melrose Park
• Gerry Curtis Park
Metrorail Stations
• Civic Center
• Santa Clara
• Allapattah
Other
• Allapattah NET Office
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 2
2.0 Coconut Grove North/East
Miami Bicycle Master Plan
Appendix E
While Coconut Grove has recently taken strides to accommodate bicycle parking, it still has many locations in
which it could improve its supply, visibility and function. New public art bicycle racks have successfully raised the
profile of bicycling in the neighborhood, but those racks selected have not been conducive to easy or desirable
parking. The following areas should be considered and evaluated for the implementation of additional bicycle
parking facilities.
U -Racks) Bicycle Locker(s) Bicycle Station
y j Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan
Page 3
Corridors
• South Bayshore Drive
• Bird Avenue
• SW 27th Avenue
• Grand Avenue
Districts
Miami Bicycle Master Plan
Appendix E
• Mercy Hospital
• Center Grove (Main Highway, Tigertail, Commodore Plaza).
Schools
• LaSalle High School
• Grove Elementary
• Ransom Everglades (two locations)
Parks
• Monroe Park
• Peacock Park
• Myers Bayside Park
• Alice Wainwright Park,
• The Barnacle State Park
• Blanche Park
• Kennedy Park
Other
• Miami Science Museum
• Coconut Grove North/East NET Office
Miami Bicycle Master Plan Page 4
3.0 Coconut Grove South/West
Miami Bicycle Master Plan
Appendix E
While bicycle parking facilities have expanded in the Coconut Grove North/East NET district, South/West Coconut
Grove has very few bicycle parking facilities. A primarily low density, residential neighborhood, the facilities are
recommended predominantly at parks and schools. However, Grand Avenue serves as the areas main
commercial street and is in need of bicycle parking infrastructure.
4fjR U-Rack(s) Fc Bicycle Locker(s) Bicycle Station
`yj Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan
Page 5
O'�4D
Corridors
• Grand Avenue
• Bird Avenue
Schools
• Carrollton School
• Vanguard School
• Frances Tucker Elementary
Parks
• Grand Avenue Park
• Coconut Grove Mini Park
• Virrick Park
• Merrie Christmas Park
Other
• Famer's market at Grand and Margaret
• Coconut Grove South/West NET Office
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 6
O'�4DMiami Bicycle Master Plan
Appendix E
4.0 Coral Way
This NET district is comprised primarily of residential streets. However, the district's namesake, Coral Way, is in
need of a comprehensive approach to bicycle parking infrastructure. It is recommended that each block of Coral
Way should accommodate new short term bicycle parking racks. Additionally, bicycle shelters should be
considered at strategic locations near the intersection of major avenues and Metrobus stops. Other areas of need
and evaluation are the district's schools, parks, and two Metrorail stations. Improved wayfinding, bikeways, and
end -of -trip facilities will certainly help extend the catchment area for the Coral Way NET's bus and rail
transit stations.
V7 U -Racks) O Bicycle Locker(s) Bicycle Station
76Art Rack(s) �s Bicycle shelter
Miami Bicycle Master Plan Page 7
Corridors
• Coral Way
• SW 27th Avenue
• SW 37th Avenue
Schools
• Shenandoah Middle School
• Silver Bluff Elementary School
• Shenandoah Elementary School
• Saint Peter and Paul Catholic School
Parks
• Shenandoah Park
• Simpson Park
• Triangle Park
Metrorail Stations
Miami Bicycle Master Plan
Appendix E
• Evaluate and Improve parking conditions at the Coconut Grove and Vizcaya Metrorail stations.
Other
• Coral Way NET Office
Miami Bicycle Master Plan Page 8
O'�4DMiami Bicycle Master Plan
Appendix E
5.0 Downtown
As the economic, social, and cultural heart of the entire Miami metropolitan region, the Downtown NET district
should offer the highest level of bicycle parking service. This includes not only the proliferation of streetside
bicycle racks for short term parking on most blocks, but a mix of other short and long-term bicycle parking and
other end -of -trip facilities, which should be placed in several strategic locations. As an example, Miami -Dade
Transit has implemented bicycle lockers at several prominent transit stops.
As noted previously, streetside downtown bicycle parking has expanded. Yet, given the district's high density land
use mixture, including many regional employment destinations, and a growing residential population, there exists
a great opportunity to further induce and capture more commuting and utilitarian bicycle trips simply by providing
visible bicycle parking facilities.
Specifically, partnerships between private business and City and County government offices should work together
to improve the supply and quality of parking in Downtown Miami. There exists several opportunities to expand
bicycle parking and end -of -trip facilities not just along the public right-of-way, but also within privately owned office
and residential towers, buildings, and parking lots and structures. Maximizing these opportunities and
partnerships will best serve the region by improving the quality and number of bicycle parking options. For such
purposes, the full gamut of bicycle parking facilities should be explored in the NET district.
-` Miami Bicycle Master Plan Page 9
Miami Bicycle Master Plan
Appendix E
U-Rack(s) Bicycle Locker(s) Bicycle Station
`yj Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan Page 10
Miami Bicycle Master Plan
Appendix E
0
U-Rack(s)
AR Rack(s)
Miami Bicycle Master Plan
Bicycle Locker(s)
Bicycle Shelter
Bicycle Station
Page 11
Corridors
• Biscayne Boulevard
• Flagler Street
• North Miami Avenue
• South Miami Avenue
• NE 2nd Avenue
• Brickell Avenue
• NW 2nd Avenue
• NE/NW 1St Street
• SE/SW 1 st Street
• NE/NW 3rd Street
• Rickenbacker Causeway
Schools
• Southside Elementary
• Miami -Dade College, Wolfson Campus
• Downtown Miami Charter School
• Unitech College of Technology
• Brown Mackie College
• Miami International University of Art & Design
• New World School of the Arts
• Mast Academy
Parks
• Bayfront Park
• Bicentennial Park/Museum Park
• Brickell Park
• Brickell Plaza Mini -Park
• Paul Walker Mini -Park
• Fort Dallas Park
• Southside Park
• Lummus Park
• Seamans Park
• Virginia Key Park
• Watson Island Park
• Allen Morris Park
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 12
Metrorail and Metromover Transit Stations
• All Metromover stops
• Brickell Station (bicycle shelter)
• Government Center (bicycle station, bicycle shelter)
Other
• Miami -Dade Public School complex
• Downtown NET Office
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 13
O'�4DMiami Bicycle Master Plan
Appendix E
6.0 Flagami
While much of the Flagami NET district is comprised of residential neighborhoods, its primary east -west corridors
are shaped by medium and high density residential and commercial uses. As a result, the natural movement for
bicyclists is from the residential neighborhoods to these corridors. At present, there is no bicycle parking facilities
in these locations. Flagami's few parks, and its schools, mostly located within the interior neighborhoods, are also
underserved by bicycle parking facilities.
U -Racks) Bicycle Locker(s) Bicycle Station
�yj Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan
Page 14
Miami Bicycle Master Plan
Appendix E
ti U -Racks) Zit Bicycle Locker(s)
Art Rack(s) `y Bicycle Shelter
Corridors
• SW 8th Street (Called Ocho)
• West Flagler Street
• NW 7th Street
• NW 37th Avenue
• NW 42nd Avenue
• SW/NW 57th Avenue
• SW/NW 67th Avenue
Miami Bicycle Master Plan
Bicycle Station
Page 15
Schools
• West Dade -Academy
• Fairlawn Elementary
• Kinlock Park Elementary and Middle School
• Kensington Park Elementary
Parks
• Grapeland Park
• Antonio Maceo Park
• Kinlock Park
• Robert King High Park
• West End Park
• Flagami Park
• Fern Isle Park
• Sewall Park
Other
• Metropolitan Hospital of Miami
• Flagami NET Office
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 16
O'ADMiami Bicycle Master Plan
Appendix E
7.0 little Nagana
The Little Havana NET district is full of bicycling activity, yet there are very few bicycle parking facilities.
Implementation should focus primarily on the district's main commercial corridors, parks, and schools as outlined
below. Specifically, art racks may be considered along SW 8th Street (Calle Ocho) to enhance the unique
character of the area. Likewise, the new Marlins Stadiums, currently under construction, should make use of a
variety of bicycle parking facilities, including bicycle shelters, and standard or artistic bicycle racks for both
employees and ballpark visitors.
G U-Rack(s) a Bicycle Locker(s) Bicycle Station
vys Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan
Page 17
Corridors
• SW 8th Street
• SW 1 st Street
• West Flagler Street
• NW 7th Street
• SW 8th Avenue
• SW 12th Avenue
• SW 17th Avenue
Schools
• Riverside Elementary
• Citrus Grove Middle and Elementary Schools
• Lincoln Marti Schools
• Hope Center
Parks
• Riverside Park
• Henderson Park
• Maximo Gomez Park (Domino Park)
Other
• Victoria Hospital
• Select Specialty Hospital
• Marlins Stadium
• Little Havana NET Office
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 18
now
8.0 Little Haiti
Miami Bicycle Master Plan
Appendix E
While bicycle parking facilities are few and far between in
Little Haiti, the district provides a plethora of opportunities
for bicycle rack expansion. The spine of NE 2nd Avenue,
soon to be the location of the city's longest bicycle lane,
will serve as a linear corridor for the area's existing
bicycle activity.
Corridors
• NE 2nd Avenue
• North Miami Avenue
• 46th Street
• 54th Street
• 62nd Street
• 71 st Street
• 75th Street
Districts
• Design District, Replace the existing racks
• Douglas Gardens Jewish Home for the Aged Campus
Schools
• Shadowlawn Elementary
• Touissant Louverture Community School
• Edison Central Park Elementary, Middle,
and High Schools
• Notre Dame D'Haiti
• Little River Elementary
Parks
• Victory Homes Park
• Simpson Park
• Triangle Park
�" Miami Bicycle Master Plan
ZrF.R. U-Rack(s) Bicycle Locker(s)
f,A Art Rack(s) Bicycle Shelter
Bicycle Station
Page 19
Other
• Little Haiti Cultural Center
• Little Haiti NET Office
• Caribbean Marketplace
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 20
9.0
0.0 Modol City
Bicycle parking is under supplied in the Model City
NET district. As in other districts, primary locations
for implementation include the district's commercial
corridors, parks, and schools as outlined below. The
strategic location of bicycle shelters will provide
needed shelter and raise the profile of bicycling
within the neighborhoods of Model City, especially if
shelters include the city's network map. Wherever
possible, such facilities should be grouped with
Metrobus stops.
Corridors
• NW 7th Avenue
• NW 15th Avenue, between NW 62nd Street and
NW 71st Street
• NW 17th Avenue
• NW 54th Street
• NW 62nd Street
Schools
• Orchard Villa Elementary
• Lenora Braynon Smith Elementary
• Holmes Elementary
• Miami Northwestern Senior High School
• Allapattah Middle School
Parks
• Hadley Park
• Manor Park
• West Buena Vista Park
• Crestwood Park
• East Bay Vista Park
• NW 54 Street Mini Park
• Liberty Square Community Center
Miami Bicycle Master Plan
Miami Bicycle Master Plan
Appendix E
U -Racks) !€`- Bicycle Locker(s)
L . Art Rack(s) Bicycle Shelter
Bicycle Station
Page 21
Other
• Belafonte Tacolcy Center
• Model City NET Office
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 22
01 bMiami Bicycle Master Plan
Appendix E
10.0 Overtown
Streetside bicycle parking is almost non-existent in the Overtown NET district. However, given the number of
people bicycling in the neighborhood, it is apparent that new bicycle facilities will greatly improve conditions. The
redevelopment of NW 3rd Street, as well as all schools and parks demonstrate a clear need for such facilities.
Bicycle shelters and lockers should also be considered for select locations; especially at Metrorail stops where
diversifying the type of facilities available will better meet the needs of those in the District.
U-Rack(s) Bicycle Locker(s) Bicycle Station
L Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan
Page 23
Corridors
• NW 1 st Avenue
• NW 3rd Avenue
• NW 7th Avenue
• NW 14th Street
Schools
• Booker T. Washington High School
• Phyllis Wheatley Elementary
• Frederick Douglass Elementary
• Paul Laurence Dunbar Elementary
• Saint Francis Xavier Catholic School
Parks
• Gibson Park
• Williams Park
• Reeves Park
• Rainbow Village Park
• Spring Garden Park
Metrorail Stations
• Culmer Station (consider type diversification)
• Overtown Station (consider type diversification)
Other
• Winn Dixie
• Jessica Culmer Center
• Overtown NET Office
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 24
9.0
11.0 Upper East Side
Miami Bicycle Master Plan
Appendix E
The Upper East Side district primarily needs bicycle parking
facilities along the Biscayne Boulevard corridor where no
streetside facilities exist. In addition to the implementation of
standard U -racks along the entire corridor, it is recommended
that bicycle shelters be used intermittently, and in coordination
with Metrobus transit stops. Schools and parks are also in need
of bicycle parking facilities. Special areas of interest also
include the Little River Industrial complex along NE 4th Court
where significant interest in art racks has already been
generated, and the 55th Street Station area which currently
serves as a neighborhood center.
Corridors
• Biscayne Boulevard
Schools
• Miller Phyllis Ruth Elementary
• Morningside Elementary
• Cushman School
• Florida International Academy
Parks
• Morningside Park
• Legion Park
• Eaton Park
• Belle Meade Park
Other
• 55th Street Station
• The Little River Industrial Complex
• 79th Street/Biscayne Boulevard node
• Upper East Side NET Office
Miami Bicycle Master Plan
G U -Racks) Bicycle Locker(s)
v Art Rack(s) Bicycle Shelter
Bicycle Station
Page 25
O'�4DMiami Bicycle Master Plan
Appendix E
12.0 West Flagler
Similar to Flagami in its built character, West Flagler is defined by low density residential neighborhoods located
between the major east -west corridors of SW 8th Street, West Flagler Street and NW 7th Street. It is on these
corridors where the majority of bicycle parking facilities are needed, but currently lacking. Other areas of need are
the District's parks and schools.
3 U -Racks) Bicycle Locker(s) Bicycle Station
Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan Page 26
Miami Bicycle Master Plan
Appendix E
yj U-Rack(s) Bicycle Locker(s)
Art Rack(s) Bicycle Shelter
Corridors
• SW 8th Street (Calle Ocho)
• West Flagler Street
• NW 7th Street
• SW 27th Avenue
• SW 37th Avenue
• SW 42nd Avenue
Miami Bicycle Master Plan
Bicycle Station
Page 27
Schools
• Flagler Elementary
• Kinloch Park Middle and Elementary
• Auburndale Elementary
• Miami Senior High
•Miami -Dade College, Interamerican Campus
Parks
• Coral Gate Park
• Flagler Terrace Park
Other
• Flagler Dog Track
• West Flagler NET Office
• Leon Medical Center
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 28
13.0 Wynwood/Edgewater
Miami Bicycle Master Plan
Appendix E
While bicycle parking is abundant at Hartner Elementary School (40 spaces), the Edgewater/Wynwood NET
neighborhoods need many bicycle parking facilities of various types. The Biscayne Boulevard corridor, NE 2nd
Avenue, and in general the Wynwood and Midtown districts need a comprehensive approach to bicycle parking.
In addition to the proliferation of standard U -racks, bicycle shelters are well-suited for the Biscayne Boulevard
corridor near Metrobus stops. Likewise, art racks should be pursued in the Wynwood Arts district, where bicycle
parking facilities do not currently exist.
U -Racks) ' Bicycle Locker(s) Bicycle Station
Zf*q� Art Rack(s) Bicycle Shelter
Miami Bicycle Master Plan
Page 29
Corridors
• Biscayne Boulevard
• NE 2nd Avenue
• North Miami Avenue
• NW 5th Avenue
• NW 29th Street
• NW 36th Street
Districts
• Wynwood Arts
• Midtown
Schools
• Jose De Diego Middle School
• Young Men's Prepatory Academy
• Eneida Massas Hartner School
Parks
• Robert E. Lee Park
• Margaret Pace Park
• Roberto Clemente Park
• Biscayne Park
• Martell Park
Other
• Edgewater/Wynwood NET Office
Miami Bicycle Master Plan
Appendix E
Miami Bicycle Master Plan Page 30
Miami Bicycle
Master Plan
Appendix f
EVALUATION MATRIX
Bikeways
Miami Bicycle Master pPlan
Bikeways
Existing Facility Miles Under construction
2030
Percent Complete
Bicycle Routes
TBD
64.75
0%
Bicycle Lanes
6,
55.75
10%
Bicycle Boulevards
1 0 1
62.06
0%
Shared Use Lane Markings
0
62.8
0%
Greenways/Shared Use Paths
30.56
34%
Scenic View Routes
1.92
0%
Neighborhood Connections
2.29
0%
Total
15.91 5.45
280.13
5.68%
Bicycle Parking
Bicycle Parking
Existing (Public)
Planned Percent Complete
Bicycle Racks
TBD
TBD
Bicycle Shelters
0
0
Bicycle Lockers
TBD
TBD
Bicycle Station
1 0 1
0
Bicycle Sharing/Rental
1 0 1
0
Crash Data
Crash Data 2009 2010 2011 2012 2013 2014 2015
Number of crashes reported
Fatalities
Crash rate # crashes reported /Bi -Annual bicycle count estimates
Mode Share
Mode Share 2010 2015 2020 2025 2030
Percentage of trips taken by bicycle
Miami Bicycle Master Plan
Page 1
9.0
Miami Bicycle Master pPlan
laps uistriDutea
Bicycle Maps Distributed 2010 2011 2012 2013 2014 2015
las distributed annual)
LCI Traininas
LCI Trainings 2009 2010 2011 2012 2013 2014 2015
Traffic Skills 101 1
Traffic Skills 201
LCI Seminar
Kids I
Kids II
Events
Encouragement Events (Rides, contest, promotions etc.)
2009 2010 2011 2012 2013 2014 2015
Bike Miami Days
7
Bike Miami Rides
4
Ride of Silence
1
Miami -Dade County Rickenbacker Ride
1
Critical Mass
17
Charity Rides
TBD
Other (Bicycle Magazine BikeTown event, etc.
1
TOTAL
31
Miami Bicycle Master Plan
Page 2
Miami Bicycle
Master Plan
Appendix G
gig
TABLE OF CONTENTS
Miami Bicycle MasterPlan
1.0
Commission District 1 - 2030 Bicycle Master Plan................................................................. 1
2.0
Commission District 2 - 2030 Bicycle Master Plan................................................................. 2
3.0
Commission District 3 - 2030 Bicycle Master Plan................................................................. 3
4.0
Commission District 4 - 2030 Bicycle Master Plan................................................................. 4
5.0
Commission District 5 - 2030 Bicycle Master Plan................................................................. 5
6.0
Downtown Development Authority - 2030 Bicycle Master Plan ............................................. 6
Miami Bicycle Master Plan September 2009
a
L11 f�
SMO
m
641.
gr
Sam
I III
�.
iii =MZN
lY11: 111111 `•�'=
mi
s=tE�
+•Ilan= ��� �•_
G111E311+:■1!un m II ! r� Ijoys
� .rd 1{ r
pf,001 1011,111, SIR ■� �I 11 ���
1 E_ "
=- 1' 111111 ^ His
'- +J11jj111111 ;;
1 Air.
iiun _o=�■ :+esti::".:..:_�+��_
;g'dss{lGNfl "�J 91Rl �P.11Gr_ �rGIR
l� .
s=fie
--n
IRrla -
lip—um
.�� mow•,■l�� � � i .+n� �1R7
Inj
nm- � 3 y MI i■' � ��h _
!L•C �1�� ��ril rl ����l.i � �
�wax�r.rlt �l;fi:l �'fl�Tr
1
��_'Arpo�� �ENrk
Mmotbillip
Rollo= 's
r
J
�N,�N
INCRRY RRA14 �F
� IR'RR
O
Miami Bicycle
Master Plan
Appendix N
General Funding Sources
Miami Bicycle Master pPlan
Funding for bicycle infrastructure and programs is available from a wide variety of federal,
state, local, private, and non-profit sources. The following describes several potential funding
sources for implementing the Miami Bicycle Master Plan.
Federal Transportation Funds:
SAFETEA-L U
The Safe, Accountable, Flexible, Efficient, and Transportation Equity Act: A Legacy of Users
(SAFETEA-LU) authorizes hundreds of billions of dollars in Federal gas -tax revenue and other
federal funds for all modes of surface transportation. Under SAFETEA-LU, pedestrian and
bicycle programs are eligible to receive over half the funds, however there are no funds
dedicated solely to the proliferation one of bicycle or pedestrian facilities and/or programs.
Energy Efficiency and Conservation Block Grant Program
As part of the American Recovery and Reinvestment Act of 2009, the Energy Efficiency and
Conservation Block Grant program (EECBG) has set aside $1.9 billion in grant funding for
select cities and counties. These funds are available for Bicycle and Pedestrian Project which '
reduce energy use and fossil fuel emissions" in an environmentally sustainable manner that
will "maximize benefits for local and regional communities". You may visit the EECBG program
website: http://www.eecbq.energy.gov/.
Congestion Mitigation and Air Quality CMA
As part of the TEA -21 legislation, CMAQ fund may be used for bicycle facilities. However, due
to the expiration of TEA -21, CMAQ funding will not be available until TEA -21 is reauthorized.
In general, CMAQ funds can be used for projects that improve air quality in at least one of the
following three categories:
1) Traffic flow (upgrade signal timing, turn pockets),
2) Transit improvements
3) Other modes to get people out of cars (bicycle projects, park and ride lots, etc). The bicycle
infrastructure typically funded include access to transit centers and regionally important activity
centers, bike racks on transit, or gap closures for regionally significant paths and bicycle lanes.
Federal Non -Transportation Funds:
There is a wide range of other federal funds that can be used for bicycling and walking
facilities. Visit www.fhwa.dot.gov/environment/bikeped/bp-broch.thm#funding for a complete
list of federal funding available for bicycle facilities/programs.
Funds through federal land agencies such as the National Forest Service, National Park
Service or Bureau of Land Management are also available. These funds are primarily for trails
and must be on federal lands.
HUD Community Development Block Grants fund community-based projects. These include:
- Commercial district streetscape improvements
Miami Bicycle Master Plan Page 1
O'�4DMiami Bicycle Master Plan
Appendix N
- Sidewalk improvements
- Safe routes to school
- Neighborhood -based bicycling and walking facilities that improve local transportation options
or help revitalize neighborhoods
In addition to the above Federal funding sources, the National Transportation Enhancements
Clearinghouse produces the comprehensive Financing and Funding for Trails document. This
resource includes more than thirty federal and national grant funding sources that could be
used to help fund bicycling facilities and/or programs. They also provide state -specific
information for funding history and application timelines.
State Transportation Funds:
The State of Florida raises funds for transportation infrastructure, including bicycle facilities,
through a state motor -vehicle fuel tax. The Florida state legislature is among the first to create
state funding programs for trail building and open space preservation. Much of the funding is
available for local community -sponsored projects. The funds are also used for more regional
projects of statewide interest.
Florida and national Safe Routes To School funding streams.-
Florida's
treams:Florida's SRTS program is unlike any other in that the first call for applications solicited
projects for all five years' worth of federal funding (2005-2009). The seven Florida DOT
Districts received the applications, selected projects, got them approved by the State SRTS
Coordinator, and entered them into the five-year Work Program, to be funded as federal
funds were released. Miami is located within FDOT District 6 and should continue working with
the Miami -Dade MPO and the State to pursue such funds.
In addition, applications are available for Florida's non -infrastructure programs on a rolling
basis, as long as the FDOT District has uncommitted funds. Florida plans to continue issuing
annual calls for infrastructure applications each fall, and selecting projects. This is all subject to
the renewal of federal funding streams.
Share the Road Mini Grants
Through the sale of 'Share the Road' specialty license plates, Florida Bicycle Association has
established a small mini -grants program to provide funds for programs that focus on motorist
and bicycle education and awareness of proper, legal roadway sharing. Preference is given to
efforts that garner significant media coverage.
Applicant may apply for grants from $500 to $5,000 per year. There is no assurance that the
exact amount specified in the grant proposal will be awarded to the applicant.
Grants will be awarded four times a year in conjunction with quarterly board meetings
generally held January, April, June, October.
Local (City of Miami and Miami -Dade County)
The City of Miami already funds transportation -related street projects, including bicycle
facilities, through a variety of local, county, and federal sources. Some of these sources
Miami Bicycle Master Plan Page 2
Miami Bicycle Master pPlan
include, Streets Bonds, Homeland Defense Bonds, Miami -Dade County's'/ cent transit tax,
Miami -Dade County Secondary Gas Tax, Stormwater Utility Trust Fund, Parking Surcharges,
General City Funds, the People's Transportation Plan, Local Options Gas Tax, and through the
FDOT Transportation program. While these funding streams have been available, they have
rarely been used for bicycle facility improvements. It is recommended that the City of Miami
work with the Miami -Dade County MPO and the FDOT to more aggressively pursue all
available funds for the implementation of the Miami Bicycle Network 2030 Plan, and all other
related eligible programs included in the Miami Bicycle Master Plan.
Non -Profit Grants
While non-profit grants may be very difficult to come by, national organizations like Bike
Belong have increasingly funded bicycle facilities and programs across the county. To date,
Bike Belong has not yet funded projects in the City of Miami, or Miami -Dade County.
Bike Belong
The Bikes Belong Grant Program strives to put more people on bicycles more often by funding
important and influential projects that leverage federal funding and build momentum for
bicycling in communities across the U.S. These projects include bike paths, lanes, and routes,
as well as bike parks, mountain bike trails, BMX facilities, and large-scale bicycle advocacy
initiatives. Since 1999, Bikes Belong has awarded 191 grants to municipalities and grassroots
groups in 46 states and the District of Columbia, investing nearly $1.6 million in community
bicycling projects and leveraging close to $525 million in federal, state, and private funding.
Other grant sources may be found by visiting the FHWA and NTEC funding websites.
Miami Bicycle Master Plan Page 3