HomeMy WebLinkAboutExhibit BCity of Miami
Miami Comprehensive Neighborhood Plan
TRANSPORTATION ELEMENT
Data Inventory and Analysis
February 2017
City of Miami I Miami Comprehensive Neighborhood Plan
TRANSPORTATION ELEMENT
Table of Contents
TRANSPORTATION ELEMENT DATA INVENTORY AND ANALYSIS 1
DEFINITIONS OF TERMS AND CONCEPTS 2
CLASSIFICATION OF MAJOR THOROUGHFARES 2
LEVEL OF SERVICE 3
AUTOMOTIVE LEVEL OF SERVICE 3
PERSON TRIP LEVEL OF SERVICE 4
METHODOLOGY 6
AUTOMOBILE TRIP LEVEL OF SERVICE METHOLODOLGY 6
PERSON -TRIP LEVEL OF SERVICE CALCULATION METHODOLOGY 7
PERSON -TRIP LEVEL OF SERVICE EQUATIONS 9
EXISTING CONDITIONS 11
EXISTING MODAL SPLIT 11
EXISTING PUBLIC TRANSIT FACILITIES AND ROUTES 11
POPULATION CHARACTERISTICS 23
TRANSPORTATION DISADVANTAGED 23
EXISTING CHARACTERISTICS OF MAJOR TRIP GENERATORS AND ATTRACTORS 24
EXISTING PEDESTRIAN FACILITIES 24
EXISTING BICYCLE FACILITIES 25
AVAILABILITY OF TRANSPORTATION FACILITIES AND SERVICE TO SERVE EXISTING LAND
USES 25
ADEQUACY OF EXISTING EVACUATION TRANSPORTATION SYSTEM 26
EXISTING INTERMODAL FACILITIES 26
FUTURE CONDITIONS 27
ANALYSIS OF FUTURE TRANSPORTATION SYSTEMS 27
MIAMI-DADE COUNTY MPO TRANSPORTATION IMPROVEMENT PROGRAM (TIP) FOR FY
2016 TO 2020 29
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MIAMI-DADE COUNTY MPO LONG RANGE TRANSPORTATION PLAN (LRTP) PROJECTS 32
MIAMI DOWNTOWN TRANSPORTATION MASTER PLAN (MDTMP) 32
TRANSIT DEVELOPMENT PLAN (TDP) IMPROVEMENTS SCHEDULED IN THE CITY OF MIAMI
(2015) 33
Tables
Table 1 - Volume/Capacity Level of Service 5
Table 2 - Generalized Peak Hour Two -Way Volumes for Florida's Urbanized Areas 6
Table 3 - Miami -Dade County MPO Transportation Improvement Program (TIP) for FY 2016 to
2020 30
Table 4 - Miami -Dade County MPO Long -Range Transportation Plan (LRTP) Projects 32
Appendix
Appendix TR-1: Existing and Future Transportation Map Series
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TRANSPORTATION ELEMENT DATA INVENTORY AND
ANALYSIS
The City of Miami's transportation network consists of local city roads, roads maintained by
Miami -Dade County, and state roads maintained by the Florida Department of Transportation
(FDOT). Many of these roads are served by a regional transit system provided by Miami -Dade
Department of Transportation and Public Works(DTPW) and by the City of Miami's Trolley
system. Most of these roads feature sidewalks and other pedestrian facilities, while only some
roads feature bicycle facilities.
Local governments that have all or part of their jurisdiction included within the urbanized area
of a Metropolitan Planning Organization (MPO) are required to prepare and adopt a
Comprehensive Plan with a Transportation Element consistent with the provisions of Section
163.3177 of the Florida Statutes. The purpose of the Transportation Element is to plan for a
multimodal transportation system that places emphasis on transportation mode choice within
the City of Miami, particularly non -automobile. The objective of the Transportation Element
Data Inventory and Analysis is to describe and analyze transportation resources within the City
of Miami, project future conditions and prepare a foundation for the formulation of goals,
objectives, policies and implementation programs.
Data has been analyzed and portrayed in text and graphic formats including a series of
transportation maps (Appendix TR-1). In this analysis, the City's Comprehensive Plan horizon
year is 2040. The Transportation Element Data Inventory and Analysis includes:
• An analysis of the existing transportation systems, including the ability of transportation
facilities and services to serve existing land uses
• Growth trends and travel patterns, including relationships between land use and
transportation systems;
• Projected transportation system levels of service;
• An analysis of local and state transportation programs;
• Maintenance of adopted level of service standards; and
• Land use policy implications of transportation management programs necessary to
promote public transportation.
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DEFINITIONS OF TERMS AND CONCEPTS
CLASSIFICATION OF MAJOR THOROUGHFARES
Major thoroughfares are categorized into functional classification groups according to the
character of service. The four functional classification groups for urban areas are principal
arterials, minor arterials, collectors and local streets. The extent and degree of access control is
a significant factor in defining the functional classification of a roadway. Regulated limitation of
access is necessary on arterials to enhance their primary function of mobility, while the primary
function of local streets is to provide access. Functional classifications for major thoroughfares
are defined in A Policy on Geometric Design of Highways and Streets (American Association of
State Highway and Transportation Officials, 2011).
Principal Arterials: serves the major centers of activity and the highest volume traffic
corridors of urbanized areas. Principal arterials typically serve longer distance trips. Although
principal arterials constitute a small percentage of the total roadway network, they carry a high
proportion of total urban traffic. The principal arterial system also carries most of the trips
entering and leaving the urban area. Service on principal arterials is normally continuous with
relatively high traffic volumes, long average trip lengths and high operating speeds. Service to
abutting land is typically subordinate to the provision of travel service and major traffic
movements. Typical principal arterials include interstates, freeways and other limited access
facilities.
Minor Arterials: The minor arterial system interconnects and supports the principal arterial
system. It accommodates trips of moderate lengths at a lower level of mobility than provided
on principal arterials. Minor arterials provide continuity among communities and may also carry
local bus routes. Ideally, minor arterials do not penetrate identifiable neighborhoods. The
spacing of minor arterials is typically not much greater than one mile in most urbanized areas.
Collectors: The collector street system provides vehicular access to and mobility within
residential neighborhoods, commercial and industrial areas. It differs from the arterial system
in that it penetrates neighborhoods and distributes trips from arterials to their ultimate
destinations. Conversely, collectors also transition vehicular traffic from local streets onto the
arterial system. The collector street system may carry local bus routes. Service on collectors has
relatively moderate traffic volumes, average trip lengths and average operating speeds.
Local Streets: The local street system comprises all roadways not in one of the higher systems.
It provides direct access to abutting land uses and connections to the higher order systems. It
offers the lowest level of vehicular mobility and usually contains no bus routes. Service to
through traffic is often discouraged on local streets. Service on local streets has relatively low
average traffic volumes, short average trip length or minimal through traffic movements and
high land access for abutting property.
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The City and the State of Florida Department of Transportation further distinguish roadways for
purposes of analysis applied according to whether the facility falls within the State Strategic
Intermodal System (SIS) facilities and other facilities of State importance. For SIS facilities, the
City monitors for a level of service "D" as required for urbanized areas using a vehicle -trip
measure (FDOT Planning Topic No. 525-000-006a dated October 9, 2015). Quality/level of
service for other highway modes on SIS facilities will be determined on a case by case basis.
LEVEL OF SERVICE
Level of Service (LOS) standards were determined for various modes of transportation within
the Miami urbanized area for both existing and future conditions. Automobile LOS thresholds
were derived from the 2012 FDOT Quality/Level of Service Handbook. The person trip LOS
methodology used in the previous update (2004) of the Transportation Element only included
automobiles and transit. Because of the emphasis placed on providing an efficient multimodal
transportation system, a new Person Trip LOS methodology was developed for this update
which considers bicycle and pedestrian trips along with the automobile and transit trips.
Additionally, a preliminary bicycle suitability analysis was conducted to determine the
transportation network's suitability for bicyclists within the City of Miami. LOS standards for
automobiles and person trips, as well as the bicycle suitability analysis are further discussed
below.
AUTOMOTIVE LEVEL OF SERVICE
The Traffic Engineering Handbook (Institute of Transportation Engineers 7th Edition) defines
automobile LOS for roadways as:
"A qualitative measure that characterizes operational conditions within a traffic stream and
perception of these conditions by motorists and passengers. The descriptions of individual levels
of service characterize these conditions in terms of factors such as speed and travel time,
freedom to maneuver, traffic interruptions and comfort and convenience."
The automobile LOS definition can be further simplified as the ratio of roadway traffic volume
to capacity (V/C). The six (6) different LOS are described below:
• LOS A — This LOS represents and ideal condition of primarily free -flow traffic operations
at average travel speeds. Vehicles are completely unimpeded in their ability to
maneuver within the traffic stream and delays at intersections are minimal.
• LOS B — This LOS represents reasonably stable, unimpeded traffic flow at average travel
speeds. The ability to maneuver within the traffic stream is only slightly restricted and
stopped delays are not bothersome.
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• LOS C — Traffic flow is stable but drivers are becoming restricted in their choice of
speeds and ability to maneuver. This service level is often selected as being an
appropriate criterion for roadway design purposes.
• LOS D — Most motorists would consider this LOS unsatisfactory, as traffic flow is
unstable. Driving speeds are tolerable for short periods but are subject to sudden
variance. Time delays do occur due to high volumes of traffic. The ability to maneuver
and choose speed is severely restricted.
• LOS E — Traffic flow is unstable as speeds and flow rates vary. Traffic flow has either
stopped or is maintained at a low speed. There is little independence in selection of
speeds or ability to maneuver. Driving comfort is low and accident potential is high due
to limited space between vehicles and rapidly changing speeds. The roadway may act as
a storage area resulting from downstream congestion. Generally, a facility at Level of
Service E is operating at or above capacity.
• LOS F — Traffic flow has generally come to a stopped condition, but will have slight
inconsistent movement. No independence in selection of speeds or ability to maneuver
exists at this level of service. Driving comfort is low and accident potential is high due to
limited space between vehicles and rapidly changing speeds. The roadway is congested.
Generally, a facility at Level of Service F is operating above capacity.
The generalized AADT tables from the 2012 FDOT Quality/Level of Service Handbook were used
to assess the City of Miami's roadways existing and future LOS. Within urbanized areas, LOS 'A'
is not attainable based on these tables and LOS 'B' is only attainable on uninterrupted flow
facilities. The generalized LOS tables from the FDOT handbook and a more detailed description
of the methodology used for this analysis are included in the Analysis of Existing Transportation
section of this document. The traditional automobile -based methodology will be applied to all
non-SIS facilities and non -center areas within the City. Person trip methodology is not
appropriate for SIS facilities, including any facilities of state importance. For SIS facilities,
traditional automobile level of service methodology will be applied using vehicle trip measures.
PERSON TRIP LEVEL OF SERVICE
The City of Miami, through its Transportation Element, has adopted a progressive method for
measuring the LOS for roadways — measuring LOS by person trips rather than the traditional
approach of only analyzing automobiles. As a part of updating the Transportation Element, the
Person Trip Methodology is slightly modified to include bicycle and pedestrian trips in the
context of the Centers and Transit Corridors framework. Areas within the Downtown
Development of Regional Impact Increment III (DDRI III) are identified as Centers, which
generally feature frequent transit service (defined as roadway segments with cumulative transit
headways of 10 minutes or less) and access to bicycle facilities. Areas within the City that
feature frequent transit service are identified as Transit Corridors.
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Only non-SIS roadways within the Center areas (as illustrated in Map TR-13.2) use the Person
Trip Methodology for analyzing LOS. All other SIS roadways and facilities of state importance
within the City including Transit Corridors outside of the Center areas will continue to use the
traditional automobile LOS methodology when reviewing traffic impacts for new developments.
The Person Trip Methodology establishes a broader definition for LOS by including person trips
along with vehicle trips. The calculated person trip LOS ultimately yields letter grades A
through F, similar to the traditional automobile -based methodology, to denote utilization of a
roadway by all modes as a percent of a total multimodal capacity.
The person trip approach takes into account that dense, urban areas provide many options for
personal mobility. The goal is to encourage new development in these areas with high levels of
transit availability and other mobility options, such as enhanced bicycle and pedestrian
facilities, in order to reduce the dependency on automobiles while reducing traffic congestion.
As a community develops and becomes more mature, its land uses are able to support more
alternative modes of transportation. Planning for all of these modes is integral for fully
developing a healthy and vibrant community from a quality of life and economic perspective.
When calculating the person trip LOS, capacities are enhanced by adding existing transit
capacities, which are based on physical dimensions and frequency of transit service, to the
automobile capacity of the roadway. Assumed future bicycle and pedestrian trips are then
incorporated into the capacity of the roadway by applying a trip reduction factor to the volume
side of the equation. Assuming that some of the new development's trips will be either
internally captured or completed using the bicycle or pedestrian network, a reduction rate is
applied to the volume of the roadway. A person trip LOS is then computed using the volume of
the roadway with reduction rates for estimated bicycle and pedestrian trips divided by the
enhanced vehicle/transit capacity of the roadway to yield a new letter grade.
Table 1- Volume/Capacity Level of Service
Level of Person -Trip Volume
Service to Capacity Ratio
A 0.01- 0.60
B 0.61- 0.70
C 0.71- 0.80
D 0.81- 0.90
E 0.91- 1.00
F 1.01+
Source: City of Miami, Transportation Corridors: Meeting the Challenge of Growth Management in Miami
February 2017
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METHODOLOGY
AUTOMOBILE TRIP LEVEL OF SERVICE METHOLODOLGY
Level of service evaluations for all major roadways within the City were performed using
average traffic count information provided by the FDOT. Traffic volumes were converted to
peak -hour volumes using K-factors published by FDOT.
Automobile level of service was determined by comparing the reported 2014 peak -hour traffic
volumes on each of the major roadway's segments to the maximum service capacity listed for
that specific facility type and cross section in the 2012 Quality/Level of Service Handbook (Table
4-4) published by the FDOT, which can be seen below.
Table 2 - Generalized Peak Hour Two -Way Volumes for Florida's Urbanized Areas
INTERRUPTED FLOW FACILITIES
STATE SIGNALIZED ARTERIALS
Class I (40 mph or higher posted speed hmit)
Lanes Median B C D
2 Undivided * 1.510 1,600
4 Divided * 3,420 3.580
6 Divided * 5.250 5,390
8 Divided * 7.090 7,210
Lanes
2
4
6
8
Lanes
2
2
Multi
Multi
Median
Divided
Undivided
Undivided
Undivided
Class H (35 mph or slower posted speed limit)
Median B C D
Undivided
Divided
Divided
Divided
* 660
* 1,310
* 2,090
* 2.880
1.330
2.920
4.500
6.060
Non -State Signalized Roadway Adjustments
(Alter corresponding state volumes
by the indicated percent)
Non -State Signalized Roadways - 10%
Median & Turn Lane Adjustments
Exclusive Exclusive Adjustment
Left Lanes Right Lanes Factors
Yes No +5%
No No -20%
Yes No -5%
No No -25%
Yes + 5%
E
**
**
**
**
E
1.410
3,040
4,590
6,130
One -Way Facility Adjustment
Multiply the corresponding two -directional
volumes in this table by 0.6
Auxiliary Lanes
Present in Both Directions
+ 1,800
UNINTERRUPTED FLOW FACILITIES
FREEWAYS
,Lanes B C D E
4 4.120 5.540 6,700 7,190
6 6,130 8.370 10.060 11,100
8 8.230 11,100 13.390 15,010
10 10.330 14.040 16.840 18,930
12 14.450 18.880 22.030 22.860
Freeway Adjustments
Ramp
Metering
+ 5%
UN INTERRUPTED
Lanes Median B
2 Undivided 770
4 Divided 3,300
6 Divided 4.950
Lanes
Multi
Multi
FLOW HIGHWAYS
1,530
4,660
6.990
2,170 2,990
5,900 6,530
8.840 9,790
Uninterrupted Flow Highway Adjustments
Median Exclusive left lanes Adjustment factors
Divided Yes +5%
Undivided Yes -5%
Undivided No -25%
Source: 2012 FDOT Quality/Level of Service Handbook
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PERSON -TRIP LEVEL OF SERVICE CALCULATION METHODOLOGY
With this update to the City of Miami's Transportation Element, the Person Trip Methodology
has been updated to include additional transit service and bicycle and pedestrian
accommodations. This new method will only be utilized in identified Center areas according to
the Centers and Transit Corridors map (Map TR-13.2) for the purpose of new development or
redevelopment impact review on transportation facilities. Similar to the traditional LOS
methodology, each roadway within a Center area uses a volume -to -capacity ratio to determine
the LOS. In this methodology, roadway capacity includes both automobile and public transit
modes and volume is reduced if there are existing bicycle and pedestrian facilities. To evaluate
the traffic impact of a new development or redevelopment, LOS is evaluated for the existing
condition, the projected future condition without the new development, and the projected
future condition (opening year) with the new development.
The volume of the roadway is calculated to take into account automobiles, transit, bicycles, and
pedestrians. Roadway Annual Average Daily Traffic (AADT) is calculated using existing AADT
from traffic counts, projected AADT without the new development, and projected AADT plus
new trips associated with the development based on the most recent version of the ITE Trip
Generation Manual.
For Centers, the volume of automobile trips is converted to person trips by multiplying the
automobile occupancy rate of persons per vehicle trip by the volume of automobiles based on
the rates established for the individual project area for the Development of Regional Impact.
The previous update to the Transportation Element assumed an automobile occupancy rate of
1.4 for this conversion based on the Downtown DRI III counts developed in 1989. More recent
counts were developed for the Southeast Overtown Park West DRI Increment III in 2009;
however, the consistency of information sources is not confirmed. New data collection is
recommended to reassess this factor. In the interim, the occupancy rate used for the specific
DRI will be used for this update. Once new data is collected and confirmed, the demand and
usage of the bicycle and pedestrian network will be reconsidered to make appropriate level of
accommodations. Once all credits have been absorbed in the currently adopted increments III
for these DRIs, potential update for these requirements will be reviewed.
Because detailed data collection is required to accurately measure bicycle and pedestrian levels
of demand, trips using these two modes are not added to total number of person trips
estimated. Instead, the Person Trip Methodology applies a specific automobile trip reduction
rate similar to the reduction rates given to new developments within the Downtown
Development of Regional Impact (DRI) Increment III. Therefore, to compute person trip level of
service, roadways within the Center areas will receive a trip reduction based on recent U.S.
Census American Community Survey data or locally -specific travel surveys to reflect the share
of new trips that are assumed to either be internally captured or accommodated through the
bicycle or pedestrian network. This trip reduction is applied to the volume estimated previously
(automobile volume * occupancy rate).
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This newly computed person trip volume that includes the trip reduction rates for the bicycle
and pedestrian trips is then summed with the transit ridership, which is simply based on the
latest weekday ridership numbers provided by Miami -Dade DTPW.
Roadway capacity is based on FDOT standards adjusted for vehicle occupancy of persons per
vehicle. The capacity of transit used for the Person Trip methodology for LOS is based on the
frequency of service and the seating/person capacity of the transit vehicles. Transit capacity for
Motorbus is based on the available seats and standing room of the 40 foot buses used by
Miami -Dade DTPW. These buses offer 38 seats and enough room for 21 additional standees for
a total of 59 passengers possible per bus. Transit capacity for the Metrorail is calculated based
on six -car trains, with each car accommodating 164 possible passengers. Each six car train -set
has a carrying capacity of up to 984 passengers. Transit capacity for the Metromover has not
changed since the 2003 Transportation Element of the MCNP defined each car as being able of
holding up to 96 passengers. The transit and vehicular capacities are combined to determine
the denominator (total capacity) of the volume -to -capacity ratio used for the Person Trip
Methodology.
Person trip volumes are then divided by the person trip capacity to calculate the LOS and the
associated letter grade according to the LOS table provided earlier. Again, this methodology will
only be applied to roadways within areas designated as a Center (Map TR-13.2). All other areas
within the City outside of the identified Centers area will use the traditional automobile LOS
methodology.
The example equations listed below and detailed on the following page demonstrate the
volume -to -capacity ratio required for computing the person trip LOS under three conditions:
1. Existing Level of Service,
2. Projected Level of Service without the Proposed Project, and
3. Projected Level of Service with the Proposed Project
The resulting comparison will provide the basis for determining the need for and extent of
mitigation for traffic and congestion impacts associated with the projected future condition
with the proposed new development or redevelopment.
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PERSON -TRIP LEVEL OF SERVICE EQUATIONS
1. Existing LOS =
(Exn) + F
[AxnxC]+D
Where traffic volumes represent peak hour being analyzed:
A = Existing Roadway Traffic Volume
C = Pedestrian and Bicycle Trip Reduction Factor
D = Existing Transit Ridership
E = Existing Roadway Capacity
F = Existing Transit Capacity
n = Vehicle Occupancy Rate
2. Projected LOS without Proposed Project
[(A+B)xnxC]+D
(Exn) + F
Where traffic volumes represent peak hour being analyzed:
A = Projected Roadway Traffic Volume
B = Committed Developments
C = Pedestrian and Bicycle Trip Reduction Factor
D = Existing Transit Ridership
E = Existing Roadway Capacity
F = Existing Transit Capacity
n = Vehicle Occupancy Rate
3. Projected LOS with Proposed Project
[(A+B+C)xnxD]+E
(F x n) + G
Where traffic volumes represent peak hour being analyzed:
A = Projected Roadway Traffic Volume without New Development
B = Committed Developments
C = Development -Generated Vehicle Trips
D = Pedestrian and Bicycle Trip Reduction Factor
E = Transit Ridership
F = Roadway Capacity
G = Transit Capacity
n = Vehicle Occupancy Rate
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The applicant may consider any Future Transportation Projects represented as variable B in the
above equations with and without the project. This variable does not apply to existing
conditions. Project must be funded and included in a Transportation Improvements Plan that is
approved by the Miami -Dade Metropolitan Planning Organization. Projects may be any public
project sponsored by the Florida Department of Transportation, Miami -Dade Expressway
Authority, Florida's Turnpike, the City of Miami and Miami -Dade Department of Transportation
and Public Works. Roadway capacities may reach 100% of their capacity, including allowances
for transit, pedestrian, and bicycle trips as described above.
Roadway capacities may reach 100% of their capacity, including allowances for transit,
pedestrian, and bicycle trips as described above.
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EXISTING CONDITIONS
EXISTING MODAL SPLIT
According to journey -to -work data collected in the 2010 Census, single occupant automobile
trips account for 69.2 percent of all work trips to -and -from -work reported by residents in the
City of Miami. Carpools account for 9.4 percent, public transportation including bus or trolley
account for 11.4 percent, walking for 4.5 percent, and 'other means' including bicycle and
motorcycle account for 2.1 percent. In addition, approximately 3.3 percent of the residents in
Miami report working at home. The City of Miami has a higher percentage of work trips using
public transportation and walking than Miami -Dade County as a whole (4.5% compared to 2.3%
and 2.1% compared to 1.9% respectively).
EXISTING PUBLIC TRANSIT FACILITIES AND ROUTES
The City of Miami has several transit options within its limits. Miami -Dade Department of
Transportation and Public Works (DTPW) provides Metromover, Metrorail, and Metrobus
transit services while the City of Miami provides trolley services. These transit options are
further described below.
Metrorail: is a 25-mile dual track, elevated rapid transit system that provides service to Miami
International Airport (MIA) and runs from Kendall through South Miami, Coral Gables, and
downtown Miami; to the Civic Center/Jackson Memorial Hospital area; and to Brownsville,
Liberty City, Hialeah, and Medley in northwest Miami -Dade, with connections to Broward and
Palm Beach counties at the Tri-Rail/Metrorail transfer station. The Metrorail has two lines —
Orange and Green. The Green Line train provides service between the Palmetto Station to the
Dadeland South Station. The Orange Line train provides service between the Miami
International Airport Station and the Dadeland South Station. Both lines serve all the stations
between Dadeland South and Earlington Heights.
The system currently uses 136 train cars with a normal capacity of 164 passengers per car.
There are typically eight cars per train during peak hour operations and six cars per train during
off-peak periods, or a capacity of 1,312 people per train during the peak periods. The 23
accessible Metrorail stations are about one mile apart, providing easy access for bus riders,
pedestrians, and passengers who are dropped off and picked up. Eleven of these 23 stations are
within the City of Miami and include Douglas Road, Coconut Grove, Vizcaya, Brickell,
Government Center, Historic Overtown/Lyric Theatre, Culmer, Civic Center, Santa Clara,
Allapattah, and Earlington Heights.
Metrorail operates from 5:00am to 12:48am, seven days a week. For stations served by both
the Orange and Green Lines, trains arrive every five minutes during weekday rush hours, every
eight minutes at midday, and every 15-30 minutes after 8pm. For stations served by the Green
Line only, trains arrive every ten minutes during weekday rush hours, every fifteen minutes at
midday, and every 30-35 minutes after 8pm. For stations served by both the Orange and Green
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Lines, weekend service runs every fifteen minutes from 5:00am to 12:48am. For stations
served by the Green Line only, weekend service runs every thirty minutes from 5:00am to
12:48am.
Metromover: Metromover is a 4.4-mile electrically -powered, fully automated people mover
system that provides free service to downtown Miami from Omni to Brickell and connects with
Metrorail at Government Center and Brickell stations and with Motorbus at various locations
throughout downtown. Major destinations of the Metromover system include the American
Airlines Arena, Bayside Market Place, Miami -Dade College, the Brickell business district, and the
Miami -Dade County School Board. Each car is designed to carry 88 standing and eight seated
passengers. In FY 2015, the Metromover system carried nearly 10 million people with a monthly
ridership average of 828,000 riders. Metromover is made up of three loops - downtown inner
loop, Omni loop, and Brickell loop. All three loops provide service from 5am to midnight seven
days a week. Trains arrive frequently.
Motorbus: Fifty-five Motorbus routes serve the City of Miami including Routes 2, 3, 6, 7, 8, 9,
10, 11, 12 ,16, 17, 21, 22, 24, 27, 32, 33, 36, 37, 40, 42, 46, 48, 51, 54, 57, 62, 73, 77, 79, 93, 95,
101, 102, 103, 110, 112, 113, 119, 120, 136, 150, 195, 196, 202, 207, 208, 211, 238, 246, 249,
277, 297, 338, and 500. The fifty-five routes directly serving Miami are illustrated in Map TR-5.1
and described below:
• Route 2 provides service to the Mall at 163 Street, Jackson North, Miami Avenue, Horace
Mann Middle School, NW 2 Avenue, Historic Overtown/Lyric Theatre Metrorail station,
MDC Wolfson Campus, Downtown Bus Terminal, Government Center Metrorail station,
Main Library, Historical Museum. Headways are maintained at 20 minutes during the
weekday rush hour, 30-35 minutes during the weeknight, 20-40 minutes on Saturday and
30 minutes on Sunday. DTPW ridership data from October 2015 shows that approximately
2,805 passengers per weekday and 83,549 monthly passengers access this route.
• Route 3 provides service to the Mall at 163 Street, Jackson North, Miami Avenue, Horace
Mann Middle School, NW 2 Avenue, Historic Overtown/Lyric Theatre Metrorail station,
MDC Wolfson Campus, Downtown Bus Terminal, Government Center Metrorail station,
Main Library, Historical Museum. Headways are maintained at 18 minutes throughout the
weekday until about 8:00, when headways are increased to 30 minutes. After midnight,
headways are 60 minutes. Weekend headways start at 30 minutes and decrease to 15
minutes after 8:00am. After 9:00pm, headways are increased to 30 minutes and then 60
minutes after midnight. DTPW ridership data from October 2015 shows that
approximately 7,349 passengers per weekday and 220,951 monthly passengers access this
route.
• Route 6 provides service to Bird Road, Coconut Grove Metrorail station, Douglas Road (37
Avenue), NW 14 Street, Little Havana, Brickell Metrorail/Metromover Station, Downtown
Miami, Miami Avenue Metromover Station, NW 29 Street. Headways are maintained at
60 minutes throughout the weekday and weekend. DTPW ridership data from October
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2015 shows that approximately 800 passengers per weekday and 22,762 monthly
passengers access this route.
• Route 7 provides service to Miami International Airport (MIA) Metrorail station, City of
Sweetwater, Dolphin Mall, Miami International Mall, Fontainebleau Blvd., Mall of the
Americas, Downtown Bus Terminal, Main Library, Historical Museum of South Florida,
Miami Art Museum, MDC Wolfson Campus, Historic Overtown/Lyric Theatre Metrorail
station. Headways are maintained at 15 minutes during the weekday rush hour, 20-30
minutes during the weeknight, 20 minutes during the day on weekends, and 30-35
minutes weekend nights. DTPW ridership data from October 2015 shows that
approximately 4,242 passengers per weekday and 114,259 monthly passengers access this
route.
• Route 8 provides service to Florida International University Bus Terminal, FIU South
Campus, SW 8 Street west of SW 82 Ave., Coral Way west of 82 Ave (Rt. 8), Westchester
Shopping Center (Rt. 8), Little Havana, Calle Ocho, Brickell Metrorail Station, MDC
Wolfson Campus. Headways are maintained at 10 minutes during the weekday rush hour,
30 minutes during the weeknight, and 15-30 minutes on the weekends. DTPW ridership
data from October 2015 shows that approximately 7,172 passengers per weekday and
187,876 monthly passengers access this route.
• Route 9 provides service to City of Aventura, Aventura Mall, the Mall at 163rd Street, City
of North Miami Beach, City of North Miami, NE 2 Avenue, City of Miami Shores, Govt.
Center Metrorail station, Stephen P. Clark Center, Downtown Bus Terminal, Main Library,
Historical Museum of South Florida, and Miami Art Museum. Headways are maintained at
12 minutes during the weekday rush hour, 25-30 minutes during the weeknight, and 30
minutes on the weekends. DTPW ridership data from October 2015 shows that
approximately 6,573 passengers per weekday and 175,553 monthly passengers access this
route.
• Route 10 provides service to Skylake Mall, The Mall at 163rd Street, City of North Miami
Beach, City of North Miami, NE 2 Avenue, Omni Metromover Station/Bus Terminal.
Headways are maintained at 30 minutes during the weekdays, 30 minutes during most of
the weekend, and 60 minute headways on weekend evenings. DTPW ridership data from
October 2015 shows that approximately 2,667 passengers per weekday and 76,055
monthly passengers access this route.
• Route 11 provides service to Florida International University South Campus, FIU Bus
Terminal, W. Flagler Street, Mall of the Americas, Little Havana, Downtown Miami,
Government Center Metrorail station, Stephen P. Clark Center, Main Library, Historical
Museum of South Florida, and Miami Art Museum. Headways are maintained at 8
minutes during the weekday rush hour, 20 minutes during the weeknight, 15 minutes
during the day on weekends, and 60 minute headways after 10:00pm on weekends.
DTPW ridership data from October 2015 shows that approximately 10,952 passengers per
weekday and 308,554 monthly passengers access this route.
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• Route 12 provides service to the Northside Metrorail station, Northside Shopping Center,
Liberty City, NW/SW 12 Avenue, Allapattah Metrorail station, Civic Center Metrorail
Station, Civic Center, VA Hospital, University of Miami/Jackson Memorial Hospital and
Clinics, Vizcaya Metrorail station, Mercy Hospital, and Coconut Grove. Headways are
maintained at 30 minutes throughout most of the weekday and are increased to 65
minutes after 7:00pm. Headways are maintained at 40 minutes during the weekend until
after 6:00pm where headways are increased to 60 minutes. DTPW ridership data from
October 2015 shows that approximately 3,261 passengers per weekday and 71,735
monthly passengers access this route.
• Route 16 provides service to the City of North Miami Beach, The Mall at 163rd Street, NE
6 Avenue, City of North Miami, City of Biscayne Park, City of Miami Shores, City of El
Portal, Biscayne Boulevard, and Omni Bus Terminal. Headways are maintained at 20
minutes during the weekday rush hour, 25-30 minutes during the weeknight, and 25-30
minutes on the weekends. DTPW ridership data from October 2015 shows that
approximately 2,784 passengers per weekday and 77,327 monthly passengers access this
route
• Route 17 provides service to Rolling Oaks, Carol City, City of Opa-locka via NW 22 Avenue,
North Miami, West Little River, Model City, Earlington Heights Metrorail station,
Allapattah, Little Havana, and the Vizcaya Metrorail station. Headways are maintained at
15 minutes during the weekday rush hour, 30-60 minutes during the weeknight, 30
minutes during most of the day on weekends, and 60 minutes during the weekend nights.
DTPW ridership data from October 2015 shows that approximately 4,849 passengers per
weekday and 129,737 monthly passengers access this route.
• Route 21 provides service to the Northside Shopping Center, Northside Metrorail Station,
Allapattah Metrorail Station, Santa Clara Metrorail Station, University of Miami/Jackson
Memorial Hospitals and Clinics, Overtown, Downtown Bus Terminal, Stephen P. Clark
Center, Main Library, Historical Museum of South Florida, and Miami Art Museum.
Headways are maintained at 30 minutes throughout most of the weekdays until after
8:00pm when headways increase to 60 minutes. During the day on weekends headways
are maintained at 40 minutes until 6:00pm when headways are increased to 60 minutes.
DTPW ridership data from October 2015 shows that approximately 2,257 passengers per
weekday and 49,662 monthly passengers access this route.
• Route 22 provides service to the City of North Miami Beach, The Mall at 163rd Street,
Golden Glades Park & Ride, NW 22 Avenue, Earlington Heights Metrorail station, clinics,
Coconut Grove Metrorail station, and the Sunshine State Industrial Park (No service to
Industrial Park on weekends or weekdays after 9pm). Headways are maintained at 15-20
minutes during the weekday, 30 minutes during the weeknight, 30 minutes throughout
most of the weekends, and 60 minutes weekend nights. DTPW ridership data from
October 2015 shows that approximately 5,044 passengers per weekday and 134,053
monthly passengers access this route.
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• Route 24 provides service to SW 152 Avenue during Rush Hour, SW 137 Court/Coral Way,
Florida International University Park Campus, FIU Bus Terminal, West Dade Regional
Library, Westchester Shopping Center, City of Coral Gables, Vizcaya Metrorail station, and
the Brickell Metrorail station. Coral Way Limited: Limited stop service from Ponce de Leon
to Brickell Metrorail Station, Monday through Saturday. Headways are maintained at 20
minutes during the weekday rush hour, 30 minutes during the weeknight, 30 minutes
throughout most of the weekends, and 60 minutes weekend nights after 8:00pm. DTPW
ridership data from October 2015 shows that approximately 2,416 passengers per
weekday and 66,844 monthly passengers access this route.
• Route 27 provides service to the Calder Casino & Race Track, Sun Life Stadium, Carol City,
NW 27 Avenue, Miami Dade College North Campus (weekdays/Saturdays; no overnight
trips), Dr. Martin Luther King Jr. Metrorail station (no overnight trips), Brownsville
Metrorail station (no overnight trips), and the Coconut Grove Metrorail station. Headways
are maintained at 15-20 minutes during the weekday rush hour, 30 minutes during the
weeknight, 15-25 minutes throughout most of the weekend, and 60 minute headways
after midnight all week. DTPW ridership data from October 2015 shows that
approximately 9,058 passengers per weekday and 247,752 monthly passengers access this
route
• Route 32 provides service to the Landmark Learning Center, Carol City, St. Thomas
University, Florida Memorial College, City of Opa-locka, Opa-locka Tri-Rail station, NW 32
Avenue, Miami Dade College North Campus (weekdays/Saturdays), Northside Metrorail
station, Northside Shopping Center, Santa Clara Metrorail Station, Omni Bus Terminal, and
N. Bayshore Drive. Headways are maintained at 30 minutes throughout most of the
weekday and increase to 60 minutes after 9:30pm. Headways are maintained at 40
minutes throughout most of the weekend and increase to 60 minutes after 8:30pm.
DTPW ridership data from October 2015 shows that approximately 3,117 passengers per
weekday and 80,264 monthly passengers access this route.
• Route 33 provides service to NW 106 Street/South River Drive, Lehigh Industrial Park, City
of Hialeah Gardens City Hall, City of Hialeah, Westland Mall, West/East 49 Street (NW 103
Street), NW/NE 95 Street, North Shore Hospital, and Miami Shores Village. Headways are
maintained at 30 minutes throughout most of the weekday and increase to 50-60 minutes
after 7:30pm. Headways are maintained at 30 minutes throughout most of the weekend
and increase to 60 minutes after 6:30pm. DTPW ridership data from October 2015 shows
that approximately 2,033 passengers per weekday and 54,005 monthly passengers access
this route.
• Route 36 provides service to Dolphin Mall, Miami International Mall, Miami Dade College
West Campus. Doral Center (36A), City of Miami Springs (36), Miami Springs High School
(select trips), NW/NE 36 Street, Allapattah Metrorail station, Biscayne Boulevard, NE 36
Street and 4 Avenue. Headways are maintained at 20 minutes during the weekday rush
hour, 35-40 minutes during the weeknight, and 30-40 minutes on weekends. DTPW
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ridership data from October 2015 shows that approximately 2,987 passengers per
weekday and 78,967 monthly passengers access this route.
• Route 37 provides service to the City of Hialeah, Dept. of Children & Families, Hialeah
Metrorail station, Tri-Rail Airport station, Miami International Airport (MIA) Metrorail
station, Douglas Road (SW 37 Avenue), Douglas Road Metrorail station, City of South
Miami via Sunset Drive, Cocoplum Circle, and the South Miami Metrorail station.
Headways are maintained at 30 minutes throughout most of the weekday and increase to
60 minutes after 8:30pm. Headways are maintained at 35 minutes throughout most of the
weekend and increase to 60 minutes after 6:30pm. DTPW ridership data from October
2015 shows that approximately 4,010 passengers per weekday and 111,932 monthly
passengers access this route.
• Route 40 provides service to 152 Avenue & SW 56 Street, SW 132 Avenue/18 Street (no
weekend service), Bird Road, and the Douglas Road Metrorail station. Headways are
maintained at 15 minutes during the weekday rush hour, 30 minutes during the
weeknight, and 60-65 minutes during the weekends. DTPW ridership data from October
2015 shows that approximately 2,314 passengers per weekday and 57,786 monthly
passengers access this route.
• Route 42 provides service to Miami Springs, City of Opa-locka City Hall, Opa-locka Tri-Rail
Station, City of Hialeah, East 8 Avenue (LeJeune Road), Amtrak Passenger Terminal, Tri-
Rail Metrorail station, Miami International Airport (MIA) Metrorail station, City of Coral
Gables and the Douglas Road Metrorail station. (No weekend service) Headways are
maintained at 30 minutes throughout most of the weekday and increase to 60 minutes
after 8:00pm. Headways are maintained at 40 minutes throughout most of the weekend
and increase to 60 minutes after 8:00pm. DTPW ridership data from October 2015 shows
that approximately 1,347 passengers per weekday and 36,164 monthly passengers access
this route.
• Route 46 (Liberty City Connection) provides service to the Caleb Center, Brownsville
Metrorail station, NW 54 Street, NW 37 Avenue, NW 46 Street, NW 10 Avenue, Winn
Dixie, Belafonte Tacolcy Center, Miami Northwestern High School, MDC Entrepreneurial
Center. Headways are maintained at 60 minutes from 6:30am to 8:30am and from
2:50pm to 6:50pm weekdays only. DTPW ridership data from October 2015 shows that
approximately 45 passengers per weekday and 982 monthly passengers access this route.
• Route 48 provides service to the Brickell Avenue Business District, Brickell Metrorail
station, Mercy Hospital, Douglas Road Metrorail station, Coconut Grove, City of Coral
Gables, University Metrorail station. Headways are maintained at 60 minutes from
6:44am to 6:42pm weekdays only. DTPW ridership data from October 2015 shows that
approximately 280 passengers per weekday and 6,154 monthly passengers access this
route.
• Route 51 (Flagler MAX) provides service to SW 137 Ave/Coral Way, West Miami -Dade,
West Flagler St., Downtown Bus Terminal, Govt. Center Metrorail station, Main Library,
Historical Museum, and the Miami Art Museum. Headways are maintained at 15 minutes
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during the weekday rush hour and 30 minutes during the weekday off-peak. No weekend
service. DTPW ridership data from October 2015 shows that approximately 3,455
passengers per weekday and 76,000 monthly passengers access this route.
• Route 54 provides service to Miami Gardens Drive & NW 87th Avenue (weekdays only),
City of Hialeah, Westland Mall, Hialeah Metrorail station, Department of Children and
Families, Brownsville Metrorail station, and Biscayne Boulevard/NE 58 Street. Headways
are maintained at 30 minutes during the weekday rush hour, 30-40 minutes during the
weeknight, and 30 minutes for most of the weekend except after 8:00pm when headways
are increased to 60 minutes. DTPW ridership data from October 2015 shows that
approximately 3,545 passengers per weekday and 95,425 monthly passengers access this
route
• Route 57 provides service to the Tri-Rail Airport Station, Miami International Airport
(MIA) Metrorail station, South Miami Metrorail station, Red Road (NW/SW 57 Avenue),
Busway at SW 152 Street, SW 152 Street Park & Ride Lot, and Jackson South Hospital.
Weekday headways are maintained at 60 minutes from 6:30am to 5:40pm. No weekend
service. DTPW ridership data from October 2015 shows that approximately 525
passengers per weekday and 11,550 monthly passengers access this route.
• Route 62 provides service to Biscayne, City of Hialeah, East 9 Street (NW 62 Street), Dr.
Martin Luther King, Jr. Metrorail Station, Biscayne Boulevard, City of Miami Beach via Julia
Tuttle Causeway (rush hours only), Collins Avenue, Omni Bus Terminal, and NE 14
Street/North Bayshore Drive. Headways are maintained at 12 minutes during the weekday
rush hour, 30-40 minutes during the weeknight, and 20-30 on the weekends. DTPW
ridership data from October 2015 shows that approximately 3,434 passengers per
weekday and 91,677 monthly passengers access this route.
• Route 73 provides service to Miami Gardens Dr. & NW 73 Ave Park & Ride Lot, Town of
Miami Lakes, Hialeah, Palmetto Metrorail Station, Milam Dairy Road (NW 72 Avenue), US
Postal Annex, Dadeland Mall, and the Dadeland South Metrorail station. Headways are
maintained at 30-35 minutes during the weekday rush hour, 55-60 minutes during the
weeknight, and 60-70 minutes on the weekends. DTPW ridership data from October 2015
shows that approximately 2,685 passengers per weekday and 67,919 monthly passengers
access this route.
• Route 77 provides service to NW 199 Street/NW 2 Avenue (SR 441), Golden Glades Park
& Ride Lot, NW 7 Avenue, Liberty City, Culmer Metrorail station, Government Center
Metrorail station, Main Library, Historical Museum of South Florida, Miami Art Museum,
and the Downtown (Miami) Bus Terminal. Headways are maintained at 8 minutes during
the weekday rush hour, 30 minutes during the weeknight, 15 minutes for most of the
weekend, and 60 minutes for weekend nights after 8:00pm. DTPW ridership data from
October 2015 shows that approximately 10,202 passengers per weekday and 269,070
monthly passengers access this route.
• Route 79 provides service to the Northside Metrorail Station, NW 79 St., 79th Street
Causeway, North Bay Island, Normandy Isle, Miami Beach, Collins Ave., Harding Ave., and
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73 St. Headways are maintained at 20-25 minutes during the weekday rush hour.
Weekday rush hour service only. DTPW ridership data from October 2015 shows that
approximately 657 passengers per weekday and 14,457 monthly passengers access this
route.
• Route 93 (Biscayne MAX) provides service to Downtown (Miami) Bus Terminal, Main
Library, Historical Museum, Miami Art Museum, Government Center Metrorail station,
Biscayne Boulevard, Omni Bus Terminal, El Portal Village, City of North Miami, City of
North Miami Beach, City of Aventura, and Aventura Mall. Headways are maintained at 15
minutes during the weekday rush hour and 20-30 minutes during the off-peak. No
weekend service. DTPW ridership data from October 2015 shows that approximately
4,141 passengers per weekday and 91,093 monthly passengers access this route.
• Route 95 (Express) provides service to Golden Glades Park & Ride Lot, Civic Center,
Veterans Hospital, Jackson Memorial Hospital, Norwood, Earlington Heights Metrorail
station, Downtown Miami, and Brickell. Headways are maintained at 10 minutes during
the weekday rush hour. Weekday rush hour service only. DTPW ridership data from
October 2015 shows that approximately 2,270 passengers per weekday and 49,938
monthly passengers access this route.
• Route 101 (A) provides service to NE 17 Terrace/Biscayne Boulevard, Omni Bus Terminal,
City of Miami Beach via Venetian Causeway, Lincoln Road, and South Beach. Rush hour
headways are maintained at 35 minutes throughout the week. Rush hour service only.
DTPW ridership data from October 2015 shows that approximately 78 passengers per
weekday and 2,049 monthly passengers access this route.
• Route 102 (B) provides service to the Brickell Metrorail station, Brickell Business District,
Rickenbacker Causeway, Miami Seaquarium, Crandon Park, Village of Key Biscayne, and
Cape Florida State Park. Headways are maintained at 15 minutes during the weekday rush
hour, 30 minutes during the off-peak and 60 minutes after 9:00pm. Weekend headways
are maintained at 30 minutes until after 9:00pm when headways are increased to 60
minutes. DTPW ridership data from October 2015 shows that approximately 1,840
passengers per weekday and 49,520 monthly passengers access this route.
• Route 103 (C) provides service to Downtown (Miami) Bus Terminal, Main Library,
Historical Museum of South Florida, Miami Art Museum, Government Center Metrorail
station, Omni Metromover Station/Bus Terminal, City of Miami Beach via MacArthur
Causeway, South Beach, Washington Ave., Lincoln Rd., Collins Ave., 41 St., Alton Rd., and
Mt. Sinai Hospital. Headways are maintained at 20 minutes during the weekday rush hour,
30-35 minutes during the weeknight, and 60 minutes after 10:00pm. Weekend headways
are maintained at 20 minutes most of day until the headways are increased to 60 minutes
after 10:00pm. DTPW ridership data from October 2015 shows that approximately 3,638
passengers per weekday and 103,880 monthly passengers access this route.
• Route 110 (J) provides service to Miami International Airport (MIA) Metrorail station, NW
36 St., Allapattah Metrorail station, and the City of Miami Beach. Weekday headways are
maintained at 20 minutes throughout the day until after 8:00pm when headways are
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increased to 60 minutes. Weekend headways are maintained at 30 minutes until being
increased to 60 minutes after 7:00pm. DTPW ridership data from October 2015 shows
that approximately 3,020 passengers per weekday and 84,665 monthly passengers access
this route.
• Route 112 (L) provides service to the Lincoln Road Mall, Miami Beach Convention Center,
Miami Beach Senior High School, 41 St/Indian Creek Dr., JFK Causeway, Northside
Metrorail station, Amtrak Terminal, and the Hialeah Metrorail station. Headways are
maintained at 12 minutes during the weekday rush hour, 30 minutes during the
weeknight, and 60 minutes after midnight. Weekend headways are maintained at 15
minutes throughout the day on weekends and increases to 30 minutes in the evenings
and 60 minutes after midnight. DTPW ridership data from October 2015 shows that
approximately 9,395 passengers per weekday and 270,042 monthly passengers access this
route.
• Route 113 (M) provides service to NW 21 Street & 19 Avenue via 17 Avenue, NW 19
Ave/20 St., Civic Center Metrorail station, University of Miami/Jackson Memorial hospitals
and clinics, Cedars Medical Center, VA Hospital, Omni Metromover Station/Bus Terminal,
MacArthur Causeway, City of Miami Beach, South Beach, Lincoln Rd., Collins Ave/41 St.,
and Mt. Sinai Hospital. Headways are maintained at 45 minutes during the weekday rush
hour and 60 minutes during weeknights and weekends. DTPW ridership data from
October 2015 shows that approximately 1,055 passengers per weekday and 27,933
monthly passengers access this route.
• Route 119 (S) provides service to Downtown (Miami) Bus Terminal, Main Library,
Historical Museum, Miami Art Museum, Government Center Metrorail station, Omni Bus
Terminal, MacArthur Causeway, City of Miami Beach, South Beach, Lincoln Road, Collins
Avenue, 192 Street Causeway, City of Aventura, and Aventura Mall. Headways are
maintained at 12 minutes during the weekday rush hour, 20-25 minutes during the
weeknight, and 60 minutes after midnight. Weekend headways are maintained at 15-25
for most of the day until headways are increased to 60 minutes after midnight. DTPW
ridership data from October 2015 shows that approximately 11,684 passengers per
weekday and 341,151 monthly passengers access this route.
• Route 120 (South Beach MAX) provides service to Downtown Bus Terminal, Main
Library, Historical Museum, Miami Art Museum, Govt. Center Metrorail station, Miami
Dade College Wolfson Campus, Omni Bus Terminal, MacArthur Causeway, City of Miami
Beach, Collins Avenue, Town of Surfside, City of Bal Harbour, Haulover Park Marina, and
Aventura Mall. Headways are maintained at 12 minutes during the weekday rush hour, 30
minutes during the weeknight, 15 minutes throughout most of the day on the weekends,
and 30 minutes during the evenings on the weekends. DTPW ridership data from October
2015 shows that approximately 7,518 passengers per weekday and 210,284 monthly
passengers access this route.
• Route 136 provides service to SW 147 Ave., SW 120 St., SW 117 Ave., SW 107 Ave., SW
136 St., The Falls, SW 128 St., The Busway, Dadeland South Metrorail station, Douglas
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Road Station, Cocoplum Plaza, and the Village of Pinecrest. Weekday rush hour headways
are maintained at 60 minutes. Weekday rush hour service only. DTPW ridership data from
October 2015 shows that approximately 321 passengers per weekday and 7,071 monthly
passengers access this route.
• Route 150 (Miami Beach Airport Flyer) provides service to Miami International Airport
(MIA) Metrorail station, 41st Street, Alton Rd., Collins Ave., Lincoln Rd., and Washington
Ave. Headways are maintained at 20 minutes during the weekday rush hour, 30 minutes
during the weeknight, 20 minutes throughout most of the weekend until headways are
increased to 30 minutes after 9:40pm. DTPW ridership data from October 2015 shows
that approximately 1,940 passengers per weekday and 59,659 monthly passengers access
this route.
• Route 195 (Dade-Broward Express: Broward Blvd) provides southbound A.M. service
from Broward Blvd (Ft. Lauderdale Tri-Rail Station) to Downtown Miami and northbound
P.M. from Downtown Miami to Broward Blvd. (Ft. Lauderdale Tri-Rail Station). Another
195 provides service to/from Broward Blvd to/from the Civic Center in Miami. Headways
are maintained at 15 minutes during the weekday rush hour. Weekday rush hour service
only. DTPW ridership data from October 2015 shows that approximately 615 passengers
per weekday and 13,536 monthly passengers access this route.
• Route 196 (Dade-Broward Express: Sheridan St) provides southbound A.M. service
from Sheridan St. (Sheridan St. Tri-Rail Station) to Downtown Miami and northbound P.M.
from Downtown Miami to Sheridan St. (Sheridan St. Tri-Rail Station). Another 195
provides service to/from Sheridan St. to/from the Civic Center in Miami. Headways are
maintained at 15 minutes during the weekday rush hour. Weekday rush hour service only.
DTPW ridership data from October 2015 shows that approximately 519 passengers per
weekday and 11,424 monthly passengers access this route.
• Route 202 (Little Haiti Connector) provides service to NE 36 Street, Miami Design
Center, NE 2 Avenue, Sabal Palm, Douglas Gardens, Edison Middle School, Village Carver,
N. Miami Avenue and NW 83 Street. Weekday headways are maintained at 45-60 minutes
while weekend headways are 60 minutes. DTPW ridership data from October 2015 shows
that approximately 237 passengers per weekday and 6,246 monthly passengers access
this route.
• Route 207 (Little Havana Circulator: 7th St) provides (clockwise) service via SW 7 St to
SW 25 Ave., Beacom Blvd., SW 1 St., NW 2 Ave., Government Center Metrorail station,
Downtown Miami, SW 2 Ave., SW 7 St., and the Brickell station. Headways are maintained
at 15 minutes during the weekday rush hour, 20 minutes during the off-peak and
evenings, and 20 minutes on weekends. DTPW ridership data from October 2015 shows
that approximately 1,816 passengers per weekday and 39,951 monthly passengers access
this route.
• Route 208 (Little Havana Circulator: 8th St) provides service (counter -clockwise) via W
Flagler St. to SW 27 Ave., SW 8 St., SW/NW 2 Ave., Government Center Metrorail station,
Downtown Miami, W. Flagler St., City of Miami Police Substation, Beacom Blvd., and the
February 2017 Page 20
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Brickell station. Headways are maintained at 15 minutes during the weekday rush hour,
20 minutes during the off-peak and evenings, and 20 minutes on weekends. DTPW
ridership data from October 2015 shows that approximately 2,062 passengers per
weekday and 45,364 monthly passengers access this route.
• Route 211 (Overtown Circulator) provides service to the Culmer Metrorail station, NW
5th Ave./5th St., US Post Office, Historic Overtown/Lyric Theatre Metrorail station, Culmer
Neighborhood Center, NW 5th Ave./19 St., and NW 3rd Ave./20 St. Weekday headways
are maintained at 45 minutes. No weekend service. DTPW ridership data from October
2015 shows that approximately 119 passengers per weekday and 2,623 monthly
passengers access this route.
• Route 238 (East/West Connector) provides service to the Dolphin Mall, passes by Miami
International Mall, NW 72 Ave./25 St., Airport Corporate Center, Airport Cargo City, NW
65 Ave./Blue Lagoon Dr., Airport Hilton Hotel, and the Miami International Airport (MIA)
Metrorail station. Headways are maintained at 40 minutes during the weekday rush hour
and 60 minutes during the off-peak. No weekend service. DTPW ridership data from
October 2015 shows that approximately 531 passengers per weekday and 11,676 monthly
passengers access this route.
• Route 246 (Night Owl) provides service to the Mall at 163 Street, Jackson North, Miami
Avenue, Horace Mann Middle School, NW 2 Avenue, Historic Overtown/Lyric Theatre
Metrorail station, MDC Wolfson Campus, Downtown Bus Terminal, Government Center
Metrorail station, Main Library, Historical Museum. Headways are maintained at 20
minutes during the weekday rush hour, 30-35 minutes during the weeknight, 20-40
minutes on Saturday and 30 minutes on Sunday. DTPW ridership data from October 2015
shows that approximately 100 passengers per weekday and 3,234 monthly passengers
access this route.
• Route 249 (Coconut Creek Circulator) provides service to the Mall at 163rd Street,
Downtown Miami, Government Center Metrorail station, Overtown, Civic Center
Metrorail station, University of Miami/Jackson Memorial Hospitals and clinics, and the
Allapattah Metrorail station. Headways are maintained at 60 minutes every day of the
week. Service only provided from midnight to 5:00am every day. DTPW ridership data
from October 2015 shows that approximately 1,304 passengers per weekday and 34,951
monthly passengers access this route.
• Route 277 (7th Avenue MAX) provides service to Downtown Miami, Government Center
Metrorail station, Culmer Metrorail station, NW 7 Ave., Lindsey Hopkins, Edison Center,
North Miami, Biscayne Gardens, and the Golden Glades Park & Ride Lot. Headways are
maintained at 24 minutes. Weekday rush hour service only. DTPW ridership data from
October 2015 shows that approximately 932 passengers per weekday and 20,507 monthly
passengers access this route.
• Route 297 (27th Avenue MAX) provides service to NW 27 Avenue, Miami International
Airport (MIA) Metrorail station, Martin Luther King Jr. Metrorail station, Brownsville
Transit Village, Brownsville Metrorail station, Miami Dade College North, City of Opa-
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locka, City of Miami Gardens, Dolphin Stadium, NW 27 Avenue/211 Street (northbound
and southbound), and NW 37 Avenue/211 Street. Headways are maintained at 15
minutes during the weekday rush hour and 30 minutes during the off-peak. No weekend
service. DTPW ridership data from October 2015 shows that approximately 2,010
passengers per weekday and 44,228 monthly passengers access this route.
• Route 338 (Weekend Express) provides service to Dolphin Mall and Miami International
Airport. Weekend headways are maintained at 60 minutes from 11:25am to 7:27pm. No
weekday service. DTPW ridership data from October 2015 shows that approximately 224
passengers per Saturday, 227 passengers per Sunday, and 2,050 monthly passengers
access this route.
• Route 500 provides service to Metrorail stations from Dadeland South to Government
Center stations. Headways are maintained at 60 minutes every day and service is provided
from 12:30am to 5:00am only. DTPW ridership data from October 2015 shows that
approximately 66 passengers per weekday and 2,100 monthly passengers access this
route.
City of Miami Trolley: Ten Trolley routes operate throughout the City of Miami and include:
• Allapattah Route: provides service from the Omni Bus Terminal along NW 20 Street to
the Allapattah Neighborhood stopping at the Santa Clara Metrorail Station and along the
Health District. Service is provided Monday through Saturday 6:30am to 7:00pm.
• Overtown Route: provides service within the Overtown and Health District
neighborhoods, stopping at the Culmer Metrorail Station. Service is provided Monday
through Friday 6:30am to 7:00pm.
• Stadium Route: provides seasonal service (April through September) within the Little
Havana and Health District neighborhoods, stopping at the Miami Marlins Stadium and
various medical offices and centers. Service is provided Monday through Saturday 6:30am
to 11:00pm.
• Health District Route: provides service within the Health District neighborhoods,
stopping at various medical office and centers. Service is provided Monday through
Saturday 6:30am to 11:00pm.
• Biscayne Route: provides service between the Brickell Metrorail Station and the
Midtown neighborhood along Biscayne Boulevard, stopping at the Omni Transit Terminal
and Bayfront Park. Service is provided Monday through Saturday 6:30am to 11:00pm and
Sundays from 8:00am to 8:00pm.
• Brickell Route: provides service between the Brickell Metrorail Station and Mercy
Hospital along Brickell Avenue and Bayshore Drive. Service is provided Monday through
Saturday 6:30am to 11:00pm and Sundays from 8:00am to 8:00pm.
• Coral Way Route: provides service between the Port of Miami and downtown Coral
Gables at Ponce de Leon Boulevard and Coral Way Drive, stopping in downtown Miami as
well as the Brickell and Vizcaya Metrorail Stations. Service is provided Monday through
Saturday 6:30am to 11:00pm and Sundays from 8:00am to 8:00pm.
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• Coconut Grove Route: provides service between Mercy Hospital and downtown Coconut
Grove along Bayshore Drive, stopping at the Douglas Road Metrorail Station and the
Cocowalk Shopping Center. Service is provided Monday through Saturday 6:30am to
11:OOpm and Sundays from 8:OOam to 8:OOpm.
• Little Havana Route: provides service between the Brickell Metrorail Station and the
Magic City Casino traveling along W Flagler and SW 8' Streets. Service is provided
Monday through Saturday 6:30am to 11:OOpm and Sundays from 8:OOam to 8:OOpm.
• Wynwood Route: provides service between the Omni Transit Terminal and downtown
Wynwood along NW 2nd Avenue. Service is provided Monday through Saturday 6:30am to
11:OOpm
POPULATION CHARACTERISTICS
The City of Miami had a 2014 population of 430,332 as reported by the US Census, which
constitutes approximately 16.16% of the total 2014 Miami -Dade County population. Among its
residents, 70% consider themselves Hispanic or Latino, 19.2% consider themselves Black or
African American, 11.9% consider themselves White, 1.3% consider themselves other races,
and 2.7% consider themselves more than one race. The average household size is 2.67 persons
per household and the average family size is 3.59 persons per family. Furthermore, median age
for residents of Miami is 39.1 years and the median household income is $30,858. The 2010
Census Data indicates a healthy urban setting made up of a diverse racial mix of people living
within low to middle income brackets.
TRANSPORTATION DISADVANTAGED
The transportation disadvantaged include individuals who, because of physical or mental
disability, income status or age, are unable to transport themselves or purchase individual
transportation. As a result, these individuals are dependent upon others to obtain access to
health care, employment, education, shopping, social or other life -sustaining activities.
Currently, Miami -Dade County offers transportation services to the transportation
disadvantaged through the County's Community Action and Human Services Department. The
Community Action and Human Services Department has a transportation unit that offers
reliable, on -demand transportation to disadvantaged citizens. This program benefits
approximately 2% of those who are unable to commute to work using private transportation.
Moreover, it assists approximately 4% of families living in poverty.
According to the 2010 US Census Data, approximately 31,730 or 20.8% of the 152,525 occupied
households in the City of Miami are without a vehicle. The Census also stated that 33,212
persons or 18.1% of the total working population that does not work at home use public
transportation (bus, trolley, streetcar, subway, railroad or taxi), walked, or used a bicycle as
their means of transportation to work. Based on the above information, a significant portion of
the population within the City of Miami would be considered transportation disadvantaged. It
appears that the existing public transportation system provides this segment of the population
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access to transportation for work, shopping and other activities; however, the City continues to
monitor the local needs of the transportation disadvantaged to assure that adequate service is
always provided.
EXISTING CHARACTERISTICS OF MAJOR TRIP GENERATORS AND
ATTRACTORS
The City of Miami has many major trip generators and attractors within its limits. The major trip
generators consist primarily of high density residential areas with densities greater than ten
units per acre. These areas are scattered throughout the city with clusters of higher density
census blocks in Little Havana, near Blue Lagoon, Brickell, Edgewater, and in Coconut Grove.
The major trip attractors are divided into five categories as listed below:
Hospitals:
Metropolitan Hospital of Miami
VA Medical Center
University of Miami/Jackson Memorial
Hospital
Mercy General Hospital
Culture and Education Facilities:
Perez Art Museum of Miami
Adrienne Arsht Center
Miami Main Library and 11 other libraries
Vizcaya Museum and Gardens
Miami -Dade Cultural Center
James L. Knight International Center
Miami -Dade Community College Wolfson
Campus
Miami -Dade Community College Medical
Center Campus
Miami Youth Museum
Virginia Key Park
Sports and Leisure Facilities:
American Airlines Arena
Miami Civic Center
Miami Marlins Stadium
Magic City Casino
Miami Convention Center
Watson Park/Watson Island (Parrot Jungle)
Dade County Amphitheater
Bayfront Park
Virginia Key Park
Barnacle Historic State Park
87 other City parks
Retail and Commercial Facilities:
Bayside Marketplace
Cocowalk / Mayfair in the Grove
Shops at Midtown Miami
Government and other Public Facilities:
City Hall
Miami Government Center
DTPW Park -and -Ride lots (6)
EXISTING PEDESTRIAN FACILITIES
The availability of pedestrian facilities and amenities plays an important role in encouraging the
use of non -automobile modes of travel. Benefits associated with walking include the ability to
ease traffic congestion, personal health/recreation and reduced need for automobile parking
facilities. In order to be considered a realistic transportation option, however, existing
conditions need to be favorable for pedestrian use. The existing pedestrian network within
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City of Miami I Miami Comprehensive Neighborhood Plan
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Miami is excellent (see Map TR-7). The majority of streets within the residential neighborhoods
have sidewalks on both sides.
EXISTING BICYCLE FACILITIES
The availability of bicycle facilities plays an important role in encouraging the use of non -
automobile modes of travel. Benefits associated with biking include the ability to ease traffic
congestion, personal health/recreation, and reduced need for automobile parking facilities. In
order to be considered a realistic transportation, however, existing conditions need to be
favorable for bicycle use.
Existing information maintained by Miami -Dade County and the City of Miami show the existing
bicycle facilities within the City of Miami which include paved paths, bike lanes, paved
shoulders, sharrows, Citi Bike stations, and bicycle racks (Map TR-6). A bicycle suitability
analysis was completed for the major thoroughfares and downtown streets for the City of
Miami to identify roadways more suitable for bicyclists based on standard criteria. The analysis
used roadway volumes, lane configuration, posted speed limits, and existing facilities to identify
suitable roadways for bicyclists. Many downtown roadways were considered suitable for
bicyclists while other major thoroughfares such as W Flagler St, SW 27 Ave, and SW 37 Ave
were considered not suitable.
AVAILABILITY OF TRANSPORTATION FACILITIES AND SERVICE TO SERVE
EXISTING LAND USES
Miami contains approximately 36.5 square miles of land (or 23,365 acres) and 19.95 square
miles of water. Residential land uses account for 50.4 percent of the total acreage. The next
largest existing land use categories are public/semi-public and retail/office, which total an
estimated 14.4 percent and 11.1 percent of the total land use respectively. Vacant land
(residential and non-residential cumulatively) accounts for approximately 11.3 percent of the
City of Miami's total acreage as well.
Results from the level of service analysis demonstrate poor traffic conditions on the arterial
network within Miami, which can be seen in Map TR-8. These facilities play a primary role in the
countywide traffic circulation system and carry a high percentage of through trips. The
remaining roadways within Miami primarily provide access to adjacent land uses and the
arterial roadways mentioned above. However, as congestion worsens on the arterial roadways,
cut -through traffic may increase on collector roadways thereby degrading their level of service.
In addition to roadway facilities, the existing land uses are served by transit and
pedestrian/sidewalk facilities. Maps TR-5.1, TR-5.2, and TR-7 illustrate the transit and
pedestrian/sidewalk facilities that serve Miami.
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ADEQUACY OF EXISTING EVACUATION TRANSPORTATION SYSTEM
Miami -Dade County's Adopted Comprehensive Development Master Plan identifies the
designated local and regional transportation facilities critical to the evacuation of the coastal
population. The evacuation network within Miami consists of Biscayne Boulevard (US 1/SR 5),
Kennedy Causeway (SR 934), Julia Tuttle Causeway (I- 195/SR 112), Venetian Causeway,
MacArthur Causeway (I-395/A1A/US 41/SR 836), Rickenbacker Causeway, NE 83rd Street,
Crandon Boulevard, 5th Street, South Dixie Highway, and Interstate 95.
According to the South Florida Regional Planning Council, portions of the City of Miami are
within the five evacuation zones. For Miami -Dade County in 2015, in -county clearance times for
the base scenarios range from 15 hours for the evacuation Level A scenario to 87 hours for
evacuation Level E scenario. The base scenarios were developed to estimate a series of worst
case scenarios with Level E being the scenario with the most damage. These scenarios assume
100 percent of the vulnerable population evacuates and includes impacts from counties outside
of the RPC area. These scenarios are generally designed for growth management purposes, in
order to ensure that all residents that choose to evacuate during an event are able to do so.
The Planning Council's current hurricane evacuation model shows that the evacuation time for
the areas east of Miami would be approximately 20 hours under current (2015) development
conditions for the evacuation Level A scenario.
EXISTING INTERMODAL FACILITIES
An intermodal center is any connection point between two or more transportation modes.
Possible modes include automobile, bus, rail, bicycle, and pedestrian, among others. An
intermodal center typically includes a set of amenities or infrastructure provided to make the
transfer between or among modes of transportation as direct, convenient, pleasant, and safe as
possible. Characteristics of intermodal facilities typically include accessibility to pedestrians and
transfers, location near an activity center, at least one mode is usually a public transportation
mode, and usually includes various user amenities such as shelters, seating, and retail activities.
At its simplest definition, an intermodal center could include all bus stops, sidewalks, and
bicycle facilities including bike paths and bike racks. Miami -Dade DTPW Motorbus routes offer a
network of bus coverage within the City of Miami, generally becoming denser approaching the
Downtown activity centers such as the Miami -Dade County Government Center, Downtown
Bus Terminal, and Omni Bus Terminal. Sidewalks are provided along most streets within the
City of Miami. Sidewalks in the vicinity of bus stops are vital for increasing accessibility to public
transit. Bicycle lane coverage is not as extensive within the City as sidewalk coverage.
Existing intermodal locations within the City of Miami were identified and are depicted in Map
TR-12. These intermodal facilities include the following:
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• Miami International Airport
• Port of Miami
• Downtown Bus Terminal
• Omni Bus Terminal
• Miami Intermodal Center
• Douglas Road Metrorail Station
• Coconut Grove Metrorail Station
• Vizcaya Metrorail Station
• Brickell Metrorail Station
FUTURE CONDITIONS
• Government Center Metrorail Station
• Historic Overtown/Lyric Theatre Station
• Culmer Metrorail Station
• Civic Center Metrorail Station
• Santa Clara Metrorail Station
• Allapattah Metrorail Station
• Earlington Heights Metrorail Station
• Twenty-one Metromover Stations
ANALYSIS OF FUTURE TRANSPORTATION SYSTEMS
Automobile travel continues to be the easiest and most convenient mode of travel for residents
within the City of Miami. However, increasing congestion and limited right-of-way along area
roadways, coupled with public transportation improvements targeted by Miami -Dade
Department of Transportation and Public Works (DTPW), have induced higher public
transportation usage for Miami residents as compared to the rest of Southeast Florida.
Assuming this trend continues, the degrees of freedom and speed of travel found in the
automobile may lower over time and therefore make public transportation and other
alternative modes of transportation more attractive to residents in Miami for travel to -and -
from -work.
Miami is in the process of producing and analyzing a land use scenario that assumes additional
development targeted in the Downtown Development of Regional Impact (DRI) Increment III.
The Downtown DRI Increment III is an urban redevelopment program for three general areas in
Downtown Miami; Omni, Central Business District, and Brickell (see Map TR-4.2). The areas
within the DRI are mostly built -out, but the DRI identifies key redevelopment projects within
the Downtown area that are considered as part of the DRI Increment III. The land use program
assumed for Increment III includes 534,600 square feet of office, 712,800 square feet of retail,
630 hotel rooms, 5,346 residential units, and 250,000 square feet of industrial use. The
proposed buildout of Increment III is scheduled for 2024.
The mix of land uses proposed in the Downtown DRI Increment III coupled with the proximity to
quality public transit service will help make public transit an integral component of any
development program proposed in downtown. The linkage between transit -oriented land uses
and public transit systems already in place, or under development, will provide infrastructure
that could help relieve anticipated roadway congestion. Congestion benefits would extend
beyond the proposed DRI as fewer people would commute to downtown from outlying areas
by automobile.
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Information for the Downtown DRI was incorporated into the approved Southeast Regional
Planning Model (SERPM) for the Year 2040. The SERPM model has been adopted by FDOT as
the traffic forecasting model for Miami -Dade County and is used to forecast the traffic impacts
from additional growth anticipated in the City of Miami. Further analysis, refinement and
continuous coordination of this data with the MPO and Miami -Dade County will be necessary as
the DRI process moves forward.
Future traffic volumes for major thoroughfares in Miami were developed through the Year 2040
using the SERPM model, which were used to analyze the future Level of Service (LOS). Traffic
forecasting models are only approximations of actual traffic behavior. As such, they can provide
order of magnitude projections rather than accurate traffic volumes. These 2040 traffic
volumes were then multiplied by a FDOT-provided 'K' factor to compute peak hour volumes for
the AM and PM periods. These volumes were then compared to the FDOT Q/LOS tables to
determine the LOS letter grade. As seen in Maps TR-21.1 and TR-21.2, there are many roadways
within the City of Miami that are projected to operate at LOS F during the AM and PM peak
periods.
In general, most of the roadways analyzed for 2040 exhibit a deterioration in LOS. Volumes
consistently rise while capacity is limited. This clearly points to a need to develop alternative
modes of transportation. Officials in Miami will have to consider policy decisions and/or target
capital improvements to address some of these deficiencies. Anticipating an increased demand
on roadways already constrained by available right-of-way, the City of Miami will proactively
look at densities, diversities, and design issues related to adjacent land uses and their potential
to promote non -automobile modes of travel.
Simply changing the way the City measures its transportation system will not solve the
congestion challenges that Miami will continue to face. Traditionally, congestion issues are
addressed with either supply-side or demand -side strategies. Supply-side strategies include
tactics such as building more roads to increase capacity while demand -side strategies include
tactics such as encouraging more ridesharing among commuters. Potential strategies and
policies that Miami is considering or already utilizing to manage and/or reduce traffic
congestion include:
• A focused effort to better pair land use policies and development strategies with the
transportation networks by concentrating future development within the existing urban
core.
• Implementation of transportation control measures for all new developments and
redevelopment such as parking management strategies; ridesharing, car sharing, and
bike sharing programs; carpooling and vanpooling programs; electric car charging
stations; flexible work hours and telecommuting opportunities; enhanced transit
amenities; enhanced bicycle amenities such as bicycle storage areas, inclusion of
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showers in new developments to help encourage bicycling, and expanded bicycle
facilities; and park -and -ride lots.
• Active coordination with Miami -Dade Transit and Miami -Dade County to implement
major transit improvements similar to those being proposed as a part of the SMART
Plan.
• Active coordination with Miami -Dade County, the MPO, South Florida Regional
Transportation Authority and other stakeholders to implement the FEC Coastal Link
Commuter Rail, All Aboard Florida, and other premium transit options that improve
access and mobility to the City
• Working with South Florida Commuter Services (SFCS) to increase the use of alternative
modes of transportation by offering commuter programs to South Florida employers
and their employees. These programs include carpooling services, vanpooling services,
emergency ride home services, transit discount programs, employer tax benefits
assistance, and others.
Upon completion of the 2016 Evaluation and Appraisal Report (EAR) process, the City of Miami
will develop a new Miami Transportation Master Plan (MTMP) will identify, describe, measure,
and evaluate the multimodal transportation corridors, facilities, and terminals in the City of
Miami. The MTMP will recommend measures to enhance vehicular and mass transit operations,
provide for greater pedestrian access and amenity, and offer incentives for use of alternative
transportation modes. The Plan will recommend transportation -related improvements that will
complement neighborhood development, redevelopment, and conservation by considering
Miami's land use, population density, economic activity, and housing patterns. It is anticipated
that the MTMP will be completed by the end of 2017.
The City of Miami supports the plans of other entities and agencies that focus on the provision
of a multimodal transportation system to meet the needs of deficient corridors. The City will
continue to coordinate with other local agencies to address the transportation challenges
facing the City. The following multimodal recommendations are within the boundaries of the
city of Miami and were developed by the implementation plans of other State, Regional, and
County agencies.
MIAMI-DADE COUNTY MPO TRANSPORTATION IMPROVEMENT PROGRAM
(TIP) FOR FY 2016 TO 2020
There are several FDOT projects within the City of Miami that are included in the TIP, most of
which include general maintenance of pavement and bridges, intersection improvements, and
bicycle facility improvements. The table below lists all of the projects included in the TIP within
the jurisdiction of the City of Miami.
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Table 3 - Miami -Dade County MPO Transportation Improvement Program (TIP) for FY 2016 to
2020
Project Name
Agency
Limits
Project Description
Overtown Greenway along
NW 11 St
FDOT
from NW 7 Ave to east of NW 12
Ave
Bike Path/Trail
SR 836 Westbound
FDOT
Bridge #870371
Bridge Painting
Port of Miami Bridge
FDOT
Port of Miami
Bridge Repair
Metromover Station Access
Improvements
FDOT
(7) Metromover Station
Sidewalk
NW 12 Avenue Bridge over
Miami River
FDOT
Bridge #871005
Bridge Repair
Downtown Distributor at1-95
NB
FDOT
to SR 970 EB Bridge #870472
Bridge Painting
NW 12 Avenue
FDOT
from SW 22 Street to NW 8
Terrace
Landscaping
Brickell Avenue over Miami
River
FDOT
Bridge #870759
Bridge Painting
Brickell Station Park and
Recreation
FDOT
Brickell Metrorail Station
Bike Path/Trail
Bike Path along NW 17 St
FDOT
from NW 7 Ave to NW 9 Ave
Bike Path/Trail
Miami Women's Club
Baywalk
FDOT
along the Bay
Bike Path/Trail
Shoreline and Roadway
Protection
FDOT
Rickenbacker Causeway
Road/Slope Protection
1-95
FDOT
from SR 836 to Broward County
Line
PD&E/EMO Study
SR-836/I-95 Interchange
Ramps
FDOT
from NW 17 Ave to1-95
Interchange
Improvement
1-95 Southbound Ramp
FDOT
to westbound SR-836
Interchange
Improvement
SR 836/I 395
FDOT
from west of 1-95 to MacArthur
Causeway
Bridge Replacement and
add lanes
SW 1st Street Bridge
FDOT
Bridge #870660
Bridge Replacement
SW 7th and 8th Streets
FDOT
at SW 3 and 4 Avenues
Intersection
Improvement
1-95
FDOT
from US-1 to south of SR-836
PD&E/EMO Study
SW 7th and 8th Streets
FDOT
from Brickell Ave to SW 27 Ave
PD&E/EMO Study
NE 79 Street
FDOT
from west of 1-95 to SR-934
PD&E/EMO Study
1-95
FDOT
from south of SR-836 to Broward
County Line
PD&E/EMO Study
1-95
FDOT
from NW 8 St to NW 79 St
Rigid Pavement
Reconstruction
February 2017
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Project Name
Agency
Limits
Project Description
NE/NW 54 Street
FDOT
from east of NW 7 Ave to
Biscayne Blvd
Resurfacing
NE 36 Street
FDOT
from N Miami Ave to NE 5 Ave
Resurfacing
NW 12 Avenue
FDOT
from NW 15 St to NW 20 St
Resurfacing
W Flagler Street
FDOT
from NW 14 Ave to NW 2nd Ave
Flexible Pavement
Reconstruction
NW 8 Avenue
FDOT
from SW 8 St to NW 3 St
Resurfacing
SW 1 Street
FDOT
from SW 17 Ave to SW 6 Ave
Flexible Pavement
Reconstruction
NW/SW 12 Avenue
FDOT
from SW 13 St to NW 15 St
Resurfacing
SE 2 Avenue
FDOT
from SE 2 St to SE 4 St
Resurfacing
Biscayne Boulevard
FDOT
from SE 3 Ave to SE 3 St
Resurfacing
Brickell Avenue
FDOT
from SE 5 St to SE 3 Ave
Resurfacing
South Miami Avenue
FDOT
from SW 10 St to SW 9 St
Road Reconstruction
NW 54 Street
FDOT
from NW 6 Ave to NW 1 Ave
Intersection
Improvement
1-195 Frontage Rd
FDOT
along SR-112
New road construction
Biscayne Boulevard
FDOT
from NW 32 St to NE 38 St
Intersection
Improvement
NW 36 Street
FDOT
at NW 27 Avenue
Intersection
Improvement
NW 27 Avenue
FDOT
at NW 17 Street
Intersection
Improvement
NW 27 Avenue
FDOT
at NW 7 Street
Intersection
Improvement
NW 27 Avenue
FDOT
from SW 10 St to NW 1 St
Intersection
Improvement
SW 8 Street
FDOT
from SW 39 Ave to SW 33 Ave
Intersection
Improvement
NW/SW 42 Avenue
FDOT
from SW 2 St to NW 11 St
Intersection
Improvement
SW 8 Street
FDOT
at SW 67 Ave
Intersection
Improvement
Safe Routes to School
County
Public
Works
Multiple Schools
Pedestrian Safety
Improvements
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MIAMI-DADE COUNTY MPO LONG RANGE TRANSPORTATION PLAN (LRTP)
PROJECTS
The LRTP includes all projects that are planned to be implemented before 2040, which includes
funded and unfunded projects. The funded projects are organized into four categories or
priorities. Projects within Priority I are the projects that are also included in the TIP, because
they are to be implemented within the next five years. Projects in Priority 11 are to be
implemented between 2021 and 2025. Projects in Priority III are to be implemented between
2026 and 2030. And projects in Priority IV are to be implemented between 2031 and 2040. The
table below lists the funded projects in Priorities 11 — IV that are within the boundaries of the
City of Miami.
Table 4 - Miami -Dade County MPO Long -Range Transportation Plan (LRTP) Projects
Project Name
Agency
Priority
Limits
Project Description
Douglas Road
Corridor Enhanced
Bus
MDT
II
from US-1 to the MIC
Incremental improvements
on PTP corridor
1-95 Ramp
Reconstruction
FDOT
II
from 1-95 to E 2nd Ave and to
S Miami Ave
Ramp
reconstruction/reconfigura
tion
NW 20 Street
FDOT
II
from 1-95 to NW 27 Ave
Roadway Infrastructure
Improvements
NW 7 Avenue
Enhanced Bus
MDT
III
from downtown Miami to
Golden Glades Interchange
Premium limited stop
transit service
1-195 Ramps
FDOT
III
from 1-195 to NW 36 and 38
Streets
Ramp
reconstruction/reconfigura
tion
US-1/Biscayne
Boulevard
FDOT
III
at Port Boulevard
expand SB left turn lane
for trucks
N Miami Ave
FDOT
IV
from NW 14 St to City of
Miami limits
Roadway Improvements
NW 14 Street
FDOT
IV
from Civic Center to US-1
Widen to 3 lanes and
resurface
NW 79 St/NW 81
St/NW 82 St
FDOT
IV
from NW 13 Ct to Biscayne
Bay
Capacity Improvements
US-1
FDOT
IV
at SW 27 Avenue
Grade separation of US-1
over SW 27 Ave
MIAMI DOWNTOWN TRANSPORTATION MASTER PLAN (MDTMP)
The MDTMP was undertaken to establish a framework for transportation system improvements
through the year 2020. The target area is bounded by 1-95 to the west, Biscayne Bay to the east,
1-195 to the north and SE 26th Road to the south. The plan emphasizes the importance of
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promoting a transit system that improves regional connectivity while providing uncomplicated
and non -problematic access to downtown Miami. The plan also stresses the importance of
enhanced connectivity to neighborhoods, parks, and open spaces.
The MDTMP recommends goals and policies to address the City's transportation challenges,
such as:
o Implement a new Miami Bicycle Master Plan to create a signature bicycle network
throughout the City of Miami
o Promote a unique, progressive, and vibrant Downtown through a balanced
transportation system, preservation of neighborhoods, protection of the environment,
and the improvement of the community's overall quality of life
o Expand Metrorail, new streetcar services, water taxi service, and other transit -oriented
projects to change Miami into a transit driven city
o Design roadways to calm automobile traffic and improve bicycle and pedestrian safety
o Implement the Miami Streetcar project
o Expand Metromover to close the Brickell and Omni loops
o Actively promote greater connectivity between Downtown Miami and the City of Miami
Beach through the implementation of Baylink, bus rapid transit, and water taxis
o Support the plans for the FEC Coastal Link Commuter Service being proposed by the
SFRTA
TRANSIT DEVELOPMENT PLAN (TDP) IMPROVEMENTS SCHEDULED IN THE
CITY OF MIAMI (2015)
The TDP prepared by the Miami -Dade DTPW is updated periodically to include improvements
to the County's transit service which includes joint development opportunities,
adjustments/improvements to existing transit services, new transit services, and also the
unfunded needs of the transit system. The projects programmed and scheduled for funding
within the next five years are also included in the TIP. Project within the City of Miami are listed
below:
Joint Development
• NW 7th Avenue Transit Village — is a funded joint development project that will feature
an enhanced transit facility within an active, mixed -use development including space for
housing, community serving activities, and retail space. The transit village will include 25
park -and -ride spaces and four bus bays. The project is located at NW 62' Street and
NW 7th Avenue.
Park & Rides
• NW 7th Avenue Transit Village — will feature 25 park -and -ride spaces.
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Committed Transit
• Flagler Enhanced Bus Service — this route will provide premium limited -stop transit
service along Flagler Street from Downtown Miami to the proposed Panther Station
(Florida International University's Modesto A. Maidique Campus — MMC). This service
will connect the new Marlins Ballpark along NW 7th Street as well as serve the
Government Center Metrorail Station, Miami -Dade College Wolfson Campus, American
Airlines Arena, the Metropolitan Hospital, the Magic City Casino and Mall of the
Americas. In addition, this route will serve Florida International University's Engineering
Campus. Service headways will be 10 minutes during the AM/PM peak hour and 20
minutes during the mid -day. Revenue service is anticipated to begin in 2021 using 10
new 60-foot alternative fuel buses.
• Biscayne Enhanced Bus Service — this route will provide premium limited -stop transit
service along Biscayne Boulevard/US-1 from Downtown Miami to Aventura Mall. This
route provides service to the Adrienne Arsht Performing Arts Center, and a direct
connection to Little Haiti, Miami Shores, North Miami and North Miami Beach. Service
headways will be 15 minutes during the AM and PM peak -hours and 30 minutes during
the mid -day. Revenue service is anticipated to begin in 2016 using 10 new 60-foot
alternative fuel buses. The bus purchase component is considered Phase I for this
corridor. The Miami -Dade MPO in cooperation with Miami -Dade DTPW developed a
detailed plan for the staged implementation of Bus Rapid Transit (BRT) along Biscayne
Boulevard. This EBS route will feature robust stations, Wi-Fi, real-time "Where is the
Bus?" arrival times via the internet or on web -enabled mobile devices, real-time "Next
Bus" arrival information via electronic signs, Transit Signal Priority (TSP), and Park -and -
Rides. Phase II for the Biscayne Enhanced Bus Service project will feature 10-minute
service headways during the AM/PM peak -hour and 20 minutes during the mid -day
using an additional five (5) new 60-foot alternative fuel buses. Phase II is expected to be
completed by 2021.
New Bus Routes
• Route 195 (Civic) — this route will provide express commuter transit service from
Broward County (Broward Boulevard and Sheridan Street) to the Civic Center Metrorail
Station via 1-95 during the AM and PM peak periods. Service headways will be 30
minutes. Revenue service began in April 2015
Transit Hubs
• Downtown Intermodal Terminal — is a privately funded intermodal center that will
accommodate various transportation modes including Miami -Dade DTPW Metrobus,
Metrorail, and Metromover as well as the All Aboard Florida and Tri-Rail commuter
trains.
February 2017 Page 34
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Service Improvements
• Route 95 — add five minutes of northbound PM running time between SE 8th
Street/Brickell Avenue and Dade County Courthouse and start trips earlier
• Route 120 — add an additional weekday northbound trip to Aventura Mall departing
from the Omni Transit Terminal at approximately 7:30am.
• Route 150— improve headway from 30 minutes to 20 minutes seven days a week
Unfunded Needs
• Brickell Station Transit Center (SW 11th Street and SW 1st Avenue) — this project will
upgrade the transit center site to improve bus and passenger access as well as upgrade
area drainage, lighting, signage, shelters, and other station area amenities
• Civic Center Transit Center (NW 15th Street and NW 12th Avenue) — this project will
upgrade the transit center site to improve bus and passenger access as well as upgrade
area drainage, lighting, signage, shelters, and other station area amenities
• Little River Park -and -Ride — located at NE 79th Street and Biscayne Boulevard
This element was developed in concert with the other elements of the Miami Comprehensive
Neighborhood Plan, particularly the Future Land Use Element, to ensure internal consistency
within the Comprehensive Plan. As noted throughout this document, the analysis of the future
transportation system for Miami was based upon the vision of the City as expressed within the
Goals, Objectives and Policies of the Comprehensive Plan.
February 2017 Page 35
APPENDIX TR-1
City of Miami I Miami Comprehensive Neighborhood Plan
TRANSPORTATION ELEMENT
EXISTING TRANSPORTATION MAP SERIES
The following series of maps represent existing conditions for the transportation network on a
multi -modal basis. The network includes the roadway system, public transit system and bicycle
and pedestrian facilities within the City of Miami.
Map TR-1: Major Thoroughfares by Number of lanes (2016) identifies the number of
through lanes in each direction for the major thoroughfares within the City.
Map TR-2: Major Thoroughfares by Functional Classification (2016) identifies the local,
collector, arterial, expressway, and interstate facilities within the City. The functional
classification system indicates the role of each thoroughfare in meeting current travel demands,
assists in defining land use relationships, and typically reveals the jurisdiction responsible for
maintenance.
Map TR-3: Limited Access Facilities, Significant Parking Facilities (2016) identifies the
limited access facilities that are within the City of Miami such as Interstate 95, Interstate 195
(SR 112 Airport Expressway), and Interstate 395 (SR 836 Dolphin Expressway). Existing parking
garages with over 1,000 parking spots, existing parking garages with 200-1,000 parking spots,
surface parking lots with over 200 parking spots, and Miami -Dade DTPW park -and -ride lots
were identified. Significant parking facility information was obtained from the Miami Parking
Authority and the Complete Consulting Services Group and included among others:
• Miami -Dade Community College parking facilities
• Miami Marlins Stadium parking garages
• The Health District parking facilities
Map TR-4.1: Major Trip Generators (2016) illustrates the major trip generators in Miami by
identifying the density of residential areas within the City. Densities were categorized as census
blocks with more than 10 units per acre, 5-10 units per acre, less than 5 units per acre, and
census blocks with no housing units. Areas with higher densities tend to produce more trips.
Map TR-4.2: Major Trip Attractors (2016) identifies the location of the major trip attractors
in Miami including the Adrienne Arsht Center, American Airlines Arena, Barnacle Historic State
Park, Bayfront Park, Bayside Marketplace, CocoWalk, Government Center, James L. Knight
International Center, Magic City Casino, multiple Miami -Dade College campuses, Miami
Convention Center, Miami -Dade County Auditorium, Miami Marlins Stadium, Perez Art
Museum of Miami, and the Vizcaya Museum. Public parks, public libraries, hospitals, DTPW
park -and -ride lots, the Little Havana and Wynwood neighborhoods, and the area of the
Development of Regional Impact Increment III were also included.
February 2017 Page I
APPENDIX TR-1
City of Miami I Miami Comprehensive Neighborhood Plan
TRANSPORTATION ELEMENT
Map TR-5.1: Existing DTPW Motorbus Service (2016) illustrates the existing DTPW
Motorbus service within the City of Miami. Currently, 57 Motorbus routes operate within the
City, covering an extensive area.
Map TR-5.2: Existing Metrorail, Metromover, and City of Miami Trolleys (2016) illustrates
the existing DTPW Metrorail and Metromover services within the City of Miami. The City of
Miami's Trolley routes are also illustrated, which include three (3) newly implemented trolley
routes and three (3) potential future trolley routes. A total of ten (10) trolley routes are
currently in service.
Map TR-6: Existing Bicycle Facilities (2016) identifies existing bicycle facilities located within
the City of Miami, which include paved paths, bike lanes, paved shoulders, sharrows, as well as
Citi Bike rental stations and bicycle racks. Several bicycle facilities were identified in the City.
Map TR-7: Existing Pedestrian Facilities (2016) delineates the presence of a sidewalk along
roadways within the City. Most of the roadways regardless of classification offer sidewalks on
both sides of the roadway.
Map TR-8.0: Existing Vehicular Peak -Hour Levels of Service (LOS) on Major
Thoroughfares (2014) illustrates existing vehicular peak -hour LOS calculated for major
roadways with the City of Miami. Peak hour volumes were calculated based on the most up-to-
date AADT and K-factor (peak) data provided by FDOT. LOS was calculated based on the FDOT
2012 Quality/Level of Service Handbook's Generalized Peak Hour Two -Way Level of Service
tables.
Map TR-9: Freight/Passenger Rail Facilities (2016) illustrates the Florida East Coast (FEC)
Railroad rail corridor within the City of Miami, the CSX rail corridor along the western portion of
Miami near the Miami International Airport, DTPW's Metrorail and Metromover facilities, and
South Florida Regional Transportation Authority's (SFRTA) Tri-Rail facilities.
Map TR-10: Hurricane Evacuation Routes (2016) identifies designated local and regional
evacuation routes within the City of Miami in the event of an impending storm. Major
evacuation routes within Miami include Biscayne Boulevard (US 1/SR 5), Kennedy Causeway (SR
934), Julia Tuttle Causeway (I-195/SR 112), MacArthur Causeway (I-395/SR 836), SW 8th Street
(US 41/SR 90), and Interstate 95. The graphic also includes the City's evacuation areas provided
by the Federal Emergency Management Agency (FEMA).
Map TR-11.1: Existing Seaport and Airport Facilities (2016) illustrates the limits of the Port
of Miami, the Port of Miami River facilities, Miami International Airport, and the Miami
February 2017 Page II
APPENDIX TR-1
City of Miami I Miami Comprehensive Neighborhood Plan
TRANSPORTATION ELEMENT
Seaplane Base. The only existing Free Trade Zone within the City of Miami — the Port of Miami —
is also illustrated.
Map TR-11.2: Miami -Dade County Manatee Protection Areas (2016) illustrates the
protected waterways with enforced idle speeds and no wake zones in Biscayne Bay and the
Miami River. These zones are established by the Florida Fish and Wildlife Conversation
Commission.
Map TR-12: Intermodal Centers and Access to such Facilities (2016) illustrates the
intermodal centers in and within close proximity to the City of Miami including Miami
International Airport, the Port of Miami, Downtown Bus Terminal, Omni Bus Terminal, and the
Miami Intermodal Center (MIC). In addition, DTPW's Metromover and Metrorail facilities are
shown along with SFRTA's Tri-Rail facilities.
Map TR-13.1: Transportation Concurrency Exemption Areas Boundary (2016) illustrates
the Transportation Concurrency Exception Area (TCEA) boundary, which includes the entire City
of Miami. TCEAs were established in the State's growth management legislation to reduce the
adverse impact transportation concurrency may have on potential urban infill development and
redevelopment within the city.
Map TR-13.2: Centers and Transit Corridors (2016) illustrates the centers and transit
corridors within City of Miami. Transit corridors, based on the definition of City Ordinance
13114, are areas within a quarter mile from a thoroughfare that are served by one or more
transit routes with cumulative headways of ten (10) minutes or better Monday thru Friday
between the hours of 7am and 7pm. Areas within a half mile around Metrorail stations are also
considered transit corridors. Centers are defined as areas within the Downtown Development
of Regional Impact Increment III. This DDRI/Center area provides frequent transit service similar
to Transit Corridors and also features bike facilities (bike lane, paved path, or shared -use path).
These areas will be used when applying the Person Trip Methodology and providing parking
reductions for new developments in the City. New developments within center areas will use
the Person Trip Methodology for LOS when determining their impacts, while all other areas of
the City (including Transit Corridors) will require a traditional traffic impact study to assess
impacts on adjacent roadways and identification of required improvements for mitigating
impacts. New developments within either the centers or transit corridor area designations that
are not within a T3 zone will be eligible for parking reductions up to 50 percent.
Map TR-14: Roadway Vulnerability Rating (2016) illustrates the vulnerability of roadways
within the City of Miami based on analysis from the 2012 Regional Climate Action Plan
conducted by the MPOs for Palm Beach, Broward, and Miami -Dade counties. This analysis takes
February 2017 Page III
APPENDIX TR-1
City of Miami I Miami Comprehensive Neighborhood Plan
TRANSPORTATION ELEMENT
into consideration flood inundation and sea level rise associated with future climate change
projections.
FUTURE TRANSPORTATION MAP SERIES
The following series of maps represent the future conditions (2040) for the transportation
network on a multi -modal basis. This includes the roadway system, public transit system and
bicycle and pedestrian facilities within the City of Miami.
Map TR-15: Major Thoroughfares by Number of Lanes (2040) illustrates the major
thoroughfares in Miami by the number of through lanes for each facility anticipated in 2040.
Map TR-16: Limited Access Facilities, Significant Parking Facilities (2040) delineates the
limited and controlled access facilities in Miami to the year 2040, as well as the locations of
proposed significant parking facilities (facilities with more than 200 parking spaces).
Map TR-17: Future Major Trip Generators (2040) based on demographic projections from
the Southeast Regional Planning Model (SERPM), illustrates the major trip generators in Miami
by identifying the higher density residential areas — ten dwelling units per acre or greater.
Map TR-18: Future Metrobus Service and Transit Facilities (2040) along with the existing
Miami -Dade DTPW MetroBus routes, this map indicates the programmed transit routes (funded
and unfunded) between 2015 and 2024 from Miami -Dade DTPW's Transit Development Plan
(TDP). Two future transit centers are also illustrated — the Downtown Intermodal Center and
the NW 7th Avenue Transit Village.
Map TR-19: Future Bicycle Facilities (2040) identifies the existing bicycle facilities along with
programmed bicycle facility improvements that are in the design or construction phase of
implementation, which include bike lanes and sharrows. This information was provided by the
City of Miami Bicycle Coordinator.
Map TR-20: Future Pedestrian Facilities (2040) delineates the presence of a sidewalk along
roadways within the City. Most of the roadways regardless of classification offer sidewalks on
both sides of the roadway.
Map TR-21.1: Future A.M. Vehicular Peak Hour Levels of Service (LOS) on Major
Thoroughfares (2040) illustrates future A.M. vehicle peak -hour levels of service for major
roadways within the City with anticipated build -out of the existing land use pattern plus the
potential development in the Downtown Development of Regional Impact Increment III based
on the Southeast Regional Planning Model (SERPM).
February 2017 Page IV
APPENDIX TR-1
City of Miami I Miami Comprehensive Neighborhood Plan
TRANSPORTATION ELEMENT
Map TR-21.2: Future P.M. Vehicular Peak Hour Levels of Service (LOS) on Major
Thoroughfares (2040) illustrates future P.M. vehicle peak -hour levels of service for major
roadways within the City with anticipated build -out of the existing land use pattern plus the
potential development in the Downtown Development of Regional Impact Increment III based
on SERPM.
Map TR-22: Future Intermodal Centers and Access to such Facilities (2040) illustrates the
existing intermodal centers in the City of Miami including Miami International Airport, the Port
of Miami, Omni Bus Terminal, Miami Intermodal Center (MIC), Miami -Dade DTPW's
MetroMover and MetroRail facilities, as well as the future All Aboard Florida and Tri-Rail
extension from the future Downtown Intermodal Terminal.
Map TR-23: Future Beach Connection (Baylink), City of Miami Streetcar, and Water Taxi
(2040) illustrates the proposed Baylink connection to the City of Miami Beach from downtown
Miami, the proposed City of Miami streetcar that circulates from the Midtown/Design District
area to downtown Miami, and the proposed water taxi service that will provide service
between downtown Miami and Haulover Beach.
February 2017 Page V
Major Thoroughfares by Number
of Lanes in each Direction (2016)
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Man TR - 2
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Man TR — 3
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5
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,fit: I i'U"t2
Zone Type Legend
No Entry Nov 15 -Apr 30
Idle Speed May 1 - Nov 14
No Entry Nov 15 -Apr 30
Slow Speed May 1 - Nov 14
Idle Speed AU Year
Slow Speed All Year
Slow Speed Nov 15 -Apr 30
30 MPH May 1 - Nov 14
Slow Speed Nov 15 -Apr 30
35 MPH May 1 - Nov 14
I 30 MPH All Year
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This map shows ONLY the
FWC Manatee
Protection Zones.
There may also be other
LocaVState!Federal Zones.
Boaters are advised to abide
by the regulations as posted
on the water.
CONFIGURATION OF FWC ZONES
ACCURATE AS OF JANUARY 2015
Miami
80"12'0"W
80"11'0"W
C-22.025(1)(a)16.
,,w Speed All Year
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ICW channel
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30 MPH May
Mrkr'21'to Privnr
68C-22.025(111a118,
Slow Speed All Year
•
5-27 —�
m�Little qy\
05C0-E2.035ii)Li r?.
Gig Can, acme J - lOyr if®
68C-22.025(1)(c)3.
Idle Speed May 1 - Nov 14
68C-22.025(1)(c 3.
Idle Speed All Year
Little River
680.22.pp0aa25(1)(a118.
CIW & 100' bufferonE side
I I
SI w2Speed1Alt Year
68C-22.025(1)(b)4.
ICW channel
Stow Speed Nov lS-Ap 30
30 MPH Moy 1 - Nou 14
Mrkr'31'to 100' N of Venetian
Cswy Bridge centerline
I
68C-22.02511)(a18.
Slow Speed All Year
Waters of Biscayne Bay
& Sunset Lk, S of Julia
Tuttle Cswy CL to N of
Venetian Cswy Brdg CL,
_ncept as dsgn
3
If
80°9'0"W
Biscayne
Bay
68C 22.025( (g)2.
30 MPH All Yea
Meto /East channel
68C 22 025( ) b) .
Meloy East channel
S ow Speed Nov 5 Ap 30
30 MPH Ma 1-Nov14
ulla Tuttle Causeway
68C-22.025(1)(g)2
30 MPH All Year
Meloy/East ch
80°8'0"W
I
arbo
Island l}
II•Il��g171 I
�II
tav buffer
Biscayne., uL t
Isle of
Normandy
0 t iaa
.............
20 Miami
/reu or
200'
Butler
Sunset Sunset
Islands Lake
Beach
80°7'0'W 80°6'0"W
68C-22.025(15a)5.
Slow Speedd AAlt Year
68C-22.025(1)(9)1.
ICW channel 30 MPH All
Mrkr'3' to '5' & Mrkr'9' to
of Broad Cswy Brdg
68C-22025(1)(a)6.
Slow Speed All Year
As described, waters of
Biscayne Bay & Indian CI
S Of Broad Cswy CL to
N of JFK Cswy Brdg CL,
except as dsgn
68C-22.025(1)(h)1.
Slow Speed Nov15 - Apr 3
35 MPH Ma 1-Nov 14
68C-22.025(1)(a)7.
Slow Speed All Year
Waters of Biscayne Bay,
Indian Crk, & Surprise Lake,
5 of JFK Cswy Brdg CL to
Julia Tuttle Cswy CL,
except as dsgn
68C-22.025(1)(1)1.
35 MPH All Year
Atlantic Ocean
68C-22.025(1)(h)2.
Slow Speed Nov15 - Apr
35 MPH May 1 - Nov 14
68C-22,025(15o)9.
Slow Speeedd II Year
MIAMI-DADE COUNTY
FWC MANATEE PROTECTION AREAS
For description of zone boundaries:
See 68C-22.025 F.A.0 for State Manatee Protection Zones
Page
3 OF 8
Miami -Dade County Manatee
Protection Areas (2016)
— �=�^(1 I A P A I Innnnunnnnnnnn I nB
ICW channel
i III aTumecauaDPI fi8C22025(1)(g12.
Blow Speed Nov15 -Apr 30 i;e y '. 0 MPH AII Year
30 MPHMy1-Nov 14 Ro IJ1�00� ) m
B nw ke 68C 22.025(1)(a)a
Cswy Bridge centerlineBlsca Slow Speed All Year
yn0a ewa Il
^ r� O Wat (Blecayne
Bay 1-I Bay 85unset Lk5o1
oe ' Julia Tuttle Cs, CL
Il e0o0 AI 111 II— 1tMs� to N of Venetian Cswy
'A111 �1 CL except as dsgn
y II.1 I Ilfll II Q 68C22025(1)(a)9.
SlowSpeed All Year
2 II �I I_I Miami Watersof Biscayne Bay
Mil "T Beach , (includes main mrkd
hnl of ICW( Collins
bscL` {n� Cana181ntlun Clk,S
7/g.
of venetian Cswy CL to
N of MacArthur Cswy
CL except as ctsgn
66C-22,02511)(a)9.
Slow Speed All Year
41,
Ih
Idle Speed All1 )a. -- F eh�lIIIY
Idle Speed All Year
fI
MEIN t *" yi 1
It
il
Oil II
1
168C-22.Iow6511a)d
II16uMer
AII Year SW iSN
III, IIRi kerib er l�lik
�
toy edge Cutler main I��IZ—c
Canal BC-1 W _ Malik
�
68C-22.02511)(a)11
Slow Speed All Yr
68C-22.025(1)(a)18.
Slow Speed All Year
ICW 8100' buffer on E side
Buffer
Rd
Biscayne
Bay
68C-22 025(1)(a)21
1000' Slow Speed Butter
AII Year. Excludes main
marked channel of IC W
68C-22.025(1)0)15.
1000. Slow Speed Butte
All Year.
churgn
Islantl
68C-22.025 11(a)19.
Slow Speed All Year
68C-22.025(1)(a)11
Slew Speed AII Ve
Biscayne -
Bay —
Virginia
Key
Cape
Florida
68C-22.025(1)(a)22.
Slow Speed Ail Year
68C-22.025(1)(i)2.
85 MPH All Year
Fisher
Island
68C-22.025(1)(d)1
Motorboats p hmited
All Year Within400.SE
shore of Fisher Island
68C-22. 25(1711 14. Slow S aeJJ AA1I
[004.0 .0045(11p0qalf0,
h0s 05 ry 800 C0.,.:
Zone Type Legend
No Entry Al Year
Motorboats Prohibited All Year
E Idle Speed All Year
® Show Speed All Year
Slow Speed Nov 15 -Apr 30
30 MPH May 1-Nov 14
Sbw Speed Nov 15 -Apr 30
35 MPH May 1 - Nov 14
® 30 MPH All Year
35 MPH All Year
o A51
Miles
This map shows ONLY the
FWC Manatee
Protection Zones.
There may also be other
Local/State/Federal Zones.
Boaters are advised to abide
by the regulations as posted
on the water.
CONFIGURATION OF FWC ZONES
ACCURATE AS OF JANUARY 2015
MIAMI-DADE COUNTY
FWC MANATEE PROTECTION AREAS
For description of zone boundaries:
See 68C-22.025 F.A.0 for State Manatee Protection Zones
Page
4 of 8
Miami -Dade County Manatee
Protection Areas (2016)
NW 14 ST
NW 10 ST
\1 i1LlMi 111I•IIIIisisawnimi
mom
m ��■ISIMMIU■IIl•II� n
■1O z kt 010
-"�.I�: D1• �1th
n
111011WAII 14ast n,
m P
NW 12'ST
Legend
dip Port of Miami
GI Miami International Airport
dIF Miami Intermodal Center
El Downtown Bus Terminal
LI Omni Bus Terminal
n City of Miami
Intermodal Terminals and Access to Facilities (2016)
MetroRail
o MetroRail Stations
• MetroMover
• MetroMover Stations
• Tri-Rail
O Tri-Rail Stations
EINEN
NW71ST iI �r
z
I1 Z az D11 - 1 o
NW 62 ST
�If N � m
N `95 D n
I� � NW 465T' 1
lit
•�- oc1l„'
l�� Vo4,
m 1111r2311111.1111110:i..
011111.1
rimior SW 1ST ■
SW_7 ST 'DOWNTOWN
����� MIAMI
(see A.� eflw,9eme )
swl6sr u � ��9
�
m m m ��P/
r m SW 22 ST 9 o
GRAND AVE
NW 20 ST
Intermodal Centers and Access to Facilities
(2016)
Transportation Concurrency Exception Areas (2016)
95,
GTi'J93Eli
C52100
E3
NW 46 ST
721
NW 20 ST
�GTi149�,a
NW 12 ST
SW 24 ST
Legend Transportation Concurrency Exception Areas
1-7 City of Miami
or
DOWNTOWN
MIAMI
(See area enlargement)
Mau TR — 13.1
Transportation Concurrency Exemption
Areas Boundary (2016)
f•••
* INCQRP RNATEU *
1B NB
1
:INTB
NW 62ST
µW 5 ST
v Feet
D 2,000
m
SW 32 ST
Legend
le Centers*
'vehicles, transit, bikes, and pedesinen
dr Transit Corridor'
'vehicles, transit, andpedesnians
O1/2 mile buffer around
Metrorail Stations
Centers and Transit Corridors (2016)I
SW 24 ST
W 64 ST
fi
NW 46 ST
NW`36 ST
NW 79'ST
. DOWNTOWN
MIAMI
(sec area en argem nq
Centers and Transit Corridors
(2016)
•Tn•RallWerr. tall
•
Transfer Staoco
Nlalea
Markel
Station
Segment Vulnerability Ratings
.Tee 1 - Highest vulnerability
T 2- High valnerabelrty
Ter 3-Moderate vulnerability
Elie, 4-Low volnerabaly
Ter 5 - Lowest. rulrieabilay
Roadway Vulnerability Rating (2016)
'NW 14ST _17
EN 9sill
5, ! 1.1I1. —
IC\M MUM
•
m l 1 i� NW 6 ST L
TR NW 5 ST MIMI z
■
—Feet
2,000
l <
NI12 ST
Legend 0
/\/ 1 Lane
^/ 2 Lanes
/\/ 3 Lanes
/\/ 4 Lanes
/\/ 5 Lanes
/"/ 6 Lanes
City of Miami
Major Thoroughfares by Number
of Lanes in each Direction (2040)
W FLAGLER ST
SW8 ST
SW 24 ST
NW 46 S
NE 87 ST
z
NW 62 ST
NW 54 ST
,•
SW 1ST
_SW7 ST
195
2 Express Lanes
Each Direction
DOWNTOWN \
MIAMI
(See area enlargement)
Major Thoroughfares by Number of Lanes
(2040)
NW 11 ST
W
•
� tip\ NNW 14ST simiff
95 � ��1 ����✓—P�I
NI
RAIL NW10ST
m m�O
O D P
m I♦I.111
MINI
IN9 EMI•
NNW 1111V
FLAGL""ER"ST 4_"k II
......,;,,,,„
Feetr
2oog VAL
W5
ST
NW 6 ST
O
0
N
Z
o
m
Il<
m
P
1
LP P
NW 12 ST
7,7 �\ r
m
m
826
Legend e
❑ MDT Park and Ride Lots
• Parking Garages
(1000+ parking spots)
Parking Garages
(200-1000 parking spots)
Ti Surface Parking Lots
/\/ Limited Access Facilities
n City of Miami
IIMMM
R. m
•
Limited Access Facilities and
i ■
NE87ST T
Significant Parking Facilities (2040)
79 ST _(1
REM
•
m
z z
m
NW 46
MIMI
1721
NW-3
0+
NW 2
WLA FG IER ST
mirror
orO Nrg
73
D SW 16 5T N—mDN > —G 1,/ D
SW 24 ST co�m 5W 22 ST m
rn
lST_-
- Py
!el I
aar t /• G �NO AVE
4'
SW 64 ST ,
m
•
0
NW 71 ST
NW 62 ST
m
P
3
m
■
•
CrDOWNTOWN
MIAMI
(See area enlargement)
01
z
0
5 ST
Man TR — 16
Limited Access Facilities and Significant
Parking Facilities (2040)
HNTB
v Feet
2,000
NI 12 ST
Legend
No housing units
Less than 5 units/acre
5 - 10 units/acre
More than 10 units/acre
n City of Miami
SW 64 ST
Major Trip Generators (2040)
DOWNTOWN
MIAMI
(see area enlargement)
Future Major Trip Generators (2040)
* INCONP ONATEO
18 9B
NW 5 ST
v Feet
0 2.000
St
NW 12 ST
iil gill
m �
N N
ITN AIM
I■-m m 1,
I. < �11
ILegend
/�/ All existing Metrobus Routes
Future Transit Routes
Unfunded
^/, v' 1-195 Express Bus SW 8 Street EBS
:AV NW 7 Avenue EBS �� 27 Avenue BRT
^/ NW 7 Street EBS A/ 295 Express Bus
A, NW 79 Street EBS i/ Douglas Road EBS
Future MDT Metrobus Service (2040)
SW 6 ST
City of Miami
Funded
^/195 BC Express Broward
Blvd to Civic Center
^/195 SC Express Sheridan
St to Civic Center
Biscayne EBS
.^/ Flagler Street EBS
uture Transit Centers
8 Downtown Intermodal Terminal El NW 7th Avenue Transit Village
1==MEMMMINII
NW-36 ST
NW 20 ST
GRAND AVE
NW 54 ST
•
SW 1ST
SW_7 ST • • •
•
•
•
••DOWNTOWN
MIAMI
(See area enlargement)
Man TR — 18
Future Metrobus Service and Transit
Facilities (2040)
?Morrocc'si: Op
* !MAP ABATED - *
d IA AA
() R 1,
HNTB
Ila*ipzios am
. iou Nw 14 sr
ZT ■�r
\�
�41.11111 114!■a'allopg _395
nAmi pal 10 ST go
irai lIIPitaln ' 1
NIIIIIN1■1 11
m ���111� Mr.'"
03
liNt
v\IIIIMINIIII
�yll. '`��3Mr� zirrit2��PP �� rt�o
111111111.111111al0 NM di
ELAG
P MAP"
NW 12 ST
Legend
^/ Future Bike Lanes
/\/ Future Sharrows
/\/ Existing Paved Path
/ oe Existing Bike Lane
/\/ Existing Paved Shoulder
/\/ Existing Sharrows
• Existing Citi Bike Station
• Existing Bicycle Rack
City of Miami
8 Existing Bicycle Facilities (2016)
SW B ST
SW 24 ST
11111111r
SW 64 ST
1111
NW 46 ST
NW 20 ST
NW 79'ST
NW 54 ST
SW ST ■
SW.7 Sy •
GRAND AVE
DOWNTOWN
MIAMI
(See area enlargement)
0
2
Miles
Future Bicycle Facilities (2040)
11*1 ism i al
tr�t� Nw +a sr �
i �������\►is�1���
V395
95 111 ice■1111-
T _w�LI i
owl IIIII
MMINIIINi
m Milima11 s" II
.CIlarl
��WIIII__- u
IMM�IIII
W'FIAGLERST ,0110.1.1
�_ � XU'\V IIIII I
z, v
Feet �I ��
Legend 0
/\/ Sidewalk (2 sides)
/\/ Sidewalk (1 side)
n City of Miami
Future Pedestrian Facilities (2040)
DOWNTOWN -
MIAMI
(See area enlargement)
Man TR 20
Future Pedestrian Facilities (2040)
<4)
* INCOAP
18
'r
0
O8ATED
96
:INTB
III
= 1`1 14ST" INO
■ L
_ i. aLMI 395
WI \95 �It
NW11ST t liril
=:.I
• MIEN
J
Mm
NW
-II}----t�1 6 ST 1:11 S
NW 5 ST MN z Elm ink
OHM Niry
:I. > _ C1
3
a m \ zra
OM ■III SE1,S1
% � z 1 •`
O
v Feet ■�'; S > J��
I�
NW 12 ST
Legend e
Vehicular Level
of Service (LOS)
• B
• C
/\/ D
• E
/\/ F
I-1 City of Miami
SW 64 ST
Future A.M. Vehicular Peak -
Hour Levels of Service (LOS)
for Major Thoroughfares (2040)
NW 71 ST
zC z z NW 62 SiT
ra N
N
Vnz
!illIr.NW 54 ST
y m_ ^'
NW 46 `t e ■ ..—
q0 in ll2 b
hiiii, 4.4 m
NW36•STST
C
-m- -..-
:::::
.m,
\NON . : �, L .y
�t R/bBQn.. NW 14. ,T r h
W FLAGLER ST
SW 8 ST
z
co
SW 24 ST
6
2 Express Lanes
Each Direction
LOS B (NB)
LOS F (SB)
•
■
•
7DOWNTOWN
MIAMI
Mee area enlargement)
Map TR — 21.1
Future A.M. Vehicular Peak Hour Levels
of Service (LOS) on Major Thoroughfares
(2040)
* ` INCOHP O9ATLO
19 96
HNTB
110IMI
I say
NNW 14ST
mn �� 495 umI�Lii....
more
"\ IY NW10ST ri
MUM
Il M■
Immo
111 1 am
izt L�
4'O
■
NW11ST
NW 5 ST
W FLAGLER-ST
". SW 1ST
Legend e
Vehicular Level
of Service (LOS)
/\/ B
C
D
E
F
n City of Miami
SE-1 ST
SW 64 ST
Future P.M. Vehicular Peak -
Hour Levels of Service (LOS)
for Major Thoroughfares (2040)
W FLAGLER ST
SW 8 ST
NW 79'ST
NW62 ST
NW 54 ST
NW 46 ST
® 111111
13124
NW 14 ST
SW16 ST
NW 28 ST
NW 20 ST
SW1ST ■
_SW_7 ST ■"
NE 87 ST
195
2 Express Lanes
Each Direction
DOWNTOWN
MIAMI
(See area enlargement)
Map TR-21.2
Future P.M. Vehicular Peak Hour Levels
of Service (LOS) on Major Thoroughfares
(2040)
HNTB
ISIMIMINMII
mu ior romp
NE 95 al ---_ _A._
1\11" 011Os INWEIIN MOM
KI
INIIIMIRITIM1111113m o 1
NW 5 STE H_1. • Z O
Mir
R IENIK1I 1 a 11�
NM ipiiiiwRom MINI
- SW1ST``-\\\ I p =oo
1111.1111111191111r l ZZ_ —1 rm
Feet < 1,
m
W'FLp GLER-ST
Legend
0 Port of Miami
0 Miami International Airport
111 Miami Intermodal Center
Future Downtown
Intermodal Terminal
Future NW 7th Avenue
Transit Village
A Omni Bus Terminal
City of Miami
Future Intermodal Terminals
and Access to Facilities (2040)
SW 8 ST
^/ MetroRail
o MetroRail Stations
MetroMover
o MetroMover Stations
Tri-Rail
• Tri-Rail Stations
/\/ Future Tri-Rail Extension
/\/ Future All Aboard Florida
1
pm*
1 WI
IF1,2121! WEIL
n ,I"
NW14 ST
MOS SW1ST ■�� 0�0-
SW_7 ST -o
■
■
■
■
v
= 195
(
11
1 �l
O
_ o
� Q
S ST
DOWNTOWN
MIAMI
(see area enlargement)
Future Intermodal Centers and Access to
Facilities (2040)
; NW 14ST1,I11■%�
1V.11110111111 MIN
miry =mil al
mom s
Imo =num Ni ton
a1111•ms tip:=
mom mamma EN Nom=
��R' �..■IIINOR�
ion.- �■IIII
_I,}IM ...u.�
� 1111171
l■II� I11111=
- ��
Flu--
I� �b v
.li
o 14111
Feet
D 2,000
It.
Talk -__.411111111°1141"
rAm
5
Proposed Beach Connection (Baylink),
Water Taxi and Streetcar Service
mimmesciiimknowim in mi.
MI Adill111M111 111111.1611. Iii.:t
t.Tall 15111111,101. 441
Air
■■
-.
to
Legend
e
/\/. Proposed Beach Connection (Baylink)
^/ Proposed StreetcarAlignment
,#`,.• Proposed Water Taxi to Haulover Beach
/ ,/ All existing and future Metrobus Routes
Future Transit Centers
iI Downtown Intermodal Terminal
5 NW 7th Avenue Transit Village
n City of Miami
SW 8 ST
11 _
_ a
Z
" O
m
cn
SW 24 ST
SW16 ST
GRAND AVE
SW 64 ST
111111r"1111
IIII
SW1ST
SW.7 ST
m
DOWNTOWN
MIAMI
(See area enlargement)
Man TR — 23
Future Beach Connection (Baylink),
City of Miami Streetcar, and Water Taxi
(2040)
HNTB