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Home My WebLink AboutSubstitution Memo from City ManagerCITY OF MIAMI, FLORIDA INTER -OFFICE MEMORANDUM T Honorable Mayor and Members of DATE May 26, 2026 �. City Commission SUBJECT Substitution of item RE.2 Signed by, Approve and Adopt - 2025 Bicycle Master Plan REFERENCES' A88 58F2C8A478 FROM: James eyes ENCLOSURES. Revised Exhibit "A„ City Manager The Department of Resilience and Public Works respectfully requests Item RE.2 — "A RESOLUTION OF THE MIAMI CITY COMMISSION, WITH ATTACHMENT(S), APPROVING AND ADOPTING THE BICYCLE MASTER PLAN, DATED SEPTEMBER 2025, PREPARED BY KIMLEY HORN, INC. FOR THE CITY OF MIAMI'S DEPARTMENT OF RESILIENCE AND PUBLIC WORKS PROJECT NUMBERS 40- B203613 & 40-B70245, ATTACHED AND INCORPORATED AS EXHIBIT "A" ("BICYCLE MASTER PLAN"), TO UPDATE THE 2009 BICYCLE MASTER PLAN PROVIDING UPDATED TYPICAL SECTIONS, IDENTIFYING IMPROVEMENTS, OPPORTUNITIES FOR IMPROVING SAFETY AND MOBILITY, AND DIRECTING THE CITY MANAGER TO TAKE ANY AND ALL ACTIONS NECESSARY TO IMPLEMENT THE BICYCLE MASTER PLAN; PROVIDING FOR AN EFFECTIVE DATE", be substituted in the May 281, 2026 City Commission Meeting to update Exhibit "A" with the amended Bicycle Master Plan. C. Joel Bello, Chief of Staff, Office of the City Manager Natasha Colebrook -Williams, Deputy City Manager Asael Marrero, RA, RID, AIA, ICC, Assistant City Manager George K. Wysong III, City Attorney Todd B Hannon, City Clerk Juvenal Santana, P.E., C.F.M., Director, Resilience and Public Works O N 1 rca 'tt ' c-) .. t r- I � � d 5 SA,,S � M�_� 4-0j-- Gkj MA/V+*� "A MAY "M -WWII - � ,.: - -I Awl'- I to R4 t:4�W A Prepared for: Prepared By: Kimley>>> Horn Expect More. Experience Better. Ow l U f�vr•l 119: Introduction................................................................................................. 4 LiteratureReview........................................................................................ 6 Community Outreach............................................................................26 Best Practices and Policy Review........................................................30 Bicycle Network Analysis.................................................................... 60 Project Implementation Plan...............................................................82 Conclusion................................................................................................. 96 Appendix A Community Outreach......................................................................100 Appendix B Detailed Bicycle Network Analysis ............................................... 286 Appendix C Opinions of Probable Costs............................................................ 293 •I• 0 Vision The City of Miami Bicycle Master Plan is an update to the City's 2009 Bicycle Master Plan. The goal of this plan is to meet today's multimodal transportation challenges and opportunities. This updated plan focuses on developing cost feasible bicycle improvements for bicycles, e-bikes, and micromobility, with the goal of implementation over the next 20 years in both local Capital Planning as well as for the County's Long -Range Transportation Plan. Note that the term "bicycles" in this report is used to refer to other forms of micromobility such as e-bikes. The bicycle improvements were prioritized in a top-10 manner by improvement type city wide and by Commission district. This effort also identifies policy and facility types to be updated. The policy also provides input on Transportation Control Measures or Transportation Demand Management that promote bicycle mode share within the City. The study will review access to transit as a first mile, last mile and end of trip services. Further it will identify network connectivity gaps and opportunities to develop a safe, equitable, and accessible bicycle network. The objective of this effort is to modernize the City's bicycle facilities toolbox with a focus on improving access and availability of trails and protected bicycle lanes. This effort also reviews City of Miami Resilienceand Public Works typica I sections for bicycle lanes and provide options for low stress bicycle boulevards, trails, and protected bicycle lanes. The study also focuses on the possibility of Miami as a 15 Minute City, where everyday life amenities and functions are located with a 15-minute area. rTl Literature Review Existing Planning Guidance Previous bicycle planning initiatives and projects in the City of Miami were used to identify existing bicycle infrastructure. Understanding the current bicycle network along with prior recommendations helped form the bicycle network improvements outlined in this plan. The following documents were reviewed as part of this effort. A summary of each document is included in this section. (Vb Miami LOOP (Vb 2009 City of Miami Bicycle Master Plan (Vb Downtown Bicycle and Pedestrian Mobility Plan (Vb The Health District Bicycle and Pedestrian Mobility Plan (Pb The Overtown/Wynwood Bicycle Pedestrian Mobility Plan (Pb The Little Havana Bicycle and Pedestrian Mobility Plan (Vb 2045 Miami Dade Bicycle Pedestrian Master Plan (Pb The Wynwood Streetscape Master Plan (Vb The 1-395 Heritage Trail (Vb TPO SMART Trails Master Plan (Pb TPO Protected Bike Lanes Master Plan (Vb Biscayne Green (Pb TPO Flagler Trail Master Plan (Vb City of Miami Traffic Management Master Plan (Pb City of Miami Scooter Pilot Data (Pb The Underline (Vb Commodore Trail (Pb Plan Z Miami LOOP The Miami LOOP is a 235-mile countywide trail vision designed to create a continuous active transportation network across Miami -Dade County. The project aims to expand mobility options, improve safety and equity for people walking and biking, strengthen the regional economy, reduce greenhouse gas emissions, and enhance public health and wellness. Rather than a single facility, the LOOP is envisioned as an interconnected system of existing and planned corridors that link neighborhoods, transit hubs, employment centers, cultural destinations, and regional parks throughout the county. Implementation of the Miami LOOP is being advanced through the Miami -Dade Trail Alliance, which serves as a coordinating body and collective voiceforthe project. Approximately58 percentofthe network is already complete, and nearly 86 percent of the proposed corridors are publicly owned, indicating strong feasibility for completion through targeted gap -closing investments. The LOOP incorporates a range of trail contexts, from dense urban and rail -with -trail facilities such as The Underline and the Flagler Trail to coastal and greenway segments like the Atlantic Greenway, forming a cohesive regional system intended to reduce automobile dependence while supporting economic development, environmental sustainability, and equitable access to active transportation. 8 Miami Bicycle Master Plan The Miami LOOP 5 Trail Length: 225 miles O Town or City c M.O illufn.fran ay 0_4M.4,,. dJoe L.U—. s we B36 11 825 as Kendall am I 12 10 1 S a5 a N sea North AIA 924 Miami 0 932 0 2 3 Hialeah Miami ch S 0 Beach Miami 6 a t, 4 z /8 0 2 4 6 SIEMENS rniles Map for reference only Not for navigation =MIAM1 LOOP 1 Snake Creek Trad 2 Flagler Trail 3 Atlantic Greenway/East Coast Greenway 4 Rickenbacker Trail (Plan Z) fj Miami River Greenway 6 Ludlam Trail 7 The Underline(M.Path) 8 South Dade Trail 9 Black Creek Trail 10 Bncayne-Everglades Greenway 11 Krome Avenue Trail land Bike Lane) 12 East Coast Greenway City of Miami Bicycle Master Plan (2009) The 2009 City of Miami Bicycle Master Plan was created with the goal of transforming Miami into a bicycle friendly city through the designation of primary bicycle routes and a commitment to providing adequate infrastructure, education, and safety related to biking. At the time the plan was finalized, the bike network in Miami only consisted of 17.12 miles of Bicycle lanes and Shared Use Path s/Greenways. The plan proposed a significant increase to more than 280 miles of new or improved bikeways consisting of Bicycle Routes, Shared Use Lane Markings (Sharrows), Bicycle Lanes, Shared Use Paths/ Greenways, Bicycle Boulevards, Neighborhood Connections, and Scenic View Routes. The Miami Bicycle Master Plan was broken out into four implementation phases and recommends bikeway projects for the next 1, 5, 10, and 20 years (2010, 2015, 2020, and 2030). For each phase, proposed projects are categorized by the different bicycle facility types with the proposed location, length, and specific improvements included in the description. In total, 213 bikeway projects are proposed in the plan. The maps on the following page display the 2030 Bicycle Network Plan and includes projects from all implementation phases and all bikeway types. A summary of proposed projects for each bikeway type is listed to the right: Bicycle Routes » Projects:19 Miles:64.75 Percentage of Bicycle Network: 23% Sharrow Lane Markings » Projects:50 Miles:62.58 Percentage of Bicycle Network: 23% Bicycle Lanes: » Projects:57 Miles:55.75 Percentage of Bicycle Network: 20% Shared Use Paths/Greenways: Projects:23 Miles:29.08 Percentage of Bicycle Network: 11 Bicycle Boulevards: Projects:50 Miles:62.06 Percentage of Bicycle Network: 21% Neighborhoods Connections: Projects:7 Miles:2.29 Percentage of Bicycle Network: 1% Scenic View Routes: Projects:7 Miles:1.92 Literature Review 1 9 Downtown Bicycle and Pedestrian Mobility Plan (2011) The 2011 Downtown Bicycle and Pedestrian Mobility Plan prepared forthe Miami Downtown Development Authority (DDA) Area recommends projects to help implement the DDA's goals related to bicycle and pedestrian mobility. These goals include creating great streets and community spaces, elevating corridors to grand boulevards, and taking advantage of the prominent waterfront in the area. The plan also places importance on improving multimodal access to public transportation. The plan presents several bicycle improvement projects including enhancements to the Miami River Greenway, additional dedicated bicycle routes, and new high density bicycle parking stations. 10 Miami Bicycle Master Plan Health District Mobility Plan (2012) The primary objective of the Bicycle and Pedestrian Mobility Plan was intended to make the Health District a better place for walking and bicycling. Being the second largest employment area in Miami -Dade County, the Health District is already well suited for personal vehicular traffic and transit but does not provide adequate or convenient transportation for pedestrians or bicyclists. The plan was established through three separate analysis phases that were ultimately compiled for a list of recommendations. These analyses included: An existing literature review, public outreach, and field observations of existing conditions. Literature reviewed consisted of 13 different data sources, studies, and plans. Public outreach had two parts; an online survey (roughly 953 responses) and an area stakeholders meeting (28 of 44 representatives attended). Existing conditions monitored included 8 Major Roadway Segments, journey to work data, metro transit data and pedestrian/ bicyclist counts. The overall goal of the Health District Bicycle and Pedestrian Mobility Plan was to recommend implementation of several different projects to improve the modality of pedestrian and bicycle transit. In total, 5 categories of non -engineering improvement guidelines were created, and fifteen (15) engineering projects were proposed. f.a�re I l - Ma�o� Ilod.a., vtth r.,,.�. and hdn Hnan Hai.e, NW 20TH St -- - -WP &TH� I� Em�mttnn..� Nw iarnss �E N .,..iXnwiwne". NW �EiH St% rzrn Nwttm sl—., � tl T MYISTX St u _ NW 14TH St — R'Xer tl., - nwvrXSe Nw iz. n s, '3 NW 20TH St - _ - —WiGH NW 19fX4 �.. F um�rMww.w vre�e G F � _ �M� NW 12 '�, nwurXss Literature Review 1 11 Overtown/Wynwood Bicycle Pedestrian Mobility Plan The primary objective of the Overtown/Wynwood Bicycle Pedestrian Mobility Plan is to improve the waIkabiIity and bike -ability of the Overtown and Wynwood areas and further support the City of Miami's commitment to bicycle and pedestrian mobility, complete streets, pIacemaking, and access to public transit. Several existing conditions related to transportation mobility and community mobility in the area were analyzed including bicycle LOS and pedestrian LOS calculations, bike/ped counts, traffic crash data, and public survey results. Improvementsto the bicycle and pedestrian network were then developed based on the material listed above, which indicated target areas for improvements and which treatments would be most effective in enhancing bike/ped mobility. Area -wide recommendations suggested in the plan applyto multiple locations throughoutthestudy area and aim to provide a more comprehensive bicycle network through the addition of bicycle amenities and new routes. Site -specific improvements target areas in the bicycle network that have safety or connectivity issues and intend to address these problems by implementing improvements that will eliminate a barrier to mobility at exact locations. Recommended improvements to the bicycle network are shown in the table to the right, along with a map of the existing and planned bicycle/ pedestrian facilities. 12 Miami Bicycle Master Plan Table 10: Recommended Improvements 1. Ir Crvssw.lks 5iderella Traffic Celmn Curb Exte^sons Curb Ram 6. DedeAran 5--xlzeto^ 7. &cd. Lanes 8. ComAow Bike Lanes 9. B:ae Boxes 10. na-ed Lane Mahn-si Sh.rowsl 11. B<de P.i^4 12. n" Nei ,+ood Slow 2o-•e 13. Resulfaci^ 'Resti in 14. B..s Sto (m ro•: events 15. En na raced Gee^Space 16. B< le-Fiendl Business 0z iM 17. Pedes -un 5na6e Treatnerns 18. W<Vdefriendly Rallroad Ci—sing 19. Wtch Tunnel at FEE 20, NW St, Aven - Non-Moto,.ed Connect.. 21, NW Sm Steet Cycle Tfeck �2 N1Y 1st Aven,P - le Boulerarc _3. NW S'' PlselNW 21" Te-ece Be de Boule+erd 24. NW St, A-,. Road Diet with Bike Imes " NW29t, 5teet Road Diet w h Bike Lanes 26. N Miami Avenue Road Diet wth Bike Lanes 27. NW 3-d CourtiNW le. .Aven.e Road Diet wit^• Bike Lanes 28. One-1Va Pair;Iat Pr rdn 29. �• Educadon Im vemerrts 30 Encoum emc-nt Lm 31. Enfo cem Imo "ena 32. Ecaiuetion a-c t4+^itori OVERTOWNIWYNWOOD BICYCLE PEDESTRIAN MOBILITY PLAN FIGURE 2: EXISTING AND PLANNED FACILITIES Kimley,»Horn 025 °s 'Mile: Little Havana Bicycle and Pedestrian Mobility Plan The primary objective of the Little Havana Bicycle and Pedestrian Mobility Plan is to develop and recommend projects that will improve the walkability and bike -ability of the Little Havana area in the City of Miami. With limited bicycle facilities in the Little Havana neighborhood, recommendations focus on increasing the number of non -motorized trips, improving the safety and conditions for bicyclists, and making the Little Havana neighborhood a more desirable place to live, work, and visit. Key goals of the mobility plan include: Exploring opportunities for improving the separation between bicyclists and motor vehicles on wider streets, creating a supportive environment for walking and bicycling as primary means of transportation in this area, rebalance roadways towards non -motorized transportation, supportthe initiative for integrated bus/bike lanes in major corridors, and identifying a network of neighborhood greenways thatfocus on connectivity while providing a low -stress bicycle facility network. The Little Havana Bicycle and Pedestrian Mobility Plan analyzes prior data, studies, and plans to build upon the current non -motorized mobility network in the Little Havana area. Through the available GIS data, a bicycle level of service (BLOS) analysis was conducted for the major roadways which resulted in a BLOS E or worse for approximately 75% of the major roadways analyzed in the study area. These results directly correlate with the lack of bicycle facilities infrastructure within the study area. Bicycle mobility recommendations developed for the study area is based on the literature review, transportation mobility analysis, field observations, survey results and public meeting responses. All improvements are focused on supporting and prioritizing pedestrians and bicyclists within the Little Havana Area. Lale HaaaMBIty,,1 -al MbiMryo�PCn e i £ � F NW NAn'Eq R ; z - r4. WIL GLF ST S . ie 15 g... RD ST ••. s — ' f-- _ e e', O 0 O o sqDJI. la.x.N+Hem MYltlmodal Mobility Study - Lille Havana Figure 6. Eaisling and Planned Bicycle Facilmes x�N 3dTN ST F i 3 NW w aarx NEA � ,I.hs x � \oN 90 x ou�ry�FL l . �T•S FUG E••••• i" r sw ,o} �y.E Lepentl SW 221D 0 Nwp Haan - i j� \�, � vruuaaaavwn Kimley uHorn Literature Review 1 13 2045 Miami -Dade Bicycle Pedestrian Master Plan The primary focus of the 2045 Miami -Dade Bicycle Pedestrian Master Plan is on the daily commuter trip and aims to incentivize projects that will safely connect the largest number of people to their daily destinations. From the analysis, the 2045 Miami -Dade Bicycle Pedestrian Master Plan assesses opportunities to cultivate a non -motorized network that reinforces bicyclists and pedestrians, as well as improves the accessibility to a greater transit network such as the Strategic Miami Area Rapid Transit (SMART) Plan transit hubs and stations. The Transportation Planning Organization (TPO) collaborates with the SMART Plan to build upon a multimodal vision which advances six (6) rapid transit corridors and nine (9) Bus Express Rapid Transit (BERT) corridors to the Project Development and Environment phase. The 2045 Miami -Dade Bicycle and Pedestrian Master Plan reflects on other state agency and municipal plans such as area plans and corridor studies which enhance mobility and connectivity of residents and visitors to formulate recommendations and improvements which are consistent with the vision of City of Miami. These visions and goals embrace maximizing mobility choices system wide, increasing the safety and security of the transportation system for all users, support economic vitality, protect and preserve the environment and quality of life, energy conservation, enhance the integration and connectivity of the system amongst all modes of travel for the benefit of people, optimize sound investment strategies for system improvement and operations, and improve the existing transportation system. 14 Miami Bicycle Master Plan 112 Segnent-Baud EKiatin level o�Trel�f�dStress- A _ d IT +_ 1 .. wwn o..dnvaan &,aam�y • SMART/BERT Hub C 2 mile Hub Pad- fovea: MOC. PDOT oa. -1 r1 K!1 ERISTWBCY E HETa1oRK SMMEM LEVEL or TRAMIC STRESS MAP EXISTING BICYCLE NETWORK SEGMENT LEVEL OF TRAFFIC STRESS A sag—,-baaad enely;u, with:pot check- for irner;e— mrdmon: of the "u 'N on-moton2ad nen;po Aa nm kwe padormed. Figure Bl idantfiafealnios inducing high or lox Mnwrn; of — for rydiac Icing the eatabllahod LT5 crrt•rie. M=fanlni thatrated LT5 d— eMx —ed traffic facil nix or con vo- lour (d) foot blko lane:. The Mo Q pmmwy It— that ceu;ed bike'elw; to gawram high -- o—ect weednca betwkeeI perked ur end a ry<I-1) which inmeso; the wnro of being "d..A Wynwood Streetscape Master Plan The Wynwood streetscape master plan was developed to establish appropriate conditions to promote pedestrian and bicyclist activity throughout Wynwood District. This plan intends to reduce greenhouse gas emissions through the creation of pedestrian and cycling routes that will encourage the use of non -motorized travel along with improving the pedestrian/cyclist experience through streetscape features. As Wynwood District continues to transition from an Industrial District into a diverse, active, and mixed -use neighborhood, there are challenges to balance viable development and a safe pedestrian and bicyclist environment. Therefore, the Wynwood streetscape guidelines will set standards to improve and refine current conditions throughout the Wynwood Neighborhood. To accomplish these goals, Wynwood Walks has been discussed as an approach to connect Wynwood and the surrounding neighborhood through a network of pathways. This pathway includes the implementation of bike racks, sharrow markings, and protected bike paths. The proposed Wynwood bicycle network and streetscape plan are displayed in the illustrations below. 0 (( (( BIKE DIRECTION BIKE LANE SHARROWS ON ALL OTHER STREETS Literature Review 1 15 1-395 Heritage Trail The 1-395 Heritage Trail is envisioned as a legacy project which includes community enhancements below 1-395 connecting Historic Overtown to Miami's waterfront while improving highway capacities to upgrade mobility and safety. The four focal points of this project are on the community, safety, mobility, and maintainability. With the creation of the Fountain Signature Bridge, 55 acres of urban space will provide a trail from Over town to Biscayne Boulevard for the community to walk, exercise, and bike. This design focuses on responding to the need of a better connection for divided communities while improving livability, health, and sustainability. Complete Streets and traffic calming measures are an essential component of this project to promote pedestrians and bicyclists. With three (3) zones, each will have specific traffic calming measures responding to pedestrian and cyclistsafety. Significant enhancements include a high emphasis on crosswalks, complete street solutions, and traffic calming measures to reduce vehicular speeds at critical pedestrian and bicycle crossing locations. Zone 1 will include 28,800 square feet of traffic calming measures/shared streets and 18 planters along NW 14th Street and adjacent streets. Zone 2 will consist of 20 planters along N Miami Avenue and NE 1st Street while producing a shared use bridge crossing the FEC Railroad which will provide direct east -west access for pedestrians and cyclists. Additionally, the parking space that currently occupies zone 2 will be moved to the outsides of the trail to increase open space by 250% and provide continuity of the Heritage trail. Lastly, Zone 3 will include 4,620 square feet of traffic calming measures and 12 planters along NE 2nd Avenue. Across all zones of the project, sidewalks will be raised to provide safer pedestrian and bicyclists crossing, slower vehicular travel speeds, highly visible crossings (LED enhanced), pavement lighting for the heritage trail, 211 bollards, and 6 bicycle racks fitting 6 bicycles each. These enhancements are consistent with the goal of focusing on safety, community, mobility, and maintainability. The conceptual design of the 1-395 Heritage Trail is displayed below. 16 Miami Bicycle Master Plan SMART Trails Master Plan (2019) SMART (Strategic Miami Area Rapid Transit) Trails Master Plan is an overall comprehensive plan which was meant to advance six (6) rapid transit corridors to implement mass transit projects in Miami Dade County. SMARTTrails Master Plan identifies potential first -last -mile (FILM) connections between SMART Plan corridors and the regional non -motorized trail system. Additionally, it assesses FLM Non -motorized connections and SMART stations. Projected costs for the improvements included in the SMARTTrails Master Plan are included in the table below. The study area, consisting of primary transportation corridors and the Greenways Master Plan network, are also displayed below. r • SMARTTrails Master Plan 01eeaaa•••••eeeaa••e••eee• SMARTTrails Connections I Beach Gomdor A.A#Mk C#mmuyb Bea*Caribr 2 S2,152,000 B. Ludam T ai b Dadetand North Metrorai SGtioMlydedneMendall Candor— RwIeA 14 $1,633,000 B. Ludam Trail to Dadel nd North Monad Sta eniUaledce/Ka dell Candor— Route B 3 S5138,000 Kendall Corridor C satpyeraeek Tai to Kendall Candor 14 56T2,OD0 $1 �WA75 D. Krome Tail to Kendal Corridor 23 S584,000 E. Man River Cxeeaayb Lbkoradl—RodeA 7 $1,519,000 $6,747,124 E. Wind Rive Greeneiay to Meborail — Rah 8 3 $344,OD0 F. Miami River Gieenaay to Paanedo Meoarai 7 $6,967,00D Metrorail 6 SW 30 Arenue b Doughs Me6vaiNJrdylim 2D S423,206 II. Rcdoerdiaoker Cswy b UndedweAkmaya Me road—RoweA 7 S825,000 11. Rckerbadeer Csvey to Underline V zcaya Meboad — Rout B 1 5722,000 L Lidain Tad to E.sWh tCorridor 14 5800,0D0 I Kitty Roedel b East-West Candor 24 East-West Corridor LCa" MAst Seen Linea Pak to Dolphn Pak 6 Ride 3 $3,747,089 L Tar*ie Trail to Dolphin PBR— Route A 14 $352,000 L Tarake Trail to Doom P&R—Route B 2D $192,000 S5,535,820 &L Lediam lurk to No lows Corridor 7 SbA951000 $16,44OXI Northeast Corridor M. Bayaak Path to Northeast Condor 7 IL snake cieekTrad to NarSreut Corridor 3 S208,738 P. Snake Creek Tai to North Condor-RackA 7 $1,799,000 North Corridor P. Snake Creek Tad b North Condor- Rook B 22 $16,296.062 IL Bwr Bay Linear Pads to Sorts Dade TransiMay 14 5856,0D0 South Cade Transihvay/ snntn corridor R. Roberta Honer Park Trail 10 Soudr Dade T—way 14 5200,D00 5. Prirekn Trait to Sauk) Dade Transairay/Saud+ Dade Trail 24 Tri-Rad T. Gold Coast Trail to Golden diodes TA -Rail Station 7 314,411,000 Pahy R—c m.*aconsee?lie—r smyoon.aWWb Total Cost ar rlararua M[H"r a N � o r ® AST Gtva r Esat-Mast Cortidw w rsr-.-- loop-- .rJr Breads Corridr s—sT � nsr wr � 13 F $ ; svv © Nar[rmI Corridor we rUST.;' Legend BERT Corridors Beach Corridor East-West Corridor ^/ Kendall Corridor ^� North Corridor ^/ Northeast Corridor South Dade Transitwey NGreenways Master Ran OO _Areas of Study Snapshot 20 proposed SMART Trail connections to population areas and useful destinations 14 miles of new active transportation faakties shared -use path bridges $62 mdkon in SMART Trails investment TPCO r�aMroauvamm - Literature Review 1 17 TPO Protected Bike Lanes Demonstration Plan Existing Bike Facilities The Miami -Dade TPO Protected Bike Lanes Demonstration Plan focuses on coordinating and developing a Protected Bike Lanes Demonstration Plan for Miami -Dade County. As the US Census classifies the Miami metro area as the 8th most populated region in the United States, residents, businesses, and local government are exploring solutions to increase multi - modal connectivity and accessibility across the region. However, majority of the Miami -Dade population does not consider traditionaI on -road bike lane infrastructures as a safe and practical commuting option. To respond to the doubts of bicyclist safety, this plan has proposed a feasible solution, protected bike lanes (PBLs). Protected bike lanes are exclusive bicycle facilities which are physically separated from automobiles to provide enhanced safety. The goal of this plan is to recommend segments in which protected bike lanes will improve mobility, enhance safety, boost health, economic vitality, and provide a cleaner environment. PBLs have gained traction throughout the United States to promote non -motorized transportation and this plan studies several cities at various stages of implementation. This demonstration plan also looks to gain credibility for their recommendations by analyzing the PBL design guides created by National Association of City Transportation Officials (NACTO), American Association of State Highway and Transportation Officials (AASHTO), and The Federal Highway Administrations (FHWA). Areas supporting Trail/Greenway riz connectivity 1 if m 1 aY I-- ----- Aventura Area - Opa Locke Area �., ___ ----- Hialeah Area Miami Beach Area Downtown Miami Area �-t------- ---- Dadeland Area 9-------'-- ""-'- West Kendall Area Cutler Bay Area The primary objective of the Miami -Dade TPO Protected Bike Lanes Demonstration Plan is to identify segments which connect to the SMART plan and transit, possess low Volume to Capacity ratios (V/C), low Annual Average Daily Traffic (AADT), existing bike facilities, sufficient right- of-way, and existing on -street parking. Through the analysis of 25 segments, Downtown Miami (Miami Avenue, NE 1st Avenue, NW 5th Street, and NW 6th Street) and SW 211th Streetwere identified as suitable locationsto implement PBLs based off the criteria discussed above. Locations of the recommendations are Protected Bike Lanes North / South displayed to the right. Note I' Downtown CorridorlstAve&MiaCos miAva that the Miami -Dade County "�� -�� i Department of Transportation if r ' and Public Works (DTPW)'' i'`� �' �'� •' I and/or the City of Miami =-=t �' % "t.� �+!,; ' 3.. must review the feasibility of • _ a �` -�`' - ". - , „ ` r t r -" repurposing right-of-way to r! _ rt� - �' t�'--•�• w _ P A ,Ism install PBLs. _ L- ` _ _..fiP__ � ,.r. — T �� 3� ... _mot 18 Miami Bicycle Master Plan Biscayne Green Biscayne Green is focused on renovating and repurposing Biscayne Boulevard (US-1) to embrace pedestrian safety and connectivity in Downtown Miami. This project on Biscayne Boulevard extends from SE 1st Streetto NE 6th Street spanning nearly 0.5 miles in length (see map below). As the roadway is owned and maintained by FDOT District Six, this concept plan remains consistent with FDOT's context classification while calming traffic, improving bicycle and pedestrian safety, establishing east -west connectivity within Downtown Miami and waterfront amenities, creation of open space and greenways, and replacing median parking with pedestrian and bicycle friendly features. Through the analysis conducted in the Biscayne Boulevard Lane Elimination Study, it was found that bicycles/pedestrians account for 7% of total traffic in the AM and 13% of traffic in the PM within the Biscayne Boulevard corridor. However, there are minimal bicycle facilities to promote the use and safety of non -motorized travel. Within the Biscayne Boulevard Corridor, there are no bicycle lanes present and only two existing bicycle racks located under Bayfront Park Metromover station and on a sidewalk between NE 5th Street and NE 6th Street. To respond to the lack of bicycle facilities within the study area, the preferred build alternative places a high emphasis on bicyclists and pedestrians by proposing micromobility lanes and bicycle signals. Micromobility lanes in either direction on Biscayne Boulevard would provide bicyclists with a separated lane from traffic with on -street parking and concrete separators serving as barriers. Bicycle signals have been proposed at 16 intersections along the suggested micromobility Table 3-6: Link Level Bicycle Level of Service, AM Peak Hour - Souhbound t M lanes between NE 1st street and NE 5th Street Direction, Biscayne Boulevard with the goal of minimizing conflicts and providing s,F Rm , Lox Bwy io EN5s10 1"to 1 cwt, owd, @Hq Io \ \ iiffi1ta i'. 1 2 O s<atne Bout—d MIR,0e IDSSev9 IDSOraee LOSSuo EDSIYa6e 10s5tw °•— safety at signalized intersections between vehicles, m� a+•� , SE IY,mel to Fugal Lrwt C 3.09 C 3.09 C 2111 t ,\ H Or 1 '` •E # pedestrians, and cyclists. This preferred build Ftoglor Strwttq NE lst Street C ].1] L 3.15 C 0.17 NEtat,trcetto NE2MStrcet C ].19 C 3.17 -2.01 ^ alternative will create a safer and enhanced non- o NE 2M Street to WE 2r0 S— C ].17 C 3.20 Q -2.02 1 {tE a 1r, t motorized network for pedestrians and bicyclists NE 3r0,treN to NE 6tN st— C 3.21 C 3.22 O -2.00 NE 6tN,treetle NE StO Str«t C ].20 C lit x- 2.96 throughout the Biscayne Boulevard Corridor. LOS _ NE Sq Smoot to HE 6tO Street C 16/ C 3.66 O 3.66 calculations for the different build scenarios are CORRIDOR d!fli'SICY. `` 'I SE/pSIr WNE69ISe c ].20 c 3.21 O 0.9i �r�i'-+I�� I�k provided to the right. JA! Table 3-7: Link Level Bicycle Level of Service, PM Peak Hour - Northbound Direction, Biscayne Boulevard SE tot Street to Flagler Street ilagler 5trctl to NE tst S,re<t NE 10 S000t 1, NE and St— O O O ]A9 t15 16] O O O ]A6 119 169 O O O 1.n 1.16 -1.91 NE2n0SI.—NE3u Stint 'O ifi O' 119 O -]JO NE3rd St.—NE6t9S~ O 163 O 3A7 O -1." NE IIe Streetto NE EM Street O iM Q 6A1 0 -126 NE 5165heetb NE 6M Street O 192 O 3." ® 3.27 CORRIDOR SE1at St 1oNEdtOSt O It" O 179 O Y% LEGEND SOY, itn ... Study Area -r • 11 Corridor Limit, d ,mzN Literature Review 1 19 TPO Flagler Trail Master Plan The Flagler Trail Network Master Plan is seen as a response to the need for alternative forms of transportation and increased connectivity between facilities. The master plan proposes non - motorized connections through a network of pedestrian and bicycle facilities along the northeast corridorwhich has been identified as the "highest priority" among the six rapid transit corridors in the Strategic Miami Area Rapid Transit Plan (SMART Plan). The northeast corridor is approximately 14.5 miles in length and two (2) miles in width, traveling through seven (7) municipalities: City of Miami, El Portal, Miami Shoes, Biscayne Park, North Miami, North Miami Beach, and Aventura. The analysis of previous plans, roadway characteristics, bicycle networks, transit systems, and crash rates provided insightto the essential connections needed throughoutthe northeast corridor. The master plan also examines sociocultural factors, transportation costs in the region, community destinations, environmental conditions, alternate routes, and network context to determine the key components of Flagler Trail. With the development of existing and future projects, the Flagler Trail Northeast Corridor Non -Motorized Network can create a user-friendly bicycle network. Through this plan, three (3) goals were identified in the development of alternative alignments: Provide a north -south spine for non -motorized trips, provide connections to the transit stations within the Northeast corridor, and avoid crossing the FEC railroad ROW. The three (3) alternate corridors are classified as East, West, and Middle. Among the considered alternatives, the Alternative Middle was proposed for implementation due to the length, speed limit, low average annual daily traffic, existing bicycle facilities, and connectivity to the Community Redevelopment Areas (CRAs) identified in Miami -Dade County. To promote and enhance the user-friendly bicycle network, bicycle lanes, pavement markings and signages, and bicycle parking facilities were all proposed to be included in the Flagler Trail Network. The maps to the right display existing and funded bicycle faciltiies (top) and the connectivity of the proposed Flagler Trail alignment to a larger economic and transportation network (bottom). 20 Miami Bicycle Master Plan ®® City of Miami Traffic Management Master Plan The Traffic Management Process was developed to assist the City to prioritize improvements along congested corridors and to identify areas within the City that require traffic calming. The traffic management process serves as a screening measure for resident/stakeholder and City staff -identified transportation concerns using a tiered approach. The tiered approach allows the various components of the roadway to be examined and analyzed to identify appropriate improvements. The increasing population in the City of Miami is accelerating the need to improve existing pedestrian, bicycle, and transit facilities including creating additional multimodal options for residents, the workforce, visitors, and tourists to enhance mobility in the City of Miami. Many trips in the City of Miami are made in single occupant vehicles (SOV). Bicycle facilities are an important component to creating a shared right-of- way and alleviating congestion on the roadway by reducing SOV traffic. Additionally, an increase in micromobility options provides cost-effective methods to build capacity in a transportation system by expanding the participation of residents in alternative modes of transportation. The City of Miami Traffic Management Master Plan recommends prioritizing locations that show a significant need for bicycle facilities or in areas where improvements are feasible and there is sufficient right-of- way, and in areas that would assist in creating a completely connected bicycle facility network. The table to the right was pulled from the plan and details the application of Intelligent Transportation Systems among multiple transportation elements. Monitoring Sensors ` Weo Image Detection. Closed Circuit Television (CCTV) Cameras to monitor traffic on corridors and at key intersections in real-time. Traffic signals, pedestrian -activated crosswalks, transit signal priority, Traffic Control remote TMC operation of signals. emergency vehicle preemption, school flashers. and adaptive signal control to support the movement of traffic on the arterial network. Work Zone Portable traffic control devices (CCT`:', dynamic message signs [DMSI), Management queue detection and warning system. Information DMS, in -vehicle systems, websites, mobile applications, or other Dissemination information dissemination services to provide real-time information about road conditions. incidents or closures. Bike/Pedestrian Bicycle detection at intersections. bicycle application for signal detection, Applications 1 and Pedestrian Hybrid Beacon crossings_ Parking Management I Data collection and/or parking information dissemination related to parking availability. access, or restrictions. Arterial traffic management software, processing data to measure Central Systems effectiveness for operations, regional systems (e.g.. SunGuide` software) and other system types that collect, store or use data to support operational si4iational or planning decision for the transportation network. Literature Review 1 21 City of Miami Scooter Pilot Data The PopuIus Scooter Data was analyzed to understand the use of scooters throughout the City of Miami. Due to Covid-19, data maybe skewed as individuals were primarily at home and not utilizing shared -use scooters. However, regardless of time or conditions, Brickell Avenue possess the largest number of trips throughout the City of Miami. With data analyzed between February 6th, 2019 and September 28th, 2021, Brickell Avenue had nearly 90,635 trips of the 1,361,566 total trips. The demand and use of scooters have increased significantly as 75.2 percent (1,016,458 total trips) of those trips have occurred betweenjanuary 1st, 2021, and September 25th, 2021. The image below is a visual representation of daily trips made by scooter in the Brickell neighborhood of Miami. The top 10 corridors for shared -use scooters in 2021 is listed below: 1. Brickell Avenue 2. Southeast 2nd Avenue 3. Brickell Avenue Bridge 4. South Miami Avenue 5. Southeast 5th Street 6. Biscayne Boulevard 7. Southeast 4th Street 8. Southeast 8th Street 9. Northeast 2nd Avenue 10. Southeast 7th Street 22 Miami Bicycle Master Plan Routes Map Data slit wDay 6 11 5ep20. 2021 Data last Prora SePremher 29, 2021 Total Trf.: 1.351,566 Rour Trips: 1.25a.BB6192B% Top 10 Streets SW Mn si st'"t Name Trips f { k SW 6m $t Brk. Avenue I ,i— 901635 f Sputheas'2MAvenue, primary 07,595 m SW lth St i BrUdl Aertue Brld. l primary 86,060 SW Mh St Wh K-I Avenue l sec s, 72,699 Bluayx Boulaard'. primary 66,688 Soothe.' 4'h 5treet l wlmary 66.644 Soulhe.'5th St tI,e5Aenual 62DPI Soulhe.tft Streetlprlmary 59296 v 4y Saolhe.t 7lh Street l Ml ,r 55,701 'oP Nwthe.[2td Avenue',sxpMary 50.896 4 oy H swwst -�Etst dnd 51— SWlndst 5 E SW Ind 5, I i SW Brd St e bwa,ds, � I 3 e 591 am9 :'N tta 51 n C o� k EAV� 5 Swvtni, F � sw,tlro st 3 �° sw,wnsl � SW ,Im St sW ltm St 5 -- ��^� �' � �$ o yA'i0lhit— 9 FSW �h�4` temsi I 4 3 S P WISES a DAILTRIP5'AVG: C z O �, EMap6w EOpenS6ewMao lmgwe be ma The Underline The Underline aims to transform the land below Miami Metrorail into a 10-mile urban trail, linear park, and public art destination by year 2025. The project focuses on well-connected transit, promoting a healthy lifestyle, and serving as a gateway to the surrounding communities while enforcing the core value of building as an off -road, dedicated bicycle and pedestrian facility. The Underline will span from the north end of the Miami River to the south end near Dadeland South Metrorail Station serving as the primary bicycle and pedestrian connection in a regional network of existing and proposed trails. Through this plan, three (3) objectives were identified in the development of paths and intersections: Separate cyclists and pedestrians, establish clear paths at stations, and encourage alternative modes of travel to cars. Bicycle facilities such as signed routes, shared lane marking, on -street bike lanes, on -street buffered bike lanes, separated bike lanes, and MPATH off street trails will all be incorporated to achieve the goals and visions of this project. Since the completion of the master plan, the Underline has made significant progress. Thus far, phase one (1) of three (3) phases has been completed. In the northern terminus, Brickell Backyard (Phase 1) extends half a mile from the Miami River to SW 7th Street featuring urban biking and walking paths, flex basketball and soccer courts, an outdoor gym, nature and butterfly gardens, and open spaces to relax. Viscaya Station (Phase 2) is currently under construction and will span 2.14 miles from SW 13th Street to SW 19th Avenue. Lastly, Miami (Phase 3) is the largest of the three (3) phases and extends seven (7) miles from SW 19th Avenue to Dadeland South Metro Rail Station. Safety and ability to accommodate varying levels of use remains as the focus through the construction and implementation of all phases. As a multi - modal corridor, the Underline places an emphasis on promoting alternate modes of transportation and attracting new users to the Miami Metrorail. The images below detail the intended facility users (left), the location of the project at a city-wide level (middle), and the intended construction phasing of the project (right). Rana min r.wun.awa � 3� Wvsta.�tie�nway G�ayi.r Tr 1 I AtNntr: iru� ,I Mums R. w Grw — ^ .. . /:..... .. i............. ......... M•tt Link : WAlrn Tr.il rrrrrr The Underline Sna° C.N T•M ....... RKkenDkckM irw v Ja`a Cwmn . T,ad '� A Tr 1 a° $p•tA Dada TO t ��n CVtMr Tail 04c4 GfOk •+ C ..... Proposed S.xarro T-1 A 60 Complete o �r1..••1� Literature Review 1 23 Commodore Trail The Commodore Trail is viewed as an essential piece of Miami -Dade County's trail system. The trail connects the Rickenbacker Trail near Alice Wainwright Park to the Old Cutler Trail at Cartagena Circle. The five (5) mile trail segment connects pedestrians and cyclists to three (3) major multi -use trails, three (3) Metrorail stations, 10 public parks, 11 public and private schools, and more than 11 historic locations. The vision for Commodore trail is to be a multi -use urban pathway which improves the connectivity, safety, health, and economic development of the adjacent communities. 3 major multi -use trails (Rickenbacker, Underline, Old Cutler) 3 Metrorail stations (Vizcaya, Coconut Grove, Douglas) 10 public parks (Wainwright, Steele, Kennedy, Regatta, Myers, Peacock, Kirk Munroe Tennis Center, Barnacle, Sunrise Harbor, Ingraham) 11+ historic locations (Vizcaya, Miami City Hall, Woman's Club of Coconut Grove, Barnacle, Mariah Brown House, Coconut Grove Playhouse, Plymouth Church, El jardin, Kampong, Marjorie Stoneman Douglas House, and more) 11 public and private schools (LaSalle, Randsom Everglades, St. Stephens, Coconut Grove Elementary, Frances S. Tucker Elementary, Plymouth Preschool, St. Hugh Catholic School, Chabad of Miami, Carrollton School, Vanguard) 24 Miami Bicycle Master Plan Plan Z Spanning from Brickell to Key Biscayne, Plan Z focuses redesigning the Rickenbacker Causeway in an effort to remove the classification of Miami as one of the most dangerous cities to walk or bike in the country. In a response to recurring deaths of cyclists on the Rickenbacker Causeway, Plan Z merges the idea of design and concept with the need for increased safety and connectivity through the city of Miami. As the Rickenbacker Causeway is one of the most popular bicycling routes in America, no physical division between cars and bikes is present. This 12-mile redesign provides 30-foot-wide trails to create safe and complete separation between runners, cyclists, skaters, and drivers. Plan Z's goal is to minimize cycling risks while addressing concerns for a safer environment. The folling values and benefits were outlined on the official website for the Plan Z project: Mobility: Safety: Peace of mind for drivers as traffic will stream along the Rickenbacker Causeway. There will be no change in the number of vehicle lanes or speed limit. Complete separation between cuclists, skaers, and drivers Access Points: Improved for runners, cyclists and pedestrians as they gain entry to the Rickenbacker. ..W..1 -OF Resiliency: Roadway and the new Bear Cut Bridge will be elevated in response to Sea -Level Rise. Connectivity: Plan Z forms part of the Miami Loop and connects to the Underline without crossing or impeding traffic Play by the Bay: Plan Z proposes a new 20-acre waterfront park and beach on Virginia Key. am Literature Review 1 25 Au 41 �wn • � .' l r rr 'I. r r � _�� r �., `+;�' KJ'�,7� �•_ 1�"Q � • . �{jI,� Iu �,.. ^ r �.'"iS� �_? � 1 �' r ' f J1 TIO :^: Rom. �r '� � �J / �. :��+�� l ►� �+', I!�',. �Y��L'r�, r f" »' �4��. y I. Y/ �; �.J" � V•, t -t-& �o. y •,. _ l: .�4 3�. ::L 3��`' � J. 7R 1� -C h %-� • ' �� ✓ i,C f'�'al.:ifnY F :. �.• a .. '� ��%_ •� • �.�y-`�L\d• �� '• ,�'+ �fI •� 1 � �� ' w. a �!C � r r '.'rat s-� r � "� ,` -:g _�'i�_y,� Y � i�l . ( •.� :., -a C�,' �' ':�t•,-� '- t•,'� ,i `( .�' �/� ,5,° •,-,a�..:-c:*.�' T •�j•�c.: y-�, .r •j {r .�•lJ� � � r• .�'?. ,+ / � .r � r!,'�tJ/ 1'y 6• �', 1� . � t � /� f �,•qv-. � Alp tA C ` wJ► =� a c: ,�� .'>: _ At Av '\+Vr 4 CA .a !)mmunitv outrap Community Outreach Community outreach was held throughout the development of the City of Miami Bicycle Master Plan. This included participation in public events, publicly available surveys focused on bicycle comfortability, concerns, and travel patterns, regularly occurring Study Advisory Committee meetings, meetings with local cyclist groups, and an interactive online bicycle feedback map powered by ArcGIS. Below is a list of outreach events and meetings, summaries and documentation of the entire public outreach process are provided in Appendix A. (Vb October 29, 2021, Destinations Between Public Outreach Event (Vb November 18, 2021, Study Advisory Committee Meeting (Vb ,January 18, 2022, Miami -Dade County Department of Transportation and Public Works Meeting (same presentation as Study Advisory Committee Meeting, not included in the following pages) (Vb February 1, 2022, Friends of the Underline Meeting (Pb February 1, 2022, Plan Z Design Team Meeting (Vb February 25, 2022, Commodore Trail Design Team Meeting (Pe March 4, 2022, Friends of the Commodore Trail Meeting (Vb March 16, 2022, City Administration Meeting (Vb March 30, 2022, Study Advisory Committee Meeting (Pb May 10, 2022, Bicycle Pedestrian Advisory Committee Meeting (Vb ,January 5, 2026, Miami River Commission Meeting (Pe ,January 6, 2026, Bicycle Pedestrian Advisory Committee Meeting (Vb ,January 20, 2026, Bicycle Master Plan Public Workshop (Vb February 6, 2026, Meeting with Miami Downtown Development Authority (Pb February 19, 2026, Miami Transit Alliance Overtown Neighborhood Walking Audit A website for the project was created and is hosted by the City https://www.miami.gov/Transportation-Roadways/Bikes/Bike-Master- Plan. The website contains a survey, interactive map, and project documentation. The publicly available survey identified keyfactors contributing to commuting patterns and bicycle facility preferences among cyclists including: Primary purpose of bicycle trip Favorite locations to ride Concerns while biking Areas of improvement Availability of bicycle parking Over 700 people completed the online survey. The figures below display some of the key results from the survey. How can the Answers City of Miami bicycle network be improved? Count Percentage Protected bike lanes 508 73.94% Path connectivity 115 16.74% Other 56 8.15% Bicycle storage/parking 8 1.16% When riding Answers my bike in the City, I'm Count most concerned with: Percentage Safety 602 87.63% Connectivity 48 6.99% Other 22 3.2% Weather 14 2.04% Answers I primarily ride my bicycle: Count Percentage For pleasure/as a hobby 413 60.12% For multiple uses 153 22.27% To commute to work 62 9.02% To conduct errands 44 6.4% To the bus/train station 10 1.46% 28 Miami Bicycle Master Plan Email n..r• onr:.d. nvr.m:,i .m,.0 r.mr I primarily ride my bicycle:When riding my bike in the City, I'm most concerned with: '..J T.mm.out. [o --. to tontloa.mMs co�o�,rn.ay �') For d.swwu•+sobby w,,.,m.,. i;� Toth. ou✓a..n n.r o� _ How can the City of Miami bicycle network be improved? My favorite piece to ride my bike in Miami is .. ... Do you feel more of the City's resources should be used to improve bicvcle infrastructure? The interactive map was developed as an outlet for members of the public and stakeholders to provide recommendations and feedback on the types of bicycle facilities they would like to see implemented throughout the City of Miami (see screenshots of interactive map below). The interactive map allowed users to create corridor specific recommendations by selecting the following bicycle facility types: Separated Bike Lane Buffered/Protected Bike Lane Shared -Use Path Conventional Bike Lane Other (Please Specify) After selecting a facility type, users drew a segment atthe location where they would like to see the facility implemented. The location specific recommendation allowed users to place points at locations throughout the city and identified the following concerns: Bike Parking Needed » Difficult to cross Street/Intersection » Barrier or Restricted Access Bike Share Station Needed » Signage or Markings Needed » Public Restroom Facilities Needed Traffic Signal Needed » Mid -Block Crossing/Median Needed B .._ o o : _.;........:................................: See Instructions below IO """' add comments and..............:........ ........i.....? .. recommendations to the ...�� "'• map. t0 s _....' OQ comlaor SaKmo il.comm.nauon ,„.., o... � ......... � �m. ...,y...s m��.... e.n •�i1Q :...... •.. i0 ...,..n W,r...... <..w.....a...a .. - . ...ro,..... .. h 1 Q Location Yk RseommenGeflon a'...-..'............- a .. S 1 .......+... . �.. A.. O " ......... _. r fl.�Q'. .� ........... .•..o......... . `. .... M,—. ..... ••F�•� M • Miami •., ... ••' F ib'OOOm�:O4b0•. ...�...... -� - .._r.... ..�...........�.. �.i �' .. Q' O i The responses from the online survey and interactive map were heavily factored into the network determination process of the City of Miami Bicycle Master Plan update and influenced the locations of proposed facilities based on gaps identified in the bicycle network and the type of bicycle facility based on safety concerns, comfortability level, and location -based needs of the public. Link to the City of Miami Bicycle Master Plan website: https://www.miami.gov/Transportation-Roadways/Bikes/Bike-Master-Plan Community Outreach 1 29 i.. - n . iest Practices and Pc LJ - n . iest Practices and Pc LJ Bicycle Facility Types This section provides a description of bicycle facility types included in the proposed bicycle network analysis and typical roadway sections within the City of Miami where bicycle facilities will be implemented. Bicycling related best practices are included in this section and should be referenced as a resource when determining elements that can improve accessibility, efficiency, and safety among cyclists. Bicycle facilities are perceived differently by cyclists in terms of safety and comfort. The cyclist experience on different bicycle facilities varies based on traffic volumes, posted speeds, surrounding land uses, facility size, rider age, and level of skill as a rider. The type of facility implemented on a roadway should be dictated by these characteristics to ensure the highest level of efficiency and safety for cyclists. A corridor -specific evaluation of these elements guided the bicycle network proposed in a corridor -specific evaluation of land use and roadway characteristics guided the bicycle network analysis process and was a primary factor in determining which roadways are proposed to include bicycle facilities, and the type of bicycle facility to be implemented on a specific roadway. Lane repurposing was also a major technique used while determining the Bicycle Network Recommendations, as many on -street bicycle facilities are feasible for implementation through lane repurposing efforts. These efforts use general -travel lanes of vehicular traffic to then repurpose for other modes of transportation including bicycling and forms of micro -mobility. Lane widths can be restored to sizes appropriate to the roadway and land -use context and can also help lower vehicular speeds. For example, if a road has lanes wider than 12 feet and/or center turn lanes, the excess space can be repurposed to support other modes of transportation such as bicycle lanes. Within a strategic network, decisions must be made to determine the correct bicycle facility designated at each corridor with the goal of striving a balance between the needs and desires ofthe public and the feasibility of implementation. Detailing the many types of bicycle facilities and best practices is fundamental to the success of any bicycle mobility plan, as it ensures an understanding as to where and why certain facilities are appropriate for implementation. The following pages include summaries of the types of bicycle facilities proposed for implementation by this plan. On -Roadway Facilities Many bicycle facilities are placed on the roadway, either sharing space with motor vehicles along travel lanes or on a portion of the street designated by signage and/or pavement markings forthe preferential orexclusive useof bicyclists. On -roadway bicycle facilities recommended in this plan include: W Bicycle Boulevards are facilities designed to give bicycle travel priority through the use of signage, pavement markings, and with traffic calming treatments that discourage trips by vehicles and are best fit on low speed, low traffic volume roadways. Bicycle Boulevards are perceived as safer and more pleasant than routes along busy roadways because of low traffic volumes and the ability to cycle on a wide roadway. These facilities are planned to provide direct access to destinations and are primarily located on local roadways that have posted speed limits less than 30 mph, daily traffic volumes less_ than 3,000 vehicles per day (low traffic volumes), provide minimal delay to bicyclists crossing minor streets, and offer safe and convenient crossings at major streets. Note that all residential streets in the City of Miami have a posted speed limit of 25 - mph. Street design elements to include with bicycle boulevards include: = = Signage and wayfinding elements for bicyclists and drivers along the route Speed management techniques to reinforce the priority of bicycle travel along these corridors include posted speed signs of 25 mph or less, speed tables, stop signs for cross streets, and marked crosswalks, flashing beacons, or crossing signals at busy intersections. A critical element is to implement green color markings similar to what City of Miami Beach has used as part of their slow street's initiative. The green color markings have a distinctive impact on motorists and allow bicyclist to be more prominent in shared roadway conditions. 32 Miami Bicycle Master Plan Bicycle Boulevard Pavement Marking Source: Kabircares.org Example of signage and pavement markings for Bicycle Boulevards Bicycle Boulevard Pavement Markings Source: Nacto.org c9b Bicycle Lanes provide exclusive space for bicyclists next to vehicle travel lanes. These typically lead to the most predictable form of bicycle travel which can increase safety based on the predictable movements and designated area of the bicycle lanes. Bicycle lanes are most effective at improving safety among bicyclists on roadways with less than 3,000 vehicles per day and posted speeds of 25 MPH or less. For roadways with highertraffic volumes and speeds, bicycle lanes are ideal when right-of-way restricts the implementation of more protected facilities. Dedicated bike lanes are typically five (5) feet wide adjacent to on -street parking or a guiderail, and four (4) feet when on -street parking is not present. co Buffered Bicycle Lanes separate bicycle travel lanes from vehicular travel lanes by two (2) solid -white pavement markings creating a buffer between both modes of transportation. The interiorofthe buffer may use differentpaving materials to further emphasize the separation of the bicycle lane from vehicle travel lanes or parking spaces. Benefits of buffered bicycle lanes include additional spaces for passing and obstacle avoidance withoutentering vehicletravel lanes. Awareness of cyclists is also improved, as the bicycle lane is more prevalentwith the presence of a painted buffer. This treatment is typically best fit on roadways with travel speeds over 25 MPH and travel volumes greater than 3,000 vehicles per day due to the protective abilities of the buffer. Streets with extra travel lanes wide travel lanes or wide on -street parking that can be reduced or repurposed are most feasible for implementing buffered bicycle lanes. Special treatments should be considered at transit stops to manage the interaction between cyclists and pedestrians. Buffered bicycle lanes are typically seven (7) feet wide- providing a four (4) foot through travel lane, and a three (3) foot buffer to allow passenger loading and prevent door collisions when adjacent on -street parking is present. W „El _ a, ,a, E�Ms,_ _ . a Bicycle Lanes on South Miami Avenue, Miami Pe - Buffered Bicycle Lane, SE 1st Street Bicycle Lane on W Flagler Street, west of NW 19th Avenue Best Practices and Policy Review 33 Separated Facilities Bicycle lanes may also be designed with some degree of physical separation from motor vehicle lanes. Nationwide studies indicate that these types of facilities are the most attractive to less experienced riders and to potential riders who are concerned aboutthe safety risks of bicycling in urban settings. Types of separated bicycle facilities recommended in this plan include: (9b Protected Bicycle Lanes are facilities located within or directly adjacent to the roadway physically separated from motor vehicle traffic with a vertical element. There are many different ways in which to create a protected bicycle lane, but the primary defining feature is that there is dedicated space for cyclists separate from motor vehicle travel and parking lanes. Protection of the bicycle lanes is typically provided by a curb, "armadillos", bollards, parked cars, or landscaping installments. The specific fitting of the treatment depends on the land -use and roadway context and available right-of-way but are typically optimized when located nextto the edge of roadway and continued for long distances. When applicable, this location allows the lanesto gain additional protection from on -street parking and existing landscape installations such as stormwater retention basins. Conflicts between parked vehicles such as double-parking or "dooring" caused by the careless opening of car doors are minimized, along with vehicle -involved collisions. Streets with wide sections, extra travel lanes, and wide travel lanes or wide on -street parking that can be reduced or repurposed are most feasible for implementing protected bicycle lanes. On high traffic volume, high speed ---- -- ,�. roadways protected bicycle _ lanes provide the greatestfi form of protection from motorists. Special treatments should be considered at transit stops to manage the interaction between cyclists and pedestrians. ♦ Wit. ��*` . Two -Way Protected Bicycle Lane 34 Miami Bicycle Master Plan wNNW P.� Protected Bicycle Lane using Curbs 1 Will Wolof 0- - FSAA Protected Bicycle Lane using "armadillos" Two-way protected bicycle lanes aIlow for bi-directionaItravel on one faciIity.These faciIities require mitigation for confIictsatintersection, including dedicated bicycle signals- see Intersection Treatments section for additional mitigation methods. Two-way protected bicycle lanes are best fit in highly urban environments where it is easier to provide bicycle facilties only on specific streets, particularly if those streets are one-way to vehicles. One-way protected bicycle lanes are typically eight (8) feet and two-way protected bicycle lanes are typically 11 feet. c90 Raised Separated Bicycle Lanes - A version of separated bicycle lanes, raised separated bicycle lanes use grade separation either at sidewalk grade or an intermediate grade to give the cyclist further separation from vehicle and roadway activities. These facilities are also ideal for supporting micro -mobility devices, as it creates separation between pedestrian traffic and fast -traveling devices. Dockless parking can be placed adjacent to the lane, which provides accessibility and ease when beginning or completing micro -mobility trips. Note that this treatment was not included as part of the bicycle network improvements but should be explored as an alternative option where protected bicycle lanes are recommended. we Shared -Use Paths are facilities separated from vehicular traffic by an open space or barrierand offer moreflexibilityfor implementation as these facilities are notjoinedto the roadway. Shared use paths are used by pedestrians, runners, bicyclists, scooters, and otherforms of micro -mobility. As shared use paths serve pedestrians, they must comply with Americans with Disabilities Act (ADA) standards. To support inter -city connectivity, shared -use paths recommended in this plan are near or linked to other existing or proposed bicycle facilities. This facility is most feasible in areas with a large amount of undeveloped or unused land -- near a roadway, as the space provides opportunities to be converted into a wide path for multiple users. These paths are usually 10 feet wide but can be 8 feet wide in constrained conditions for short distances. Shared -Use Path at Crossing -1 Raised Separated Bicycle Lane Shared -Use Path: M-Path Best Practices and Policy Review 35 Intersection Treatments Intersecting roadways whether signalized or unsignalized create a significant conflict area for bicycle facilities regardless of the type of bicycle facility. Treatments need to be provided for the various types of intersections including unsignalized limited access intersection crossing, unsignalized full access intersection crossing, and signalized full access intersection crossing. Unsignalized limited access intersection crossings consist of a right -turn only from the minor street to the major street. The major street will also have a right -turn only onto the minor street and may also have a left -turn only as well. This access treatment results in using the center median (peanut) on the major street as a median refuge island for bicycle movements. A portion of the raised center median is removed to accommodate bicycles through the median, while prohibiting vehicles. The preferred width of median refuge islands is a minimum of 10 feet. However, the minimum width can be as narrow as 6 feet wide. Example of Unsignalized Limited Access Approach on NW 3rd Street at NW 27th Avenue Note that median refuge islands are not the preferred treatment at high volume arterials as this could present safety issues for bicyclists. At crossings with high volume arterials it is preferred to have bicycle facilities on at signalized control. 36 Miami Bicycle Master Plan For crossing unsignalized full access intersections, pavement markings are provided across the intersection to indicate the path of cyclists. These markings provide a clear path and boundary between bicyclists and through or turning vehicles in the adjacent lane. Several variations of pavement markings can be implemented to raise bicycle -crossing awareness, including: Shared -Lane Markings Markings with Dotted Lines Markings with Dotted Lines and Chevrons Markings with Dotted Lines and Shared -Lane Markings Markings with Elephant's Feet Markings with Dotted Lines or Elephant's Feet and Green -Painted Lanes Unsignalized Full Access Approach on NW 3rd Street at NW 57th Avenue Increasing the prominence of on -street bicycle markings help reinforce the priority of through bicyclist movement over turning vehicles and reduces perceived conflicts between cyclists and motorists through more predictable placement of cyclists at the intersection. Note that to implement green color crossing markings one of two criteria needs to be satisfied including the following: 1. History of three (3) or more vehicle/bicycle crashes at or adjacent to the traffic conflict area over the most recent three-year period. 2. Observed and documented conflicts between vehicles and bicycles for a minimum of two (2) separate data collection periods, conducted on different days in one (1) month include one (1) weekday and weekend period during peak bicycle travel times. Each observation period should be for a minimum of two (2) hours. Markings with Dotted Lines Source: Nacto.org Markings with Elephant's Feet Source: Nacto.org Markings with Dotted Lines and Shared -Lane Markings Source: Nacto.org Markings with Dotted Lines and Green -Painted Lanes Source: Nacto.org Best Practices and Policy Review 37 Signalized intersection crossings require bike boxes. Bike boxes are a designated area on an intersection approach in advance of the stop bar pavement marking (see photo below). This provides bicyclists with a safe and visible way to get motorist attention and alert them of the bicyclist during a red signal phase. Note that this treatment requires "No Turn on Red" operation to prevent vehicles from crossing the bike box where exclusive right -turn lanes are not provided. Bike boxes can be extended across multiple travel lanes to facilitate bicycle left -turn positioning. Two -stage turn queue allows bicyclists to make a left -turn at a multi -lane signalized intersection from a curb bicycle facility (right side) or a right -turn from a center bicycle facility (left side). This treatment creates safe making left -turn movements that reduces conflicts with vehicles and provides a formal queuing area for bicyclists making a two -stage turn (see photo below). The turning operation consists of the following: 1. Cyclist enters the intersection straight ahead of the dedicated crosswalk path. Signalized Full Access Approach on NW 10th Avenue at NW 54th Street 2. Cyclist waits in a queue box on the far side of the intersection at the cross -street approach that currently has a red signal phase. 3. When the cross street green signal phase is illuminated the bicyclist proceeds. Bicyclists need to receive two (2) separate green signal indications to turn- one for the through street, followed by one for the cross street. Two -stage turn queue boxes may also be used at unsignalized intersections to simplify turns from a dedicated bicycle lane. Locations where a bicycle boulevard passes through an intersection is an especially appropriate application of this technique, due to its ability to increase the prominence of a bicycle facility without a dedicated lane in a high -conflict environment. At midblock crossing locations, a two -stage turn queue box may be used to orient bicyclists properly for safe crossings. Multiple positions are available for queuing boxes, depending on intersection configuration. Bike Box Source: Nacto.org 38 Miami Bicycle Master Plan aF L. Two -stage Turn Queue Source: Nacto.org A Bicycle Parking Considerations Supplying safe and secure bicycle parking throughout the City of Miami is a critical component to increasing ridership and building a comprehensive bicycle network. Bicycle parking is most effective when placed in concentrated areas of economic and social activity that are easily accessible by bicyclists or pedestrians. Afew examples include Bayfront Marketplace/FTX Arena, Mary Brickell Village, Jackson Memorial Health Complex, or Wynwood Walls, transit stops (including MetroMover and MetroRail), parks, grocery stores, and dense residential areas. The amount of bicycle parking should be tailored to the number of daily trips a particular location is estimated to receive- a large activity generator such as FTX Arena needs much more dedicated bicycle parking facilities than a local grocery store. The type of bicycle parking facility will depend on the surrounding land use contextand restrictions of the street. In any setting, bicycle parking needs to be clearly visible to help cyclists easily locate parking locations as they approach the destination. Signage, pavement markings, and bright paint can all be implemented to increase the visibility of bicycle parking facilities. Short-term bicycle facilities such as an the inverted U, post & ring, or bike corral are most effective at locations where the destination is intended to produce quick trips, typically less than two hours. The primary advantage of short-term bicycle parking is convenience, as it can often be located directly at the entrance of the destination in highly accessible and visible areas. Long-term parking facilities such as bike lockers or bike shelters that provide increased protection against damage and theft are ideal at locations where the destination is likely to keep users at the location for longer than two INVERTED hours. Unauthorized access is largely reduced at long-term parking facilities, but additional measures can still be taken to reduce the MEE possibility of damage or theft. BIKE LOCKERS POST S RING Natural access control relies on doors, fences, shrubs, and other physical elements to separate a bicycle parking facility from the general public. Access control can be achieved in individual dwellings or commercial establishments by the use of locks, doors and window barriers. However, beyond private property onto public CORRAL or semi-public spaces, the application of access control needs more attention. Properly located entrances, exits, fencing, landscaping and lighting can subtly direct both foot and vehicular traffic in ways that decreases chances of theft or damage to bicycles. Access - control is more difficult on streets and areas that are entirely open to public use. Techniques for controlling access in these Short -Term Bicycle Parking Facilities SHELTERED SECURE ENCLOSURE Long -Term Bicycle Parking Facilities Best Practices and Policy Review 39 circumstances include nonphysical or `psychological' barriers such as signs, paving textures, nature strips or anything that announces the integrity and uniqueness of an area. Because any strategy that creates access control is also likely to impede movement, careful consideration should be given to access control strategies. Such strategies may limitthe opportunity for crimes butshould not hinderthe mobility of cyclists. The following guidelines should be used when determining the location and design of bicycle parking: Bicycle Parking Location (Pb As close to destination and activity generators as possible. duo Near high natural surveillance area and high trafficked areas. duo Separate from pedestrian areas to avoid accidental damage to bikes and maintain a clear, unobstructed path for other modes of travel. duo Bicycle parking should be equally accessible as vehicle parking for residential developments. duo Near the entrances of major public venues such as hospitals, schools, business districts, and recreational/leisure facilities. Bicycle Parking Design duo Ability to secure both wheels and frame of bicycle. duo A canopy/roof should be provided over long-term parking to provide protection from weather conditions and to attract usage. (Po Ensure compatibility with various locks and bicycle frames sold at retail stores. Install highly visible signage, so the facility can be seen from a distance. Information such as conditions of use, applicable charges, or whether the facilities are for public or private use should also be displayed at the parking location. Management and Maintenance 070 High quality, attractive facilities, which are well maintained promote a sense of safety and security. duo Provide easy to use equipment, with effortless operation (avoiding lifting or awkward maneuvering) to encourage usage. Instructions should be provided if any special equipment is necessary. (Pb Highly utilized facilities are well managed and kept clean. Abandoned bicycles should be removed within a specified period to avoid the appearance of neglect. 40 Miami Bicycle Master Plan PLACEMENT The following minimum spacing requirements apply to some common installations of fixtures like inverted-U or post -and -ring racks that park one bicycle roughly centered on each side of the rack. Recommended clearances are given first, with minimums in parentheses where appropriate. In areas with tight clearances, consider wheelwell-secure racks (page 6), which can be placed closer to walls and constrain the bicycle footprint more reliably than inverted-U and post -and -ring racks. The footprint of a typical bicycle is approximately 6' x 2'. Cargo bikes and bikes with trailers can extend to 10' or longer. T 96" (72" MIN) T 60" (48"IMIN) L T 96" T(72" MIN) 4Iy8" (36" MIN) .36"- �y 1 «36" (24" MIN) T 488" (36" MIN) J may" —120" RECOMMENDED — Sidewalk racks adjacent to on -street auto parking should be placed between parking stalls to avoid conflicts with opening car doors. I 36 r 24" MIN Y 36"-;(24 "MIN) 16' MIN 96"RECOMMENDED CROSSWALK IIIIY O .— 60"—72"— 0-0 — 48"— 0 r 24" (36" PREFERRED WHEN ADJACENT TO AUTO PARKING) Y CROSSWALK F Bicycle Parking Locations Source: apbp.org Bicycle Locker Facility Bicycle Parking Pavement Markings Best Practices and Policy Review 41 Secure Bicycle Parking at Transit Facilities Secure bicycle parking at transit stations is essential to make first- last- mile transit connectivity viable and reliable. Secure bicycle parking consists of short-term parking that needs to be convenient and easy to use as well as long-term parking that needs to be secure and sheltered. Typically, if a bicyclist is parking for two (2) or more hours they will prefer security and shelter above the convenience and ease of short- term parking. Types of bicycle parking include bicycle racks (short-term parking), lockers (short-term and long-term parking), and lids (short-term and long-term) parking. for bicycles needs to be between the bicycle network Provide secure bicycle parking (bicycle racks, lockers, and lids). The bicycle parking needs to follow Crime Prevention Through Environmental Design (CPTED) where bicycle parking is under Closed -Circuit Television (CCTV) monitor, well -lit area, cordoned -off from the rest of the transit facility with one-way in and one-way out, and next to a building structure. There are four (4) principles to CPTED including: d0b Surveillance: people are seen and can be seen d0b Access Management: users are passively directed to a specific place, while restricting non -users d0b Territorial: ownership of an area is defined by clear boundaries (Vb Facility Quality: well maintained and high -quality environments attract users and aid surveillance Additionally, there are three (3) ways in which the physical environment may be managed in order to reduce the opportunity for crime: d9b Natural: Inclusive of basic security through defined borders and windows for surveillance d9b Organized: formal, manned security d9b Mechanical: use of CCTV, locks, and lighting It is recommended to place designated bicycle parking areas in locations where natural surveillance is achievable- preferably near activity generators and areas of frequent pedestrian activity. Transit stations are ideal locations for designated bicycle parking infrastructure due to the station's ability to link multiple modes of travel and increase trip length for micro -mobility users. Due to the limited use of transit stations outside of peak commute times, additional measures must be implemented to improve the security of bicycle parking. Bicycle parking areas around transit station should be regularly patrolled and suspicious activity should be reported by the security patrol to deter theft and damage. Additionally, security at these stations can ask for the identification of individuals entering the designated bicycle parking areas. Additionally, emergency phones should be well signed and lit near bicycle parking. At transit stations with high incidences of bicycle theft, providing more secure long-term bicycle parking is recommended. 42 Miami Bicycle Master Plan Maintenance of transit faciIities is also a major determinant as to how effective the location will beat providing secure bicycle parking, and how comfortable cyclists will feel using the station as a intermodaI hub. Clean transit facilities with comfortable and adequate lighting, welcoming site access, and visible surveillance are highly desirable among multi mod aI users and are likely to increase the amount of community presence at that facility. Another extension of the concept is that social cohesion and a general sense of security can be reinforced through the development of the identity and image of a community. This approach can improve not only the image of the population has of itself, and its domain, but also the projection of that image to others. With clear spatial definitions such as the subdivision of space into different degrees of public/ semi-public/ private areas and the raising of standards and expectations, the level of social estrangement would decline. Maintenance and management need to be considered at the design stage, as the selection of materials and finishes will impactthe types of maintenance regimes that can be sustained over time. Landscape design, trash disposal locations, and restroom placement are a few elements that must be evaluated for their long-term effectiveness and influence on access and safety. Secure Bike Parking used by Miami -Dade Transit Source: bikelid.com Best Practices and Policy Review 43 Complete Streets Miami -Dade County developed the Miami -Dade Complete Streets Design Guidelines (2016) document to establish standards for the configuration of public streets based on street typologies. The Complete Streets Guidelines provide a variety of elements that can be incorporated in a roadway to balance the trips for all modes of transportation and create more inclusive environments for bicyclists and pedestrians. The Complete Streets Guidelines provide transportation demand management strategies that can be implemented by the City of Miami. The Miami -Dade Complete Streets Design Guidelines aims to promote sustainability, health, and safety of the community by repurposing the right-of-way of public streets to accommodate all modes of travel (i.e., transit, bicycle, and walking). Complete Streets provide benefits such as public health, equity, and safety through contextual design and planning. The Complete Streets concept serves as a public entity resource that can be referenced when future roadway modifications are proposed. Complete Streets typologies categorize streets based on land use and roadway characteristics and also considers the intended users of the roadway such as pedestrians, vehicles, freight, micro -mobility, and transit. Assigning the proper typology to a street can help guide what design and planning options are best for the roadway. The following characteristics are used for classifying streets with Complete Streets typologies: (Pb Average Daily Traffic (ADT) (Pb Number of through travel lanes (Pb Target speed for motorized vehicles (Pb Presence of on -street parking (Pb Average block length (Pb Flow of traffic (two-way/one-way) 44 Miami Bicycle Master Plan ae'ple wIo 1, a �n d 100.000 car trips 1q.700 is the average Increased pedatran increased preys—L, Pedevnan street ei nho".L wdn were replaced h Every SI communilks Momea unto nigher act-t n q repla y annual savings Irom Street a<Irvity xlf y promotes a[nvdy increases ^rest in Irancil Walk Scores sell sitlewalks on roads hike (rips once a � cnoosmq to ride a9 a Self-poucinq. better grade:, support of local re 47% mare likely onto. it would cut 9.neratas Sf in transit instead o1 Ipr between 56,000 eNernnq uimmaf ' [It ok at tendance. businesses. expands economic returns_ and S3a.000 mare. to be active at least carbon dioxide (CO') _ _,- doting alone. _ _ - benavwr. and classrown employment 30 mmules per day. em.ss.ans by 3.76G havioropportunities. and —" Ions/year Y_ promotes reinvestment into the local KonomY. i' -I - -= f'r-- - - - - Yti-see'per' - t I y. o _, ,_ o •� �. I Benefits of Complete Streets Infographic These factors help determine intended function of the road and which amenities are applicable. For example, a low volume roadway in a residential area will have considerably different pedestrian needs compared to a low volume roadway in the Downtown area. The pedestrian needs provided in the graphic below show the minimum widths of the different off-street zones for each Complete Street typology. The off- street zones include: (Pb Frontage Zone: occupies the space between the front of a building or yard and should be maximized to provide space for cafe seating, green elements, and gathering, but not at the expense of reducing the Pedestrian Zone below the recommended minimum widths. (Pb Pedestrian Zone: should be kept clear of obstructions; should be as straight as is feasible; should provide adequate width, particularly in high pedestrian volume areas. Shared -use paths capable of simultaneously supporting pedestrians and micro -mobility are ideally located in the pedestrian zone. duo Furnishing Zone: should be maximized to provide as great a buffer as possible between traffic and pedestrians, this can be accomplished with bike lanes or street parking where there is not sufficient room for a large furnishing zone. Where on -street parking is provided, curb extensions or other elements can be used to calm traffic and provide extra space for furniture and greenscaping. Non -Motorized Travel Zones Best Practices and Policy Review 45 The categories of the Complete Streets typology include Thoroughfares, Feeder Roads, Civic Streets, Neighborhood Streets, and Service Ways. The following sections illustrate each category and identify key characteristics of the roadways. Thoroughfares (TH) support the movement of large volumes of people and accommodate longer trips. They contain the widest right-of-way and provide connectivity between barriers such as freeways connecting cities and districts. Key characteristics of Thoroughfares include: duo Raised medians coo Sidewalks possibly separated from traveled way duo Regional truck routes duo Regional and local transit service Examples of thoroughfare roads in the City of Miami include: SW 8th Street/SR 90/US-41 NW 27th Avenue/SR 9 SW 42nd Avenue/SR 953 Thoroughfares roads typically experience daily volumes of 40,000 to 70,000 vpd (vehicles per day) and have speed limits of 35 to 45 MPH. Feeder Roads (FR) create access between an incorporated into the street. Key characteristics of Feeder Roads include: (Pb Potential medians duo Regional and local transit activity dt Local truck routes coo Bicycle lanes urban center and surrounding neighborhoods. Some multimodal facilities begin to be Examples of feeder roads in the City of Miami include: North Miami Avenue f U W W W U W . U ■ NW 2nd Avenue NW 17th Avenue Feeder Roads roads typically experience daily volumes of 5,000 to 40,000 vpd (vehicles per day) and have speed limits of 35 to 45 MPH. 46 Miami Bicycle Master Plan Civic Streets (CS) create environments capable of supporting economic and social activity, while also providing access to businesses and commercial destinations through a variety of transportation modes. Civic Streets should balance the needs of people who live and work along the street as well as the needs of commuters. Key characteristics of Civic Streets include: duo Local transit service duo Exclusive or shared bicycle lane duo Zones for local deliveries only duo Multimodal facilities duo Bicycle parking stations Examples of civic streets in the City of Miami include: o NW 41st Street o SE 1st Street 4 f .�. Y .. Civic Streets roads typically experience daily volumes of 3,000 to 8,000 vpd (vehicles per day) and have speed limits of 30 to 40 MPH. Neighborhood Streets (NS) typically serve local trips and have low traffic volumes and speeds compared to the other street typologies. Neighborhood Streets provide access to parks, schools, or institutional facilities including local retail. Key characteristics of Neighborhood Streets include: duo Shared or dedicated bicycle facilities GPb A pedestrian sidewalk GPb Minimal pavement markings on the roadway GPb Landscape buffers Examples of neighborhood streets in the City of Miami include: o Virginia Street o Brickell Bay Drive AWK o N E 69th Street Neighborhood Streets roads typically experience daily volumes of less than 3,000 vpd (vehicles per day) and have speed limits of 30 MPH or less. Best Practices and Policy Review 47 A Service Way (SW) provides connections between residential streets. Service Ways provide access for loading, delivery operations, and driveway access for activities such as garbage pick-up and utility work. Figure 12 shows a profile example of a Service Way. Throughout the City of Miami, some of these roadways have been repurposed to accommodate bicycle travel by adding lane markings and improving pavement conditions. Key characteristics of Service Ways include: (Pb One (1) lane total (fflo Narrow right-of-way (Po Residential driveway access (Pb No sidewalks ■ ■ Example of Service Way between NW 43rd Street and NW 44th Street in Miami 48 Miami Bicycle Master Plan FDOT Context Classification FDOT's Context Classification provides guidelines consisting of eight (8) categories that account for adjacent land uses, roadway connectivity characteristics, and socioeconomic characteristics. FDOT developed the context classification criteria out of a need to better define the context of state -maintained roadways beyond urban and rural classifications and to incorporate multimodal needs into the existing functional classification system. The FDOT Context Classification system identifies the general characteristics of the surrounding area, the current roadway connections, and traffic patterns, to determine roadway standards. Establishing who uses the roadway and for what purpose will specify the opportunities and guidelines of an identified roadway. Using the FDOT Context Classifications as a design guide will help inform decision -makers of the multimodal elements and roadway features most needed to create an environment capable of supporting the typical roadway users and land uses surrounding the roadway. Common features informed bythe context classification type include the number of lanes, sidewalk widths, and transportation facilitytypes such as bike lanes, bus shelters, or parking. For example, a roadway classified as a C6-Urban Core roadway typically needs large sidewalks and bicycle lanes to accommodate large quantities of bicyclists and pedestrians. In addition, this area would experience greater use of the transit system than other roadways, meaning that large bus shelters are ideal to implement. The figure below shows the differences between each classification, and the following table details typical conditions and development patterns expected in each classification environment. Natural 01" MMAW vf_ C2- C2T- C3R- Rural RuralSuburban Town Residential C3C- Suburban v Commercial C4- C5- Urban Urban General Center G C6- Urban Core Best Practices and Policy Review 49 Areas of the highest densities and building Building Height: >4 floors heights that include a mix of uses built up Retail, Office, to the roadway. Typically designated as Setback Distance: <10 ft. Institutional, regional centers and destinations. Parking Block Length: <660 ft. or Multi -Family typically located in the rear or a parking Block Perimeter: <2,500 ft. Residential garage. Mix of uses set within small blocks with a Building Height: 1-5 floors Retail, Office, well-connected roadway network. Typically Setback Distance: <20 ft. Institutional, concentrated around a few blocks and Single/Multi-Family identified as part of a civic or economic Block Length: <500 ft. Residential, or center of a community or city. Block Perimeter: <2,500 ft. Light Industrial Mix of uses set within small blocks with Building Height: 1 3 floors Neighborhood - a well-connected roadway network. Scale Retail, Office, Activities and uses less concentrated and Setback Distance: <75 ft. Institutional, or like) to extend Ion distances throughout Y g 9 Block Length: <500 ft. Fa Single/Multi-Family a corridor. Residential neighborhoods Block Perimeter: <3,000 ft. Residential typically located behind fronting uses. Building Height: 1 floor (retail Mostly non-residential uses with large uses), 1-4 floors (office uses) Retail, Office, building footprints and large parking lots Setback Distance: >75 ft. Institutional, Multi - within large blocks and a disconnected or Family Residential, sparse roadway network. Block Length: >660 ft. or Industrial Block Perimeter: >3,000 ft. Mostly residential uses within large blocks Building Height: 1-2 floors and a disconnected or sparse roadway Setback Distance: 20-75 ft. Primarily Single/ Multly network. Minimal or no interaction Residential Block Length: N/A Residential between uses and the roadway. Block Perimeter: N/A 50 Miami Bicycle Master Plan Building Height: 1-2 floors Retail, Office, Small concentrations of developed areas Setback Distance: <20 ft. Single/Multi- immediately surrounded by rural and Family Residential, natural areas, includes many historic towns. Block Length: <500 ft. Institutional, Block Perimeter: <3,000 ft. Industrial Building Height: 1-2 floors Sparsely settled lands - may include Setback Distance: Inconsistent Agricultural or agricultural land, grassland, woodland, and Single -Family wetlands. Block Length: N/A Residential Block Perimeter: N/A Building Height: N/A Lands preserved in a natural or wilderness Conservation Land, Setback Distance: N/A condition, including lands unsuitable for Open Space, or settlement due to natural conditions. Block Length: N/A Park Block Perimeter: N/A Best Practices and Policy Review 51 Policy Strategies The City's Traffic Management Plan established multimodal transportation policy guidance for future policy related to Transportation Demand Management (TDM), Transportation Control Measures (TCM), and mobility strategies. Understanding the trends in multimodal transportation policy and mobility strategies can guide future City of Miami policy with the overarching goal of reduced commute times and decreased congestion. Additionally, TDM/ TCM address howandwhen people need totravel. TDM/TCM strategies include elements that improve transportation system efficiency by reducing single occupant vehicle (SOV) trips to improve, enhance, and encourage multimodal options such as carpooling, micromobility (bicycles, scooters. skateboards, etc.), public transit, and walking. These strategies can identify cost-effective methods to build capacity in a transportation system by increasing the participation of residents in modes of transportation other than a vehicle. These strategies can be implemented as part of the land development process for specific sites and by the City of Miami. The figure to the right illustrates the types of TDM/TCM implementation and the strategies recommended for each. Mobility Fee Multimodal TDM/TCM TDM/TCM Land Trasportation Municipal Development > > Projects Mobility TDM/TCM Fees Strategies 'A The City of Miami does not currently incorporate a mobility fee for developments. Establishing a mobility fee system would increase funds for capital improvement projects and can be used to improve existing infrastructure and create new transportation facilities to decrease SOV trips and encourage more trips completed through micromobility or walking. The City of Miami Beach's Transportation Master Plan provides an example of implementing a mobility fee to fund mobility improvements identified in the plan. The Transportation Master Plan identifies developments as funding mechanisms to support capital expenses and transportation facilities located in the City of Miami Beach. Funds can further be invested in initiatives that can help decrease SOV trips and encourage residents to use alternative modes of transportation. The mobility fee schedule was established by reviewing existing land development patterns and the City's business tax categories. The fee associated with each land use was calculated based on considering the net external trips based on ITE Trip Generation rates, the average trip length per trip purpose derived from the National Household Travel Survey (NHTS) database specifically for Miami Beach, and mode split and vehicle occupancy rates from the Miami Beach Transportation Plan. 52 Miami Bicycle Master Plan New Development Transportation Demand Management (TDM) Transportation Control Measures (TCM) Strategies New developments should propose a TDM/TCM plan to reduce the impacts of the project traffic on the surrounding roadway network and reduce the reliance on SOV trips and promote multimodal transportation. In addition, other measures should be under consideration to encourage the use of public transportation, bicycling, walking, and identifying alternatives to typical workday hours. Private developers should consider incorporating best practices strategies and methods such as the following: duo Creation of an Employee Transportation Coordinator position to run the Transportation Control Measures (TCM) programs (Ob Subsidized transit passes for employees (YQ) Provide secure short-term and long-term bicycle parking (bicycle racks, lockers, and lids) (Ob Provide bicycle facilities on adjacent roadway network (5k) Providing a Citibike station or bike rentals duo Wide hallways to accommodate bicycles duo Elevators that can accommodate bikes o-o Bike workroom or shop (Ob Bike washing stations c Bike drop-off/valet service duo Secure bicycle parking/bicycle lids (Ob Projects located along shared use/multi-use paths need to provide direct connectivity to those facilities To further encourage multimodal transportation, it is recommended thatthe City of Miami adopt an ordinance that requires development and redevelopment projects located adjacent to multi-use/shared use paths such as but not limited to the Miami River Greenway/Baywalk, Flagler Trail, Commodore Trail, Underline, M-Path, and Plan Z provide direct pedestrian and/or bicycle connectivity to those facilities. Best Practices and Policy Review 53 US Census Journey to Work Data A guiding standard throughout the network determination process was the dedication to providing equitable and reliable bicycle facilities throughout the City of Miami. The Bicycle Network proposed in this plan focused heavily on providing facilities in areas of high population, low income, low vehicle ownership, and close access to transit. Population, Employment, and Income data was compiled from the U.S. Census Bureau atthe block level and was analyzed to determine areas most in need of multimodal facilities- which are typically areas of high population, high employment, and low income. Below is a snapshot of key Census characteristics in the City of Miami. Total Population 487,014 54 Miami Bicycle Master Plan a Median Household Income $62,462 Poverty Rate Mean Travel Time to Work 19.4% 27.3 minutes Data Source: https://www.census.gov/quickfacts/fact/table/miamicityflorida/PST045224 Replica Replica is a publicly available data set that uses US Census, land use regulations, aggregate mobile location, credit transaction data, and real estate transaction data. Additionally, Replica data evaluates all trips that enter and exit the City of Miami. It is expected that a portion of residents and guests will choose to walk, bike, or use public transit to and from the proposed development. It includes daily non-commercial travel by all modes, including characteristics of the people traveling, their household, and their vehicles. This source will provide useful travel behavior data to incorporate to the City of Miami Bicycle Master Plan to ensure transportation networks are accurately planned. Data Source: https://https://studio.replicahq.com/places/studies/zvof5jl Best Practices and Policy Review 55 NACTO Urban Bikeway Design Guide The National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide provides resources and case studies showcasing state -of -the -practice solutions aimed at creating complete streets that are safe and enjoyable for bicyclists. This document guided the City of Miami Bicycle Master Plan while determining the feasibility of different bicycle facility types on roadways throughout the city. Direction on best practices for separated bike lanes (also known as cycle tracks) as well as neighborhood greenways was also taken from the guide. Design standards and best practices for intersection treatments, bicycle signals, and bikeway signs and markings should be further analyzed during the implementation process, as each street will present their own challenges and opportunities. Project for Public Spaces The Project for Public Spaces (PPS) is a non-profit planning, design, and educational organization that advocates for the creation of lively public spaces as a tool to build strong communities. It offers resources and case studies to advance the placemaking movement. The PPS have completed projects in more than 3,500 communities in over 50 countries and all 50 U.S. As such, it is a reliable source for best practices, information, and resources on placemaking. The initiative promotes great streets as the backbone of successful communities, redefining them as spaces that connect people to where they need to go, while enhancing and supporting the destinations they serve. WHAT MAKES A GREAT PLACE? t r P-66-L-1-C I111111/SPACES A .,.. ....... PUCE -pip NIP 56 Miami Bicycle Master Plan Designing Walkable Urban Thoroughfares: A Context Sensitive Approach This report was developed in response to interest for improving mobility choices and community character through walkable communities. It provides guidance to ensure the users, community and other key factors are considered when planning and designing walkable urban thoroughfares. The report also presents strategies for effective network planning for walkable areas and streetside design guidelines. General principles and considerations regarding bicycle lanes specifically cited. This report will provide guidance for the City of Miami Bicycle Master Plan to accommodate all users and make decisions based on achieving system -wide transportation capacity using a multimodal network. Dense Urban Environment at Brickell City Centre Walkable Urban Thoroughfare in Miami Design District Best Practices and Policy Review 57 Concepts to Increase Bicycle Safety and Usage Bike Safe Bicycling is not a simple mode of transportation that can be adopted instantaneously. The complexity of factors that can influence the amount of bicycling that an individual does can vary widely. Educational campaigns and initiatives, such as providing adult bicycle training, can have a cultural impact in normalizing the activity and fostering best practices. BikeSafe is a University of Miami KiDZ Neuroscience Center initiative to focus on bicycle safety for children ages 10 to 14. BikeSafe's missions are to prevent pediatric bicyclists hit -by -car through education, promote physical activity, and advocate for safer cycling environments. BikeSafe curriculum is made available in Physical Eduction class at Miami -Dade County middle schools and consists of four (4) off -bike lessons and an optional on -bike lesson. The program has been adopted by Miami -Dade County Parks and Recreation's spring and summer camps. The curriculum consists of a three-hour program that features both on and off -bike lessons and gives kids the opportunity for hands-on practice with the bike safety fundamentals. Bicycle Friendly Businesses The League of American Bicyclists is the nation's oldest bicycle advocacy organization in the America. The areas in which the focus on are people, places, and policy. Their Bicycle Friendly Business (BFB) Program operates under the idea that bikes are good for businesses, employees, and the community. Businesses that are deemed to be bicycle friendly based on the four criteria of engineering, education, encouragement, and evaluation and planning, are recognized through their awards system. Businesses can be given Bronze, Silver, Gold, and Platinum awards. By encouraging businesses to be bicycle friendly they hope to in turn encourage individuals and communities to strengthen bicycle use and awareness. Being designated as a BFB allows for national recognition as a leader in wellness, sustainability, and corporate responsibility. 58 Miami Bicycle Master Plan THE BICYCLE FRIENDLY AMERICA' PROGRAM is all about Places. Our BFA program provides recognition and guidance lot states, corn muruties. uni%ersities and businesses to showcase and enhance their bicycle friendliness, The program provides a practical blueprint, hands-on assistance. and rmurces u+help make Places better for bicycling THE BICYCLE FRIENDLY BUSINESS PROGRAM is based on our belief that bikes are good for businesses, employees, and fhe community. BFBs- are recognized for their efforts through an award system based on four essential elements to being bicycle friendly Engineering. Education. Encourage- ment and Evaluation & Planning BFBs BY THE NUMBERS (SPRING 2016) Apeople ■Places , �f , . ■ Policy Source: Miami -Dade Transportation Planning Organization Bicycle friendly businesses lead to a variety of improvements throughout the community, including: PPb Increased morale and quality of life (Pb Greater sense of community (Pb Enhanced health and wellness through a culture of physical activity (Pb Catalyze a more alert active productive workforce (Pb Showcase social responsibility, a commitment to sustainability and reduced environmental footprint (Pb Reduced transportation spending by companies, individualsand communities (Pb Decreased reliance on the vehicle to complete routine trips Fifteen -Minute Cities A fifteen -minute city is one in which everyone living in that city has access to essential urban services within a 15-minute walk or bike. The 15-Minute City Project has the goal to help access focused urban transformation that are ambitious, inclusive, measurable, and effectively implemented. This goal can be achieved by several methods include the following: d5b Providing first- and last- mile connectivity to Metromover, Metrorail, and Express transit facilities d5b Provided bicycle facilities in a grid network within the neighborhoods The City of Miami has implemented City Ordinance 13114 in order to promote urban infill and density in areas where a five-minute bicycle ride (3/4 of a mile radius) gets the rider to a transit station. Best Practices and Policy Review 59 IR IL gir_vr_le Netwa i a Bicycle Network Determination Existing and proposed bicycle facilities outlined in the plans and studies from the Literature Review process, along with a GIS shapefile maintained by the City of Miami containing existing facilities, formed a baseline bicycle network within the City of Miami that was used to identify network gaps and facility needs. Analyzing the existing bicycle network also helped determine the suitability of existing facilities on high -stress roadways. As a result, many existing bicycle boulevards and conventional bike lanes are recommended for facility upgrades after determining the less -protected bicycle facilities were unfitforthe high vehicle speed and volume roadways they were located on. An emphasis on providing feasible bicycle facility recommendations that considered right-of-way constraints and surrounding land and roadway context ensured that each proposed bicycle facility can fit within the existing street widths with minimal disruption to the roadway network. It is expected that lane repurposing and/or resurfacing efforts will be needed to implement some of the bicycle facilities proposed in this section. Detailed sections and notes are provided in Appendix B. A process was developed for formulating a vision to develop the future City of Miami bicycle network. The process included the following considerations: (9b Creating a grid throughout the City Focus on local streets with existing or proposed traffic calming treatments Utilize local streets that have signals and median separators at arterials/collectors for safe and dedicated bike/ped crossings Prioritize roadways that are easily navigable to increase accessibility and create continuous East-West & North -South connections Recognize opportunities to connect existing and proposed bicycle facilities to create a comprehensive grid system (Pb First- last- mile connectivity to transit Implement quality and secure bicycle parking at transit facilities Locate bicycle facilities near high transit ridership locations (over 150 daily boardings and alightings) (9b Right-of-way considerations Ensure the roadway can fit the recommended bicycle facility within the existing right-of-way while maintaining most on -street elements (parking, travel lanes, medians, etc.) d b Equitable bike network distribution through neighborhoods Concentrate bicycle facilities near activity centers, schools, parks, and grocery stores Provide quality bicycle facilities near low-income communities that connect to major destinations and high employment centers Meet the demand for multimodal travel by supplying a sufficient amount of bicycle facilities in areas of high population density db Repurposing on -street parking Evaluate the demand and usage of on -street parking to determine if the space can be converted to a dedicated bicycle facility Identify alternative parking solutions so that the bicycle facilities are a success when on -street parking is removed to accommodate bicycle facilities Provide protected bicycle facilities to prevent vehicles from parking in the dedicated bicycle space (Pb Consideration of regional connectivity and access (Pb Little Havana Pedestrian Priority Zone (Miami River to the north, SW 8th Street to the south, SW 2nd Avenue to the east, and SW 22nd Avenue to the west) r aWO Protected Bicycle Facility near Multiple Transit Stations Prioritize pedestrians and access to transit over other modes Pedestrian priority zone principles include 7 Pedestrians maintaining appropriate clear sidewalk width 2Transit OW I for pedestrian travel, aligning curb ramps O with sidewalks, requiring crosswalk at all Bicycle intersections, increasing pedestrian crossing Al� times beyond the minimum, reducing travel lane widths, providing shade for sidewalks, reducing speed limits, and eliminating right- p — p o 0 turn -on -red in dense pedestrian corridors — — — — — 62 Miami Bicycle Master Plan Typical Sections The following typical sections are provided to illustrate implementation tactics based on the bicycle network recommendations presented in this chapter. Multiple right-of-way widths are presented that represent the existing widths on roadways where bicycle facilities are recommended. Right-of-way is typically measured between the back of sidewalk on either side of a roadway. Right-of-way typically includes passive and active infrastructure such as drainage, shade, and mobility facilities for pedestrians, bicyclists, and vehicles. 50-foot ROW Two -Way Local Streets in Residential Neighborhoods = Bicycle Boulevard 10'travel lane + 10'travel lane + 6'6" sidewalk + 6'6" sidewalk = 33' 50'- 33' = 17' remaining 8'6" on -street parking + 8'6" on -street parking = 0' remaining, no opportunity for dedicated bicycle improvement. Bicycle Boulevard appropriate on low -speed, low - volume local streets r - -Af 6 ; 8% 10- 10 8 i' Sidewalk Parking Parking lane Bike Boulevard Bike Boulevard Parking lane Sidewalk ■■ 50-foot ROW Two -Way Traffic Bicycle NetworkAnolysis 1 63 50-foot ROW One -Way Streets in Residential Neighborhoods = Bicycle Lanes 10' travel lane + 10' travel lane + 5' sidewalk + 5' sidewalk = 30' 50'- 30' = 20' - 7.5' on -street parking - 7.5' on -street -parking = 5' bike lane It is preferred to locate the bike lane adjacent to the sidewalk. In locations where utility poles are adjacent to the sidewalk on -street parking will need to be located adjacent to the sidewalk to prevent utility conflicts. S 7% 5 10 10 Ts Sidewalk Parking lane Drive lane Drive lane Parking lane 5 57% 10' Sidewalk Parking lane Drive lane 64 Miami Bicycle Master Plan 10 rr,' Drive lane Parking lane ■E 5. 50-foot ROW One -Way Traffic Sidewalk ■■ _ ■■ M r 5. 50-foot ROW One -Way Traffic Sidewalk 60-foot ROW 33' = 10'travel lane + 10'travel lane + 6'6" sidewalk + 6'6" sidewalk = 27' remaining 8'6" on -street parking + 8'6" on -street parking = 10' remaining Therefore, 5' bike lanes + 5' bike lanes 6 , 5 8'S 10 10 8 ; 5 Sidewalk Parking lane Drive Lane Drive lane Parking lane 6>: 8%1 5 10 10 5 8: Sidewalk Parking lane Drive lane Drive lane Parking lane 00- Tj w w 60-foot ROW e Bicycle Lanes protected by Sidewalk on -street parking (preferred) ME W EN A 60-foot ROW ,, Bicycle Lanes between on -street parking Sidewalk and travel lanes. Use where utility poles are located against sidewalk Bicycle NetworkAnolysls 65 65-foot ROW (Ex: NW 46th Street) 34' = 10' travel lane + 10' travel lane + 7' sidewalk + 7' sidewalk = 31' remaining 8'6" on -street parking + 8'6" on -street parking = 14' remaining Therefore, 7' buffered bike lane + 7' buffered bike lane 6 1 4 3 814 10 10 3 4 8h Sidewalk Parking Lane Drive lane Drive lane Parking lane 66 Miami Bicycle Master Plan 1 6 Sidewalk I :1 65-foot ROW (NW 46th Street) 65-foot ROW (Ex: North Federal Highway) 37' = 10' travel lane + 10' travel lane + 8.5' sidewalk + 8.5' sidewalk = 28' remaining 8'6" on -street parking = 19.5' remaining Therefore, 11' two-way protected bike lanes OR 7' buffered bike lane + 7' buffered bike lane :::::::::::::::::::: -------------------- a 3 81 10 10 8% 3% 5 „k g , a 0n ewne 0""Ism Parking Lam SxM alk 65-foot ROW (North Federal Highway) 51cycle NetworkAnolysis 1 67 a 3 81 10 10 8% 3% 5 „k g , a 0n ewne 0""Ism Parking Lam SxM alk 65-foot ROW (North Federal Highway) 51cycle NetworkAnolysis 1 67 70-foot ROW 33' = 10'travel lane+10'travel lane+6'6" sidewalk+6'6"sidewalk = 37' remaining 8'6" on -street parking +8'6" on -street parking = 16' remaining Therefore, 8' + 8' one-way protected bicycle lanes OR 11'two-way protected bicycle lanes GK4R' 8R' 10' 10 816 3- a' a 4'6 E'er 70-foot ROW Sidewalk Parkvgyr» D"v 1r 0,—M_ Pvk,ng4- Sidewalk Two-way protected bicycle lanes - - Ti.r� oi e'b 3 4 3 B8 10 10 88 3 a 3 o'a 70-foot ROW Sidewalk ParkmglaM Dn I.- D1waI.- Park'ggI." Idew. One-way protected bicycle lanes 68 Miami Bicycle Master Plan • OPEN wsii;iiii�.14 / L s!Igd� Sw • I I T 11 — ._ � - —.. "+1'f21AI xLTl�llaeT•*.. I I ALIL Sri- �e' � ` ti �"' - .:. '' �°`• �. IC vatic At ' . I - -- - i ., '. Old Cutler Trail / Old Cutler Trail r ... ,' • Roate 1 _Trail � 0I• a� 4 Comportamiento en los Senderos I • r` Id to pedestrians �N S o right and oars on e it ou stop, get off th. , ^.1.-Eetielu. alga Eel rentlero �� alert akma w.n+ yaII trail signs (� ,..eagle. Ea ,Fit Mom° iq��,T•s- -"�t^� tU eep the trail clean r �R le a Mantenga elsmtlero mpio eewax^ eo" + _ p animals under control • '� axmaies caio toms .. •, Old Cutler Trail Segment of Route 1 I Proposed Bicycle Facility Types and Locations The following maps represent the updated bicycle network for the City of Miami. The existing bicycle facilities data shown in the maps are derived from a review that identified existing and proposed projects documented in previous bicycle -related plans and studies (full list in Literature Review section) along with an "Existing Facilities" GIS shapefile from the City of Miami's Department of Resilience and Public Works. Satellite imagery and site visits helped confirm projects identified in the GIS data and Literature Review process still exist or have been implemented since being proposed. Projects proposed in previous bicycle -related plans and studies that have not been implemented were not included in the Existing Bicycle Facilities layer but were analyzed for their inclusion in the updated bicycle network. The following maps display the locations of proposed bicycle facilities throughout the City of Miami. Proposed bicycle parking locations are also displayed on the maps. Improved connectivity is evident on the maps, as many bicycle facilities link at multiple locations, expanding the network and providing new routes to popular destinations or areas of high population and employment. Additionally, many bicycle facilities are proposed near high ridership transit stops to create more multimodal hubs throughout the city and increase mobility for non -motorized users. Segment Totals by Facility Type Planning Cost Facility Segments Length (Mi) Estimate per Total Planning 1,000 feet (1) Cost Estimate Bicycle Boulevard 177 103.48 $6,200 $6,775,000 Bicycle Lane 40 30.52 $112,800 $36,349,000 Buffered Bicycle Lane 5 5.92 $146,400 $9,153,000 Protected Bicycle Lane 29 16.49 $141,100 $24,563,000 Shared -Use Path 33 25.48 $95,100 $25,592,000 Note: (1) Planning cost estimates only prepared for single facility on roadway. Does not consider facilities in each direction or cost of improvements to other sections o f roadway. Link to the City of Miami Bicycle Master Plan website: https://www.miami.gov/Transportation-Roadways/Bikes/Bike-Master-Plan 70 Miami Bicycle Master Plan NW 95th St Bicycle Network Recommendations — — Protected Bicycle Lanes T West Little 95 River — — Shared -Use Path D c -- — Buffered Bicycle Lanes &A 934 Bicycle Lanes �t z 1 Bicycle Boulevard Bicycle Lockers z z ILA (� 1 a M ILL h O Bicycle Racks I e a h a 811VSt; L - 7 O High Ridership Transit Stops t= Aj MetrorailStations Brownsv�}le 1 Metromover stations 27 Proposed Neighborhood Traffic Calming Areas ` , 1121 m — S Existing/Programmed Bicycle Facilities Miami Sprinr� O Existing/Programmed Greenways MA City of Miami Boundary c -= Cijo NW t?U, St 1,r-T o _A:L ry 1 ;St 11 + I t_ - �- 7 l � U 1 —-rn I Ins / ' ' • / tchester Bze -naa � I B1sca u Island North Bay Village A1A Miami Beach -- 972 ; — - I L Rickenbacker viryrnru 959 0 1 ausew Key L ,i(�O 8L , �' 973 971i SW 56th St 874 South Miami ILA Sunset or es r ea - t- 1 M T 1 Coral Gable -1 986 [913] Crandon Park 31cycle NetworkAnolysls 1 71 976 ialaga Ave a 953 a m ash o C N J a f o o. a A � v 0 ,,abella Ave U Hardee Rd Coral Gables Coral Gables Industrial 10 IWillijm Ave / / I 1 L_---� Loqu Ave ' Crawford Ave J* 1 / I / f El Prado Blvd 1 I 4 1_— I I 1 [9] 1 1 HardiF)Ave —� -- �°}—�-- Edgewater Dr 72 Miami Bicycle Master Plan I _--4SW*6th5<--- 1 L SW 27th ! 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Metromover Stations Proposed Neighborhood Traffic Calming Areas Existing/Programmed Bicycle Facilities Existing/Programmed Greenways City of Miami Boundary .--�— p I v i Z I NW;stSt 1 a 1 I I 1 1 O 1 I Vj Flat 1 ( 1 v, v, SW Idlewi dist SW �nd St SW �nd St \�>!l I 1837 51 1 I 1 I 1- ---5w�clrs�- --- r i D 1 N 1 c°� 1 -----N — --r m %V401Sc _/ I D 1 D < < m ro n, v nAi --- L— a-- ----- I 5thSt 1 I—— —y— —�— I fi p 9j I Q` A-----------1- ' D it Tamiattii-Trd 1 r-4------fl----- `1-8---Qfl-fl--S' Bicycle Network Recommendations Protected Bicycle Lanes Shared-Usc Path — — Buffered Bicycle Lanes Bicycle Lanes Bicycle Boulevard Type * Bicycle Lockers OBi ycle Racks O High Ridership Transit Stops m Metrorad Stations Metromover Stations Proposed Neighborhood Traffic calming Areas Existing/Programmed Bicycle Facilities Existing/Programmed Greenways City of Miami Boundary 30 St I---' ---'�--�-----�— SW1ot st 1 — SW 110111St 1 1 ; SW 1 th St —r-----1 " L-------1--------rgw-t3th-St ---1 SW thSt 1 1 1 I I I 1 SW 14h Ter 1 I I SW 15th St 1je I JI iXi SW 17th St 1 - - _ m - I 1 n�,- 1 1 7 -- D—J-----1.. 4—�_ —---- ->_ - --��-- I 1 I------- 1 SW I SW 20th�t zotn st -1 1 r I N 1 I —T------ I w I^ 1 < 1 � 1 1 ---Asw*6rhse--- I L SW 27th `. 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I z 1 1 - - - - - - - St I 1 a NW 41st St ` - - - - - - - - - - - i ro - - - - - - - - - - - I.. 1 27 27 0 I X 1 q� 1 D m 1 1 wood Pe++r O 9 NW 34th St m H 1 1 _ of I z 80 Miami Bicycle Master Plan I 1 I 1 I _ z 1 NE 74th St 1 I I y 1• NE 72nd Ter 1 .NE-7rst-5t— ----1--------- 1 NE 70th St 1 1 NtG9th S, 1-1 1 1 z 1 r 1 S9th St / / / I m I Gth St , n 1 1 I 1 1 / / 1 J f e Rd 1 J 1 J J Bob J J Point EP Bicycle Network Recommendations — — Protected &cycle Lanes — — Shared -Use Path Buffered Bicycle Lanes Bicycle Lanes Bicycie Boulevard Type Bicycle Lockers OBicycle Racks 0 High Rclership Transit Stops MP"rorail Stations Netromover Stations Proposed Ncvghborhood Traffic Calming Area_ Existing/Programmed Bicycle Facilities Existing/Programmed Greenways City of Miami Boundary Hialea 0 a D NW 95th St 0 z z m m N � 7 D D NE 92nd St < z < � m � NW 91st St D El Portal NE 88th St NE 87th St 1 f 1 � NE 86th St NW 85th S. 1 � e + 1 4 m � 1 1 � NW 83rd St v 1 I _- 0 CT 1 z z 1 f f J I NW 77th St 1 1 Belle _o I Meade D * 1 I Island n < ---._ ��'n�''�� ? n -------------- I m NE74thSf D ----- 1 7 I NW 73rc St y R NE 72nd Ter 1 I CIE-7i7t-St-- —_— �--____—_--- :t-------------T----- I 1 NE7othSt �`--------i- 1 I 1 N"to9thst 1 I I I 1 t I NW Ath St 11 —_—_1----------- I n l I ® 1 1 O `I IO � St) --------„�—I --- - ----------- 'J E 59th St Ter z tb ^ I I I / = 1 --'— M I -- ————— -T — — —— — I I � Ill St j 7 D NW 54thl t O 1 I 1 1 Pelican Harbo Bicycle Network Recommendations — — Protected Bicycle Lanes — — Shared -Use Path Buffered Bicycle Lanes Bicycle Lanes — Bicycle Boulevard Type Bicycle Lockers OBicycle Racks Q High Ridership Transit Stops Metrorail Stations {.1 Metromover Stations Proposed Neighborhood Traffic Calming Areas Existing/Programmed Bicycle Facilities Existing/Programmed Greenways City of Miami Boundary 31cycle NetworkAnolysls 1 81 f ` f 04 OL N .r �roipct imniamentation Pidi Bicycle Facility Prioritization Specific criteria were developed with a focus on prioritizing the implementation of bicycle facilities in areas of high population and employment, frequent bicycle -involved crashes, low -incomes, and connections to additional bicycle facilities and high -ridership transit stops. The list of themes used to evaluate proposed bicycle facilities is provided below, and a comprehensive breakdown of the prioritization criteria with the associated scoring scales and data sources is presented in the Miami Bike Master Plan Prioritization Criteria table. (Pb Safety (# of Bicycle Crashes) d b Population Density d b Employment Density (Pb Income (Pb Destinations-Landmarks/Activity Centers/Parks d b Destinations- Schools (Pb First- Last -Mile Transit Connectivity d b Bicycle Network Connectivity duo Public Engagement d b City of Miami Capital Improvement/Utility Project Schedule Considerations d b Miami -Dade County Utility Projects Schedule Considerations d b Bicycle Facility Type Proposed bicycle improvements were prioritized based on the total score the segment received using the Miami Bike Master Plan Prioritization Criteria. A higher prioritization score indicates that the proposed bicycle facility should be implemented sooner, as it indicates greater potential of improving accessibility, safety, equity, and connectivity to the larger bicycle network. In the following tables, the proposed bicycle improvements are ranked by their total prioritization score for each Bicycle Facility Type at the City -Wide Level along with their rank within each of the five Commission Districts within the City of Miami. In the following tables, the top 10 scoring segments are shown when applicable for each bicycle facility type in each Commission District and City-wide. Specific information pertaining to implementation methods and roadway characteristics of each proposed bicycle facility is provided in Appendix B. A full list of ranked projects, undivided by bicycle facility type, is also provided in Appendix B. Criteria Measure Miami Bike Master Plan Prioritization Data Source Criteria Calculation Max points I Point Scale Safety Crash data Signal FourAnalytics, University of Florida Number of bicycle crashes in the last five r within 200 foot buffer 20 > 10 crashes 20 pts 8-9 crashes 17 Pts 6-7 crashes 14 Pts 5 crashes 12 pts 4 crashes 10 Pts 3 crashes 8 Pts 2 crashes 6 Pts 1 crash 4 Pts 0 crash 0 Pts Population Population Census Tract 2019 Census Population Data Highest population category along ro'ectcorridor line 10 9482.000001-18709.000000 10 pts 6520.000001 - 9482.000000 7 pts 4837.000001 - 6520.000000 5 pts 3029.000001 - 4837.000000 3 Pts 0.000000 - 3029.000000 0 Pts Employment Employment Census Tract 2019 Census Employment Data Highest employment category along prqipct corridor Cline) 10 4889.000001 - 8878.000000 10 pts 3198.000001 - 4889.000000 7 Pts 2194.000001 - 3198.000000 5 Pts 1214.000001 - 2194.000000 3 Pts 0.000000-1214.000000 0 Pts Income Income Census Tract 2019 Census Income Data Lowest income category along project corridor line 10 0.000000 - 681.000000 10 pts 681.000001-1472.000000 7 pts 1472.000001 - 2104.000000 5 pts 2104.000001 - 3059.000000 3 pts 3059.000001- 5808.000000 0 pts Destinations- Landmarks Activity centers (Landmarks, County Parks, Municipal Parks) Distance to an activity center 6 L On proiectcorridor 6 pts < 1/4 mile from corridor 3 is < 1/2 mile from corridor 1 pts Destinations- Schools Schools Distance to a school 6 On oroiectcorridor 6 pts < 1/4 mile from corridor 3 pts < 1/2 mile from corridor 1 pts First- last- mile transit connectivity High Ridership Bus Stops High Ridership MSC Bus Stops Distance to a high ridership transit stop 6 On project corridor 6 pts < 1/4 mile from corridor 3 Pts < 1/2 mile from corridor 1 Pts Bicycle Network ConnectivityGap "" closure Existing Bicycle Facilities and Existing Facilities (gray lines in GIS Project (g Y ) J Connections to existing bicycle facility at or multiple points Y p p 10 Connects to >1 existing facilities at multi le locations 10 pts Connects to one facility Y atone location 5 pts Public Engagement Public comments Online Public Engagement Map Link: https://maps. kimley-horn.com/portal/apps/webappviewer/index. html?id=9877e4e2441f4456baf59954b2c3687c Gets points if commentfalls on project corridor 12 Comment on corridor 12 pts Capital Improvement/ Utility Project Schedule Considerations Utility projects Miami Capital Improvements Projects GIS Website: https://miamigis.maps.arcgis.com/apps/webappviewer/ index.html?id=9be66952f0684747b46f212647d30c97 Street with an upcoming project; only from 01 to 03 (Planning through Design) 5 Project could be implemented through a CIP project 5 pts Utility Project Schedule Considerations Utility projects Miami Dade Utility Coordination GIS Website: https:// gisweb.miamidadegov/iMDCUtilityCoordination/ Streetwith an upcoming utility project Only consider Potential Collab,Bridge, Roadway, n Paving 5 Project could be implemented through a utility project 5 pts Type Bicycle Facility Type Bicycle Network Recommendations layer in GIS project Prioritizing more protected and separated facilities 10 � Protected Bicycle Lanes 10 Pts Shared -Use Path 7 Pts Buffered Bicycle Lanes 5 Pts Bicycle Lanes 3 Pts Bicycle Boulevard 1 Pts Total Possible Points 84 Miami Bicycle Master Plan Protected bicycle lanes, shared use paths, buffered bicycle lanes, bicycle lanes, and bicycle boulevards were prioritized by Commission District and are shown in the following tables. The improvement types are ranked from top to bottom by highest to lowest priority based on the prioritization criteria. The top 10 for each improvement are denoted in green font for each improvement type in each Commission District and City-wide the comprehensive list of prioritized improvements in provided in the Appendix. Specific information on improvement implementation is also provided in the notes section ofthe Bicycle Network Analysis Appendix. Note that proposed facilities must be constructed by the maintaining agency of the impacted roadway(s). Protected Bicycle Lanes Facility To From Bicycle Recommendation Type Roadwayjurisdiction Total SW 3rd Avenue/Coral Way SW 13th Street SW 32nd Road Protected Bicycle Lanes State Maintained 84 SW/NW 19th Avenue US-1 SW 9th Street Protected Bicycle Lanes City Maintained 76 N Federal Highway NE 36th Street NE 54th Street Protected Bicycle Lanes City Maintained 71 SW 3rd Avenue SW 22nd Street SW 1st Avenue Protected Bicycle Lanes City Maintained 69 NW 2nd Avenue NW 38th Street NW 71st Street Protected Bicycle Lanes City Maintained 67 SW 25th Road SW 1st Avenue SW 9th Avenue Protected Bicycle Lanes City Maintained 66 NW 1st Avenue NW 20th Street NW 14th Street Protected Bicycle Lanes City Maintained 66 SW 2nd Street SW 1st Court SW North River Drive Protected Bicycle Lanes City Maintained 65 NW 1st Place NW 14th Street NW 21st Street Protected Bicycle Lanes City Maintained 63 Brickell Bay Drive SE 12th Street SE 8th Street Protected Bicycle Lanes City Maintained 60 Facility To District From 1 Bicycle Recommendation Type Roadway] urisdiction Total NW 11th Street NW 27th Avenue NW 23rd Avenue Protected Bicycle Lanes City Maintained 55 NW 39th Street NW 17th Avenue NW 10th Avenue Protected Bicycle Lanes City Maintained 54 NW 29th Avenue NW 7th Street NW 15th Street Protected Bicycle Lanes City Maintained 45 NW 23rd Street NW 22nd Avenue NW 19th Avenue Protected Bicycle Lanes City Maintained 43 SW 63rd Court SW 8th Street Tamiami Canal Road Protected Bicycle Lanes City Maintained 37 NW 36th Avenue NW 14th Street NW 20th Street Protected Bicycle Lanes City Maintained 35 NW 3rd Street Tamiami Canal Road NW 57th Avenue Protected Bicycle Lanes City Maintained 31 Develop Project lmplementotion Phasing Plon 1 85 Protected Bicycle Lanes (cont.) Facility To District From 2 Bicycle Recommendation Type Roadway] urisdiction Total N Federal Highway NE 36th Street NE 54th Street Protected Bicycle Lanes City Maintained 71 Brickell Bay Drive SE 12th Street SE 8th Street Protected Bicycle Lanes City Maintained 60 SE 1st Avenue Se 4th Street SE 1st Street Protected Bicycle Lanes City Maintained 55 NE 2nd Avenue NE 17th Street NE 17th Street Protected Bicycle Lanes County Maintained Within City 55 NE 17th Street NE 1st Avenue NE 2nd Avenue Protected Bicycle Lanes City Maintained 37 NE 4th Avenue NE 22nd Street NE 24th Street Protected Bicycle Lanes City Maintained 26 Facility To District From 3 Bicycle Recommendation Type Roadway urisdiction Total SW 3rd Avenue/Coral Way SW 13th Street SW 32nd Road Protected Bicycle Lanes State Maintained 84 SW/NW 19th Avenue US-1 SW 9th Street Protected Bicycle Lanes City Maintained 76 SW 3rd Avenue SW 22nd Street SW 1st Avenue Protected Bicycle Lanes City Maintained 69 SW 25th Road SW 1st Avenue SW 9th Avenue Protected Bicycle Lanes City Maintained 66 SW 16th Avenue SW 8th Street SW 1st Street Protected Bicycle Lanes City Maintained 49 SW 7th Avenue SW 4th Street NW 4th Street Protected Bicycle Lanes City Maintained 45 Facility To District From 4 Bicycle Recommendation Type Roadway] urisdiction Total SW/NW 19th Avenue US-1 SW 9th Street Protected Bicycle Lanes City Maintained 76 NW 3rd Street NW 37th Avenue NW 32nd Avenue Protected Bicycle Lanes City Maintained 37 SW 63rd Court SW 8th Street Tamiami Canal Road Protected Bicycle Lanes City Maintained 37 NW 3rd Street I Tamiami Canal Road I NW 57th Avenue Protected Bicycle Lanes I City Maintained 1 31 SW 49th Avenue I SW 8th Street SW 4th Street Protected Bicycle Lanes I City Maintained 27 Facility To District From 5 Bicycle Recommendation Type Roadway] urisdiction Total N Federal Highway NE 36th Street NE 54th Street Protected Bicycle Lanes City Maintained 71 NW 2nd Avenue NW 38th Street NW 71st Street Protected Bicycle Lanes City Maintained 67 NW 1st Avenue NW 20th Street NW 14th Street Protected Bicycle Lanes City Maintained 66 SW 2nd Street SW 1st Court SW North River Drive Protected Bicycle Lanes City Maintained 65 NW 1st Place NW 14th Street NW 21stStreet Protected Bicycle Lanes City Maintained 63 NW 71st Street NW 17th Avenue NW 12th Avenue Protected Bicycle Lanes County Maintained 59 NW 5th Court NW 62nd Street NW 67th Street Protected Bicycle Lanes City Maintained, State Maintained 52 NW 40th Street NW 18th Avenue NW 10th Avenue Protected Bicycle Lanes City Maintained 38 NW 6th Avenue NW 40th Street NW 47th Street Protected Bicycle Lanes City Maintained 37 86 Miami Bicycle Master Plan Shared -Used Path Facility To From Bicycle Recommendation Type Roadway urisdiction Total Biscayne Boulevard NE 6th Street NE 87th Street Shared -Use Path State Maintained 96 Rickenbacker Causeway S Miami Avenue City of Miami Limits Shared -Use Path County Maintained Within City 83 SW 13th Avenue SW 3rd Avenue SW 8th Street Shared -Use Path City Maintained 78 Commodore Trail N Prospect Drive Rickenbacker Causeway Shared -Use Path County Maintained Within City 77 SW 6th Street SW 27th Avenue SW 5th Avenue Shared -Use Path County Maintained Within City 72 NW 12th Avenue NW 14th Street NW 37th Street Shared -Use Path State Maintained 69 SW 19th Street SW 22nd Avenue SW 12th Avenue Shared -Use Path City Maintained 66 SE 1st Avenue SE 6th Street SE 3rd Street Shared -Use Path City Maintained, County Maintained Within City 62 Brickell Bay Drive SE 15th Road SE 14th Street Shared -Use Path City Maintained 57 NW 12th Avenue NW North River Drive NW 11th Street Shared -Use Path City Maintained 56 Facility To District From I Bicycle Recommendation Type Roadway] urisdiction Total NW 12th Avenue NW 14th Street NW 37th Street Shared -Use Path State Maintained 69 NW North River Drive NW 22nd Place NW 24th Avenue Miami River Greenway - Shared -Use Path City Maintained 53 NW South River Drive NW 28th Avenue Delaware Parkway Miami River Greenway - Shared -Use Path City Maintained 50 NW 22nd Avenue NW 11th Street NW 14th Street Miami River Greenway - Shared -Use Path County Maintained Within City 50 NW North River Drive NW 19th Avenue NW 22nd Avenue Miami River Greenway - Shared -Use Path City Maintained 49 NW 35th Court NW 7th Street NW 11th Street Shared -Use Path City Maintained 41 NW 11th Street NW 20th Avenue NW 21st Court Miami River Greenway - Shared -Use Path City Maintained 39 NW South River Drive NW 19th Avenue NW 12th Street Miami River Greenway - Shared -Use Path City Maintained 38 Facility To District From 2 Bicycle Recommendation Type Roadway] urisdiction Total Biscayne Boulevard NE 6th Street NE 87th Street Shared -Use Path State Maintained 96 Rickenbacker Causeway S Miami Avenue City of Miami Limits Shared -Use Path County Maintained Within City 83 Commodore Trail N Prospect Drive Rickenbacker Causeway Shared -Use Path County Maintained Within City 77 SE 1st Avenue SE 6th Street SE 3rd Street Shared -Use Path City Maintained, County Maintained Within City 62 Brickell Bay Drive SE 15th Road SE 14th Street Shared -Use Path City Maintained 57 NE 17th Street NE 2nd Avenue Biscayne Boulevard Shared -Use Path City Maintained 45 NE 23rd Street Biscayne Boulevard NE 4th Avenue Shared -Use Path City Maintained 33 NE 22nd Street NE 2nd Avenue Biscayne Boulevard Shared -Use Path City Maintained 27 Miami Baywalk NE 21st Street NE 34th Street Shared -Use Path City Maintained 26 NE 4th Avenue NE 23rd Street NE 23rd Terrace Shared -Use Path City Maintained 23 Develop Project lmplementotion Phasing Plan 1 87 Shared -Used Path (cont.) Facility To District From 3 FBicycle Recommendation Type Roadway] urisdiction Total SW 13th Avenue SW 3rd Avenue SW 8th Street Shared -Use Path City Maintained 78 SW 6th Street SW 27th Avenue SW 5th Avenue Shared -Use Path City Maintained 72 SW 19th Street SW 22nd Avenue SW 12th Avenue Shared -Use Path City Maintained 66 SW 17th Street SW 21stAvenue SW 12th Avenue Shared -Use Path City Maintained 34 SW 7th Avenue SW 12th Avenue SW 11th Street Shared -Use Path City Maintained 30 Facility To District From 4 Bicycle Recommendation Type Roadwayjurisdiction Total SW 6th Street SW 27th Avenue SW 5th Avenue Shared -Use Path City Maintained 72 Ludlam Trail SW 8th Street N of W Flagler Street Shared -Use Path County Maintained Within City 55 SW 6th Street SW 35th Avenue SW 27th Avenue Shared -Use Path City Maintained 45 Facility To District From 5 Bicycle Recommendation Type Roadwayjurisdiction Total Biscayne Boulevard NE 6th Street NE 87th Street Shared -Use Path State Maintained 96 SE 1st Avenue SE 6th Street SE 3rd Street Shared -Use Path City Maintained County Maintained Within City 62 NW 12th Avenue NW North River Drive NW 11th Street Miami River Greenway - Shared -Use Path City Maintained 56 NW 3rd Avenue NW 25th Street NW 29th Avenue Shared -Use Path City Maintained 52 NW 6th Avenue NW 21stTerrace NW 35th Street Shared -Use Path City Maintained 50 NW 7th Avenue NW 5th Street NW 6th Street Miami River Greenway - Shared -Use Path State Maintained 50 NW 1st Avenue NW 25th Street NW 29th Street Shared -Use Path City Maintained 48 NW 12th Avenue NW 67th Street NW 62nd Street Shared -Use Path City Maintained 42 NE 4th Avenue NE 42nd Street NE 50th Street Shared -Use Path City Maintained 34 NE 4th Avenue NE 50th Street NE 54th Street Shared -Use Path City Maintained 29 88 Miami Bicycle Master Plan Buffered Bicycle Lanes Facility To From Bicycle Recommendation Type Roadway urisdiction Total NW 46th Street NW 17th Avenue NW 2nd Avenue Buffered Bicycle Lanes County Maintained Within City 53 NW 3rd Avenue NW 19th Street NW 14th Street Buffered Bicycle Lanes City Maintained 52 SW 23rd Street SW 37th Avenue SW 27th Avenue Buffered Bicycle Lanes City Maintained 47 NW 28th Street NW 17th Avenue NW 8th Avenue Buffered Bicycle Lanes City Maintained 46 Ricken backer Causeway S Miami Avenue City of Miami Limits Buffered Bicycle Lanes County Maintained Within City 44 District 1 Facility To From Bicycle Recommendation Type Roadway urisdiction Total NW 28th Street NW 17th Avenue NW 8th Avenue Buffered Bicycle Lanes City Maintained 46 District 2 Facility To From Bicycle Recommendation Type Roadway urisdiction Total Rickenbacker Causeway S Miami Avenue City of Miami Limits Buffered Bicycle Lanes County Maintained Within City 44 District 3 Facility To From Bicycle Recommendation Type Roadway urisdiction Total None District 4 Facility To From Bicycle Recommendation Type Roadway urisdiction Total SW 23rd Street SW 37th Avenue SW 27th Avenue Buffered Bicycle Lanes City Maintained 47 District 5 Facility To From Bicycle Recommendation Type RoadwayJurisdiction Total NW 46th Street NW 17th Avenue NW 2nd Avenue Buffered Bicycle Lanes County Maintained Within City 53 NW 3rd Avenue NW 19th Street NW 14th Street Buffered Bicycle Lanes City Maintained 52 Develop Project lmplementotion Phasing Plon 1 89 Bicycle Lanes Facility To From Bicycle Recommendation Type Roadway] urisdiction Total SW 1st Street SW 24th Avenue SW South River Drive Bicycle Lanes State Maintained 84 NW 79th Street NW 7th Avenue Bayshore Drive Bicycle Lanes State Maintained 80 NE 11th Street NW 3rd Avenue Biscayne Boulevard Bicycle Lanes City Maintained 76 SW/NW 19th Avenue SW 9th Street NW 3rd Street Bicycle Lanes City Maintained 76 SW 16th Avenue S Dixie Highway SW 8th Street Bicycle Lanes City Maintained 70 SW 8th Street SW 27th Avenue SW 5th Avenue Bicycle Lanes State Maintained 70 SW 37th Avenue Grand Avenue S Dixie Highway Bicycle Lanes County Maintained Within City 70 NE/NW 29th Street NW 18th Avenue East of NE 4th Avenue Bicycle Lanes City Maintained 67 NW 10th Street NW 3rd Avenue Biscayne Boulevard Bicycle Lanes City Maintained 65 NW 5th Avenue NW 22nd Street NW 36th Street Bicycle Lanes City Maintained 64 Facility To District From 1 Bicycle Recommendation Type Roadway] urisdiction Total NE/NW 29th Street NW 18th Avenue East of NE 4th Avenue Bicycle Lanes City Maintained 67 NW 17th Street NW 9th Avenue NW 3rd Avenue Bicycle Lanes City Maintained 52 NW 14th Street NW 36th Avenue NW 22nd Avenue Bicycle Lanes City Maintained 43 Tamiami Canal Road W Flagler Street NW 7th Street Bicycle Lanes City Maintained, County Maintained Within City 40 SW 62nd Avenue SW 8th Street Tamiami Canal Road Bicycle Lanes County Maintained Within City 38 NW 23rd Avenue NW 28th Street NW 38th Street Bicycle Lanes City Maintained 38 NW 25th Avenue NW 28th Street NW 36th Street Bicycle Lanes City Maintained 37 NW 32nd Street NW 27th Avenue NW 23rd Avenue Bicycle Lanes City Maintained 23 90 Miami Bicycle Master Plan Bicycle Lanes (cont.) Facility To District From 2 Bicycle Recommendation Type Roadway urisdiction Total NE 11th Street NW 3rd Avenue Biscayne Boulevard Bicycle Lanes City Maintained 76 SW 37th Avenue Grand Avenue S Dixie Highway Bicycle Lanes County Maintained Within City 70 NE/NW 29th Street NW 18th Avenue East of NE 4th Avenue Bicycle Lanes City Maintained 67 NW 10th Street NW 3rd Avenue Biscayne Boulevard Bicycle Lanes City Maintained 65 S Bayshore Drive Halissee Street SW 32nd Road Bicycle Lanes County Maintained Within City 61 NE 1st Avenue 1-395 NE 17th Street Bicycle Lanes County Maintained Within City 60 N Miami Avenue 1-395 NE 17th Street Bicycle Lanes City Maintained, County Maintained Within City 58 SE 15th Road Brickell Avenue Brickell Bay Drive Bicycle Lanes City Maintained 51 SW 22nd Avenue Overbrook Street S Dixie Highway Bicycle Lanes City Maintained 48 Herald Plaza NE 14th Street NE 15th Street Bicycle Lanes City Maintained 39 Facility To District From 3 Bicycle Recommendation Type Roadway] urisdiction Total SW 1st Street SW 24th Avenue SW 24th Avenue Bicycle Lanes State Maintained 84 SW/NW 19th Avenue SW 9th Street S Dixie Highway Bicycle Lanes City Maintained 76 SW 16th Avenue S Dixie Highway SW 27th Avenue Bicycle Lanes City Maintained 70 SW 8th Street SW 27th Avenue Halissee Street Bicycle Lanes State Maintained 70 S Miami Avenue SW 15th Road SW 1st Avenue Bicycle Lanes County Maintained Within City 61 SW 21st Road I SW 1st Avenue SW 11th Street Bicycle Lanes City Maintained 39 Facility To District From 4 Bic cle Recommendation Type Roadway] urisdiction Total SW 8th Street SW 27th Avenue SW 5th Avenue Bicycle Lanes State Maintained 70 SW 32nd Avenue SW 22nd Street SW 8th Street Bicycle Lanes City Maintained 57 Tamiami Canal Road W Flagler Street NW 7th Street Bicycle Lanes City Maintained, County Maintained Within City 40 NW 35th Avenue W Flagler Street NW 7th Street Bicycle Lanes City Maintained 39 SW 62nd Avenue SW 8th Street Tamiami Canal Road Bicycle Lanes County Maintained Within City 38 Coral Gate Drive SW 22nd Street SW 21st Street Bicycle Lanes City Maintained 36 SW 66th Avenue SW 8th Street Tamiami Canal Road Bicycle Lanes City Maintained 30 SW 4th Street Tamiami Canal Road SW 60th Avenue Bicycle Lanes City Maintained 29 SW 21st Street Coral Gate Drive SW 32nd Avenue Bicycle Lanes City Maintained 21 Develop Project Implementation Phasing Plan 1 91 Bicycle Lanes (cont.) Facility To District From 5 Bicycle Recommendation Type Roadway] urisdiction Total NW 79th Street NW 7th Avenue Bayshore Drive Bicycle Lanes State Maintained 80 NE 11th Street NW 3rd Avenue Biscayne Boulevard Bicycle Lanes City Maintained 76 NE/NW 29th Street NW 18th Avenue East of NE 4th Avenue Bicycle Lanes City Maintained 67 NW 10th Street NW 3rd Avenue Biscayne Boulevard Bicycle Lanes City Maintained 65 NW 5th Avenue NW 22nd Street NW 36th Street Bicycle Lanes City Maintained 64 NW 6th Street NW 7th Avenue NW 3rd Avenue Bicycle Lanes City Maintained 59 NW 71st Street NW 12th Avenue NE 4th Avenue Bicycle Lanes City Maintained 58 NE 4th Avenue NE 54th Street NE 71stStreet Bicycle Lanes City Maintained 53 NW 17th Street NW 9th Avenue NW 3rd Avenue Bicycle Lanes City Maintained 52 NW 5th Avenue NW 7th Avenue NW 3rd Avenue Bicycle Lanes City Maintained 49 92 Miami Bicycle Master Plan Bicycle Boulevard Facility To From Bicycle Recommendation Type Roadway] urisdiction Total NE 2nd Street N Miami Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 71 NE 3rd Street NW North River Drive Biscayne Boulevard Bicycle Boulevard City Maintained 70 NW 32nd Street NW 23rd Avenue E Coast Avenue Bicycle Boulevard City Maintained 64 NW 2nd Avenue NW 3rd Street NW 11th Terrace Bicycle Boulevard County Maintained Within City 64 SW 19th Street SW 32nd Avenue SW 22nd Avenue Bicycle Boulevard City Maintained 63 NE 8th Street NW 7th Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 62 SW 11th Street SW 3rd Avenue SW 1st Court Bicycle Boulevard City Maintained 62 SW 3rd Avenue SW 32nd Road SW 22nd Terrace Bicycle Boulevard City Maintained 61 NW 3rd Street NW 22nd Avenue NW South River Drive Bicycle Boulevard City Maintained 60 NW 10th Avenue NW 20th Street NW 71stStreet Bicycle Boulevard City Maintained 60 Facility To District I From Bicycle Recommendation Type Roadway jurisdiction Total NW 32nd Street NW 23rd Avenue E Coast Avenue Bicycle Boulevard City Maintained 64 NW 10th Avenue NW 20th Street NW 71stStreet Bicycle Boulevard City Maintained 60 NW South River Drive NW 8th Avenue NW 12th Court Bicycle Boulevard City Maintained 49 NW 11th Street NW 33rd Avenue NW 27th Avenue Bicycle Boulevard City Maintained 48 NW North River Drive NW 22nd Avenue NW 22nd Place Bicycle Boulevard City Maintained 47 NW 35th Street NW 27th Avenue NW 12th Avenue Bicycle Boulevard City Maintained 46 NW 17th Street NW 37th Avenue NW 29th Avenue Bicycle Boulevard City Maintained 45 NW South River Drive SR 836 NW 18th Court Bicycle Boulevard City Maintained 41 NW 24th Avenue NW 14th Street NW 27th Avenue Bicycle Boulevard City Maintained 41 NW 28th Street NW 27th Avenue NW 17th Avenue Bicycle Boulevard City Maintained 40 Develop Project Implementation Phasing Plon 1 93 Bicycle Boulevard (cont.) Facility To District From 2 Bicycle Recommendation Type Roadway] urisdiction Total NE 2nd Street N Miami Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 71 NE 3rd Street NW North River Drive Biscayne Boulevard Bicycle Boulevard City Maintained 70 NE 8th Street NW 7th Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 62 NW 1st Street NW 1st Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 60 SW 17th Avenue S Bayshore Drive S Dixie Highway Bicycle Boulevard County Maintained Within City 57 Alatka Street S Bayshore Drive S Dixie Highway Bicycle Boulevard City Maintained 55 SE 3rd Street SE 1st Avenue S Biscayne Boulevard Bicycle Boulevard City Maintained, State Maintained 54 NE 27th Street N Miami Avenue NE 5th Avenue Bicycle Boulevard City Maintained 50 SW 37th Avenue Main Highway Grand Avenue Bicycle Boulevard County Maintained Within City 49 Brickell Bay Drive SE 14th Street SE 12th Street Bicycle Boulevard City Maintained 48 Facility To District From 3 Bicycle Recommendation Type Roadway] urisdiction Total SW 11th Street SW 3rd Avenue SW 1st Court Bicycle Boulevard City Maintained 62 SW 3rd Avenue SW 32nd Road SW 22nd Terrace Bicycle Boulevard City Maintained, State Maintained 61 NW 3rd Street NW 22nd Avenue NW South River Drive Bicycle Boulevard City Maintained 60 SW 12th Street SW 1st Avenue Brickell Plaza Bicycle Boulevard City Maintained 58 SW 4th Street SW 31st Avenue SW 4th Avenue Bicycle Boulevard City Maintained 54 SW 5th Avenue SW 11th Street W Flagler Street Bicycle Boulevard City Maintained 52 SW 10th Street SW 1st Avenue S Miami Avenue Bicycle Boulevard City Maintained 52 SW 23rd Street SW 27th Avenue SW 32nd Road Bicycle Boulevard City Maintained 51 SW 10th Street SW 3rd Avenue SW 1st Court Bicycle Boulevard City Maintained 50 SE 10th Street Brickell Plaza Brickell Avenue Bicycle Boulevard City Maintained 49 94 Miami Bicycle Master Plan Bicycle Boulevard (cont.) Facility To District From 4 Bicycle Recommendation Type Roadway] urisdiction Total SW 19th Street SW 32nd Avenue SW 22nd Avenue Bicycle Boulevard City Maintained 63 SW 4th Street SW 31st Avenue SW 4th Avenue Bicycle Boulevard City Maintained 54 SW 23rd Avenue SW 16th Street NW 4th Street Bicycle Boulevard City Maintained 52 SW 23rd Street SW 27th Avenue SW 32nd Road Bicycle Boulevard City Maintained 51 SW 13th Street SW 32nd Avenue SW 10th Avenue Bicycle Boulevard City Maintained 48 SW 22nd Avenue W Flagler Street SW 8th Street Bicycle Boulevard County Maintained Within City 48 SW 23rd Avenue SW 27th Street SW 16th Street Bicycle Boulevard City Maintained 46 NW 3rd Street NW 27th Avenue NW 22nd Avenue Bicycle Boulevard City Maintained 44 SW 26th Street SW 37th Avenue SW 22nd Avenue Bicycle Boulevard City Maintained 43 SW 36th Avenue SW 22nd Street SW 27th Street Bicycle Boulevard City Maintained 43 Facility To District From 5 Bicycle Recommendation Type Roadwayjurisdiction Total NE 3rd Street NW North River Drive Biscayne Boulevard Bicycle Boulevard City Maintained 70 NW 32nd Street NW 23rd Avenue E Coast Avenue Bicycle Boulevard City Maintained 64 NW 2nd Avenue NW 3rd Street NW 11th Terrace Bicycle Boulevard County Maintained Within City 64 NE 8th Street NW 7th Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 62 NW 10th Avenue NW 20th Street NW 71st Street Bicycle Boulevard City Maintained 60 NW 1st Street NW 1st Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 60 NW 2nd Avenue SW 1st Street NW 3rd Street Bicycle Boulevard County Maintained Within City 58 NW 75th Street NW 8th Avenue NE 3rd Place Bicycle Boulevard City Maintained 53 NW 14th Avenue NW 50th Street NW 67th Street Bicycle Boulevard City Maintained 51 NE 27th Street N Miami Avenue NE 5th Avenue Bicycle Boulevard City Maintained 50 Develop Project Implementation Phasing Plon 1 95 s 11 Summary Detailed context -based analysis created a connected, comprehensive, and sensible bicycle network. Evaluating local conditions to identify activity generators and land use characteristics ensured that proposed bicycle facilities were located in practical locations and addressed gaps in the existing network. The proposed bicycle network, best practices, and policy initiatives offer direction that will shape the future bicycle network in the City of Miami. Proposed bicycle facilities designated as high -priorities have the greatest chance of improving bicycle accessibility, connectivity, and efficiency and should be among the first facilities implemented. Providing a comprehensive bicycle infrastructure plan is the firststep to creating a multimodal environment that is bike -friendly and promotes ridership. However, the plan is just one part of the multimodal planning process and the City needs to embrace a multifaceted approach in order to implement a truly multimodal transportation system. A&M Policy Support and Programming Policy support and programming encourages new development projects to implement multimodal improvements and where the City is a champion of multimodal transportation by incorporating multimodal amenities such as providing secure bicycle parking, repair stations, bicycle drop-off/valet, bicycle wash stations, and/or showers for riders to their existing facilities. A directed focus on support or end - of -trip facilities is an essential part of a bicycling network. Transit stops should be given focused consideration as these facilities tend to promote better effectiveness of a multimodal ecosystem. Strategies such as increasing security for parked bicycles can also encourage bicycling as first- and last- mile connectivity for multimodal trips. Bikeshare programs have also been found to have long term impacts in travel patterns when placed near transit stations, mobility hubs, or by existing bicycle infrastructure. Educational Programs Bicycling is not a simple mode of transportation that can be adopted instantaneously. The complexity of factors that can influence the amount of bicycling that an individual does can vary widely. Educational campaigns and initiatives, such as providing adult bicycle training, can have a cultural impact in normalizing the activity and fostering best practices. Educational programs are a commonly used tool to promote safer conditions for all roadway users, including bicyclists. While these programs are most effective when targeted to specific groups, it is important that the message be generalized to reach as many people as possible. This can often be achieved by engaging with stakeholders through community groups, business associations, homeowners associations, and health institutions. School -based initiatives such as University of Miami's BikeSafe, Safe Routes to Schools, bicycle proficiency programs, bicycling events, school travel planning, and information resources have also been found to be highly effective. 98 Miami Bicycle Master Plan IV Marketing and Public Campaign Efforts Targeted marketing directed at individuals can have a consistent and positive impact on bicycling behavior. Therefore, promoting the City's efforts to enhance bicycling is an important element of the implementation plan. Some strategies to be considered include: db Developing consistent signage and wayfinding with a strong brand identity specific to the Miami Bicycle Network. (Pb Partner with bike/walk and health coalitions and bike shops; reach workers through advocates and employers. (Pb Mass or social media campaigns and community -wide promotional activities have been found to positively contribute to increased bicycling rates, provided they are combined with improved infrastructure. db Adopting an open and iterative approach to bicycle planning can allow for rapid implementation, continuous feedback, and course correction along the way. Pilot projects (tactical or "pop-up" urbanism) offer a unique opportunity to test improvements temporarily and generally at a low cost. Data can be collected before and after implementation to develop informed decision -making for long-term implementation. The proposed bicycle infrastructure improvements promote this approach as improvements are prioritized in top-10 lists for implementation citywide and by commission district. db Adopt pilot projects with the assistance of Miami -Dade County and Florida Department of Transportation. db The challenges associated with the COVID-19 pandemic also presented an opportunity for pilot programs as a response and recovery strategy. People -friendly streets are a proven best practice and the first -line mobility response for local agencies during the COVID-19 crisis. With transportation options reduced as traffic volumes and transit ridership rates decrease, uncrowded streets present a unique opportunity for the advancement of pedestrian and bicycle friendly projects that offer people a new way to interact with the public space to complete essential trips and healthy activities right now. This plan prioritizes projects on streets that provide access to hospitals and other essential services, or that connect routes to parks and other open spaces with the intent of providing space for essential workers and others to bike safely while adhering to physical distance guidelines. d5o Establish a program for regular bicycle count data collection using standardized methodologies to monitor ridership trends, evaluate the performance of bicycle facilities, and inform future infrastructure investments. Conclusion I 99 ! �� i . ��` fir. 6. , TO •� / � - �!,�'� ,� � � � "�.y� ; •� ram. Y^ �� - � �• •,'-~��• � '�'t - •iv' -.' � 'mi FFIC CROSS TRA DOES NOT1 010 •� t + oto 11 i Destinations Between Public Outreach Event October 29, 2021 VXSco� F� A %OW m D e s t'io ■ 0 �v V v v n N I 4f v n Join us as we chat about the places we love to find ourselves within Miami and help us explore better traveling experiences for everyone! OCTOBER FROM "' PM at Government Center AW III NW First Street PARTNERS FDOT ..,.MIAMIDDA 1aWNT.-1,.-.MPWW 111T110RIT1 MIAMFDiADE 1 LJHealth BIKE • • �O� Miami �nsp«,ation QllvelvlY a MU1MI HEALTH MTBA _moo �cn�t Comm.,, Planning Organlxa6on ...Y...�.... The Underline _q obi6-7 imm"M au The f3l't .: _ � ti � ,\� % �yw` � W 4 �� r'� '� F.,•r tip.`•.;.alp 4� -' _yip...! i - l ! _ -r •� � �� •loll 4 - R � 3• �� +� ! fir. � , �££ X• +�i !� ; W-1 17t 77" Jr At Jr Study Advisory Committee Meeting November 18, 2021 City of Miami Bicycle Master Plan Study Advisory Committee (SAC) Meeting Summary Thursday, November 18, 2021, 2021 1 10 a.m. Microsoft Teams Staff: Florida Department of Transportation Tiffany Gehrke City of Miami Collin Worth Alyssa Farina David Snow Kimley-Horn Adrian Dabkowski Stewart Robertson Sage Killion Transit Alliance Miami Grace Perdomo, Transit Alliance Ctiarc I A\A/ Eli Stiers, Stiers Law Infinite Source Communications Monica Diaz Purpose of the presentation: The project team made a presentation to the Study Advisory Committee (SAC) to introduce the project and discuss key elements related to the scope and timeline of the City of Miami Bicycle Master Plan. The meeting provided an opportunity for the project team to field comments, questions, and other considerations from those present. Questions/Comments: • Mr. Collin Worth asked how the project team was approaching FDOT context classification as an opportunity for better bicycle facilities. o Ms. Tiffany Gehrke interjected and summarized the Department's target and operational speed classifications. She noted that reducing the speed of vehicular traffic would protect cyclists, even though the Department is shifting towards protected bike lanes as a superior safety alternative. • Ms. Gehrke noted that target speeds go beyond posted speeds, as the metric looks at both operating and design speeds. o Mr. Dabkowski summarized key studies conducted by the City of Miami in order to demonstrate the effectiveness of target speeds. • Mr. Worth stated that traffic calming and preventing cut -through traffic was a major concern his division heard from cyclists. He asked if there were any best practices that should be incorporated to discourage cut -through traffic to encourage safe and convenient access. o Ms. Gehrke stated that the question would be best answered by Miami -Dade County. • Ms. Grace Perdomo commented that her organization was focused on several critical issues. She stated her group was focused on the micro -mobility network in downtown Miami and how to advance legislative policies focused on bicycle safety. She mentioned criteria for funding adjacent to the Build Back Better package at the federal level. She asked if she could send the project team's survey in the Transit Alliance newsletter. • Ms. Alyssa Farina asked what was included as a bike network. o Mr. Sage Killion walked through the team's analysis, noting that the network included bicycle lanes, protected street facilities, share roads, greenways, signage, and neighborhood connectivity. • Ms. Gehrke commented that it was important to look into where shared roads are placed in relation to real -world situations in addition to criteria. o Mr. Stewart Robertson stated that the team approaches share roads as a tool for bicycle routing on low -stress networks, rather than as a fallback mechanism. He stated shared lane would be used as a routing mechanism in the plan developed by the team. • Ms. Farina recommended that the team update the map to show a distinction between shared lanes and other bicycle infrastructure. • Ms. Gehrke suggested that the team look at neighborhood streets that have traffic calming in order to create safe connections across major thoroughfares. • Mr. Eli Stiers introduced himself and stated he the Bicycle Master Plan could be a great way to connect different multimodal projects in the city and could catalyze a shift in mobility. • Mr. David Snow stated it would be crucial to understand what modifications may be needed to zoning code and development policy to ensure future development is paying into the success of the plan. o Mr. Dabkowski thanked Mr. Snow for his suggestion and stated those suggestions would be incorporated into the plan. Mr. Robertson commented that target speed was an exciting development being incorporated into the FDM and stated that it has the ability to enhance bicycle safety along state roadway systems. He noted the framework could even be helpful for local governments. o Mr. Adrian Dabkowski noted that the City of Miami has a 25 mile per hour speed limit on all local/residential roads. • Mr. Stiers asked if the primary focus of the committee was to focus on improving the existing Bicycle Master Plan, or to look at alternative methods of implementation. He stressed the importance of changing zoning requirements in the success of previous projects, including the Miami River Greenway. o Mr. Robertson agreed with the comment from Mr. Stiers. • Mr. Stiers asked for a copy of the presentation. • Ms. Gehrke stressed that compromises would have to be made, and that the master plan would have to almost operate in tandem with the parking plan for the City of Miami to be successful. • Mr. Worth stated that he wanted a serious look at the feasibility of the FEC corridor as a dedicated off -road path for cyclists. He emphasized the importance of a safe and low -stress bicycle facility, and the importance of connecting such paths to rail stations and other city transit. o Ms. Gehrke stressed that it would be important to look at other routes in addition to the FEC corridor. • Mr. Worth commented that he would like to see safe and convenient facilities as a general goal. • Ms. Gehrke stated that maximizing the micro -mobility options of streets closed with bollards and other barriers could be an essential part of the plan. Mr. Stiers asked how removed the process was from the politics of the City of Miami. He discussed the FEC corridor and the rails -to -trails concept and suggested that the team aim high while keeping in mind easier lifts like protected bike lanes. o Mr. Worth commented that there were three locations were rail -trail was currently being recommended. • Ms. Gehrke stated that one major concern for rail companies was additional crossings, as they would entail more maintenance. She noted that the companies would like trail crossings to be adjacent to an existing roadway crossing, not a standalone trail crossing. She stressed the concerns of liability. • Ms. Gehrke commented about coordination with high schools. She stated that schoolboards could connect information and serve as a conduit for public engagement. o Ms. Monica Diaz stated that Miami -Dade College could serve as a good partner. o Ms. Perdomo stated that the University of Miami could be a good partner to contact. • Ms. Farina asked what the next steps were. o Mr. Dabkowski stated that the next step was to move forward with the bike network assessment and analyze policy and state of practice to present at the next meeting. • Mr. Worth thanked the meeting participants for their time. Action Items: • Send a copy of the presentation to Mr. Eli Stiers. i Y /Q. F I A B 0 icyicle Master Plan - Study Advisory Committee' eeti - Noyqja 2021 Ki ley>>)Horn -if* 1. k. Alff Agenda UK Introduction ,:�d [a 0 o- Key Elements Literature Survey Results and Project Review Timeline M Interactive Map Feedback/ Next Steps Introduction This plan is an update to the City's 2009 Bicycle Master Plan Focus on developing cost feasible bicycle infrastructure plan for the next 20 years Will identify network connectivity gaps and opportunities to develop a safe, equitable, and accessible bicycle network Review and provide recommendations for first/last mile connectivity to transit Improvements will be included in City's Capital Improvement Plan as well as for the County's Long -Range Transportation Plan Corridor Specific Recommendation Muit-Purpose Pat. .... Separated Bike Lane .... Comenvonal Bike Lane • . • Other .... Buffered/Protected Bike Lane Location Specific Recommendation Bike Perking Needed Bike Share Station Needed Traffic Signal Needed Difficuhto Cross Street or Intersection Signage or Markings Needed Mid -Block Crossing or Median Refuge Needed Barrier or Restricted Access Public Restroom Facilities Needed Other MetroMover Stations MetroRail Stations m City of Miami Boundary h Kimley , Horn E.Vori Mora E,p•,�u�ce boner Key Elements and Timeline Activity Month 1 2 3 I 4 5 6 7 I 8 9 10 Task 1. Study Administration and Coordination Task 2. Literature Review Task 3. Community Outreach Task 4. Policy Assessment & State of the Practice Task 5. Bicycle Network Assessment Task 6. Develop Project Implementation Phasing Plan Task 7. Develop Final Report Kimley >>> Horn Literature Review Previous bicycle planning initiatives and projects in City of Miami were used to identify recently constructed and planned bicycle infrastructure. Understanding the current bicycle network along with prior recommendations will formulate the bicycle network improvements outlined in this plan. Existing and planned bicycle infrastructure was documented in a database and GIS mapping The following documents were reviewed: TPO SMART Trails Master Plan TPO Protected Bike Lanes Master Plan TPO Flagler Trail Master Plan 2045 Miami -Dade Bicycle Pedestrian Master Plan Biscayne Green Downtown Bicycle and Pedestrian Mobility Plan The 1-395 Heritage Trail Commodore Trail The Underline Plan Z ft 2009 City of Miami Bicycle Master Plan The Health District Bicycle and Pedestrian Mobility Plan JaRrEEE The Overtown/Wynwood Bicycle Pedestrian Mobility Plan PEDESt11AN 45MASTERPI The Little Havana Bicycle and Pedestrian Mobility Plan The Wynwood Streetscape Master Plan City of Miami Traffic Management Master Plan ' City of Miami Scooter Pilot Data Kimley >>> Horn :W_., hl,e Proposed Bicycle Facilities 17 Literature review documents Over 450 proposed bicycle facility projects identified in City of Miami These projects will be incorporated into the plan and maps Kimley >>> Horn 17 OA1 e-t�,.L� � +-S~ :�_ � .►:•ice r':.�,� ,�-_ x:.,_ � ... �. "`� � , p , Spo o October 29, 20 Collected over-90 surveys if 8n vements captured on�ln eraetv + .- sy.� •w , L . Y Ao to ra Jive Mal `� �*'� e + r K- I ' � S, � � r s � r1}1r..17, � I �� .�.` »,� �"�•'' •'tea`'. Over 50 recom u !?PW Community Engagement Survey • Identify primary purpose of ride • Favorite place to ride in the City park (6) A iarnl (4) ore -frail (9) ntovin l l Commodore �01'11�� DO V� � J 11SeW ay enetla�� Ca V Causeway kenbae�r(1) °Coral Gables �tO� Rl� ove T Coeoi-jut Grhere (5) ickel1 (8) AnYw Br er11ne (7� Und I primarily ride my bicycle: Hide taole Answers For pleasure/as a hobby For multiple uses (please describe) To commute to work To conduct errands To the bus/tra n staton Count tdd 52 27 18 7 Column Bar Pie Map e For pleasure/as a hobby For multiple uses 0 (please describe) • To commute to work To conduct errands e To the bus/train station Other response -" ". 1 Sort Percentage 57.83% 20.88% 10.84% 7.23% 2.81 % Kimley>>)Horn U,pad More Be"., Community Engagement Survey • Concerns about riding in the City • Single most important item to improve bike network When riding my bike in the City, I'm moi -gad with. .. . Answers safety Connea.vry Other ea her Count 374 30 14 -2 • Safety • Connectivity • Other Weather Other response Em. -a -,- e- i j Sort Percentage 86.77% 6.96% 325% 2.78% H ids table Answers Prote¢ed b ke lanes i conneccvty Other Bicycle mrege/perking Count 311 72 40 8 is Protected bike lanes • Path connect" as Other Bicycle storage/parking Other response E"'Nty ':eco—. fl Sort Percentage 72.16% 16.71% 9.28% 1.86% A—e-d'.4 1 i.ipPed:O KimlepMorn E[paCl I�Apn Espan•nw 6M•r Community Outreach Survey • Should additional resources be used to improve bike infrastructure • Is there adequate bicycle storage/parking where you need it? Do you feel more of the City's resources should be used to improve bicycle infrastructure? C, Is there proper bicycle storage/parking available where you need it? • No e Yes Hide table Answers Count Percentage Answers Count Percentage Y. 414 96.06% No 243 56 38°= No 17 3.94% Y. 184 _ Kimley >>> Horn _.pa, h,e opo,..— bone, Interactive Bicycle Infrastructure Map • Created to capture public input overlaid on the current bicycle network • City of Miami requests your help to promote and publicize our efforts to improving bicycle infrastructure! About •., �� _- Welcome! Your input is needed! = j This site was developed as a way for the public to provide recommendations and e_ RR■fa 1 feedback on the types of projects they would rCFk9L7 like to see included as part of the City of Miami's Bicycle Master Plan .[7tlJ(yTu r 1 ® To submit a recommendation or ' comment, click the editing icon in the top left . corner of the screen (second icon from the mleft)- -1 ,ir' - - / ❑ __` ,. ;._ ,;, .. ;k .�..��...� :. Kimley ,>> Horn Interactive Map Feedback • Community feedback is essential to the creation of the bicycle plan • Recommendations from the residents of The City of Miami. Initial feedback includes: • Dedicated/protected bicycle facilities to prevent cars from parking/driving in bike lanes • Connectivity • Underline and 1-395 Heritage Trail • Downtown to 791" Street Causeway • 101"/11t" Streets • Baywa I k • Increased access to Neighborhood Greenways • Improved signal timings on Biscayne Boulevard • 29t", 30tn, 32nd Streets • Secure bicycle parking • Scooter parking docks Kimley >>> Horn Next Steps • Bike Network Assessment • Input for prioritizing and ranking • What input does the Committee have? • Policy Assessment & State of Practice • Coordination with Friends Groups • Additional public outreach • Ideas for public outreach? re /,R�''-� • tip ark • p m l o Soule Mlam�r Sunset Corners to Next SAC after Bike Network/Policy Assessment Kimley >>> Horn E.v.,t µern tp:rmncc boner A MW O-A Thank you for your participation —Eta& Lw 11 Friends of the Underline Meeting February 1, 2022 Friends of the Underline Meeting Summary Tuesday, February 1, 2022 1 11:00 a.m. Microsoft Teams Attendees: City of Miami Collin Worth Kimley-Horn Adrian Dabkowski Saige Killion FDOT Tiffany Gehrke Friends of The Underline Aaron DeMayo Alex Larmier Carlos Cruz-Casas Eric Barton Kurt Kaminer Meg Daly Patrice Gillespie Smith Roberta Infinite Source Communications Veronica Fernandez Purpose of the presentation: The project team conducted a meeting to provide an update regarding the City of Miami Bicycle Master Plan. The meeting provided an opportunity for the project team to field comments, questions, and other considerations from those present. Questions/Comments: • Ms. Patrice Gillespie Smith asked how Mr. Adrian Dabkowski would define a bike boulevard. o Mr. Dabkowski stated that a bike boulevard would consist of sharrow markings supplemented with bike boulevard signage. He stated the team would follow National Association of City Transportation Officials (NACTO) guidelines. • Mr. Dabkowski asked if there was a concern in implementing green -colored pavement in conjunction with the Florida Department of Transportation (FDOT). o Ms. Tiffany Gehrke stated that her main concern is always cut -through traffic at high speeds. She commented that sharrow markings would be following the Florida Green Book, not the FDOT Design Manual (FDM). She noted the team would have to design very slow streets. 1 • Mr. Eric Barton asked what the rationale was for including sharrows in the master plan, as they do not slow down traffic or protect cyclists. o Mr. Dabkowski stated these would be combined with the signage. • Ms. Gehrke stated that true traffic -calming measures would be needed to help slow down motorists. She commented that these measures would need to accompany bike boulevards. • Mr. Kurt Kaminer asked for clarification regarding the definition of bike boulevards. o Mr. Dabkowski explained bike boulevards aim to lower traffic volumes, lower speed, and prioritizes travel for cyclists. He stated that NACTO guidelines show sharrows in addition to signage. He commented the team was considering adding green pavement markings in addition to the sharrows and signage to reinforce the sharing of the road. He stated the bike boulevards would only be implemented on local roadways with lower speeds and facility connectivity. • Mr. Kaminer asked whether a bi-directional two-lane street with fairly low speeds and connectivity with local neighborhood streets would be considered for a bike boulevard, or simply potential narrowing. o Mr. Dabkowski stated the street would be potentially narrowed, and that a bike boulevard would not be proposed on such a street. • Mr. Kaminer asked whether the team had contacted FDOT District Four about their success with green -painted sharrows. o Mr. Dabkowski responded no; however, it would be something they could certainly do. • Ms. Meg Daly stated that if a signage is required, there is a much deeper problem related to safety. She stressed the importance of an intuitive and safe network. She commented that protected bike lanes was the best solution. She mentioned the problem of stop and start-up bike lanes. • Mr. Aaron DeMayo asked if the map included existing facilities, and whether the team was suggesting the removal of some existing facilities. o Mr. Dabkowski commented that the existing facilities were not shown on the map, and that existing facilities were not going to be removed. • Mr. DeMayo stated that along the Venetian Causeway— even with semi -protected lanes, signage, and radar— drivers move quite fast. He stated that sharrows would be good for interconnectivity between main streets, but that protected lanes would be key. 2 • Mr. DeMayo was walked through the existing facilities layer of the map. • Mr. Kaminer asked about how the new master plan would address NW 14Street, which has a combination of both buffered bike lanes and unprotected bike lanes. o Mr. Dabkowski stated that the team would take a look at that. o Ms. Gehrke stated that NW 14 Street was included in the FDOT draft bike network plan. She commented that it would be important to ensure the City of Miami and FDOT match their efforts. • Mr. Dabkowski stressed that the sharrows are simply one treatment that is being considered for the bike boulevards. He noted sharrows would not be placed throughout the entire city. • Mr. Kaminer suggested including chicanes for traffic -calming measures. o Mr. Dabkowski stated there are several areas in the City of Miami where chicanes are proposed as future traffic -calming improvements in addition to other measures like speed tables, raised intersections and roundabouts. • Mr. Barton asked how the team would ensure the master plan was followed and not forgotten. o Mr. Dabkowski stated the master plan would be readily accessible on the website. He stressed the importance of focusing on city facilities, while also working with the other agency partners. o Ms. Gehrke stated FDOT makes its decisions based upon existing and adopted plans, city resolutions, and support from the Miami -Dade Transportation Organization (TPO). She noted the master plan would impact future FDOT projects. • Ms. Gillespie Smith stated The Underline would be expanding by the end of next year, which will attract additional bikers and walkers. She asked if the team was proposing bike lanes over the North Miami bridge. o Mr. Carlos Cruz-Casas stressed the importance of protected bike lanes along the bridge. • Ms. Meg Daly asked how the team was proposing to connect the Heritage Trail with The Underline. o Mr. Dabkowski stated the team has not yet developed a plan. o Ms. Daly stated that herself and Mr. Worth had discussed 2nd Avenue as a possibility for the connection. She stated that reaching out to the community in Overtown would be important. 3 • Ms. Gillespie Smith asked Ms. Gehrke if adding bike lanes to 7th and 8th Avenue was off the table. o Ms. Gehrke stated the PD&E study concluded a no build, they will be looking at alternative routes and would be happy to meet to discuss further. • Mr. Worth stated the City of Miami was working with Miami -Dade County to connect The Underline. He stated that a greenway would also be provided to enhance safety with a direct connection. • Ms. Gillespie Smith asked if there was a goal to get a certain number of streets with bike facilities. o Mr. Worth stated that the team did not have a target in mind. He commented setting targets to demonstrate implementation could be useful. o Ms. Gehrke stated that a post -evaluation could be conducted to confirm that people are feeling comfortable using bike boulevards and that speeds are what they should be. • Mr. Barton thanked Mr. Dabkowski for including the group in the outreach and expressed his support for the plan. Action Items: N/A 11 Plan Z Design Team Meeting February 1, 2022 City of Miami Bicycle Master Plan Plan Z Meeting Summary Tuesday, February 1, 2022 1 10:00 a.m. Microsoft Teams Attendees: City of Miami Collin Worth Kimley-Horn Adrian Dabkowski Saige Killion Plan Z Bernard Zyscovich Infinite Source Communications Veronica Fernandez Purpose of the presentation: The project team conducted a meeting to update the City of Miami on the Bicycle Master Plan. The meeting provided an opportunity for the project team to field comments, questions, and other considerations from those present. Questions/Comments: • Mr. Bernard Zyscovich stated there is a disconnect between those who ride for pleasure and those who ride for physical activity. He commented that some riders are resistant to bicycle infrastructure because they feel it limits their ability to ride when and how they want. He outlined fractures within the bicycle community and stated that Plan Z was focused on building a safe and independent space for commuter cyclists. Mr. Zyscovich stated that a bicycle -friendly city does not exist. He noted the question in the survey presented by the project team should include a question asking ""if it was safe, would you commute?" and added that this might yield a higher percentage of riders who commute. He noted he could engage with the City of Miami officials to encourage cycling leadership and stated the importance of showcasing that the community wants to commute by bicycle. • Mr. Adrian Dabkowski asked Mr. Zyscovich if the community would start using dedicated and protected bike facilities if they were built downtown. • Mr. Zyscovich stated absolutely. He noted that conducting a survey and finding commuter riders was important. He mentioned the facilities would attract commuters; however, a safe network for the entire commute would be necessary. Mr. Dabkowski presented a map that highlights a grid network of bike boulevards (Blvd.) on traffic -calm local streets to protect cyclists in locations where there are no dedicated bike lanes. o Mr. Zyscovich stated that cycling through less traveled streets makes sense for cyclists, specifically on traffic peak -hours. • Mr. Zyscovich asked about streets without signalization and if hazard flashers would be utilized. o Mr. Dabkowski stated that flashers are an option, but the team would have to investigate further. o Mr. Zyscovich noted that a graphic design may be necessary to develop the signage and directional information for cyclists. o Mr. Dabkowski agreed and stated the project is incorporating signage that follows the established guidelines from the National Association of City Transportation Officials (NACTO). Some guidelines include green -colored roadway markings. Mr. Dabkowski will confirm if these can be used. Mr. Zyscovich mentioned the lack of respect from motorists towards bicycle lanes and stated it would be ideal to introduce the process in phases. He stated the first phase could educate and bring awareness to proper bike lane signage, while the second phase could assist with the increased ridership and eventually establish a system. Mr. Zyscovich also highlighted the bicycle lane and pedestrian dynamics of Copenhagen, noting that there are three elevations: the street, the bike lane, and the sidewalk. Mr. Zyscovich noted that green paint and dashed line on the roadway is the best approach for bringing awareness to the designated bike lanes. He stated that motorists should not be traveling at high speeds, such as 50 miles per hour (mph) next to pedestrians and cyclist. • Mr. Zyscovich stated the City of Miami could consider different resources to distribute the message to the community. He noted that for the bike Blvd., partnering with his non- profit agency and the Parks Department could be useful. He stated that including bike routes adjacent to parks, schools and supermarkets would promote connectivity. Mr. Zyscovich suggested breaking the Geographic Information System (GIS) map into layers to better target specific audiences. He added that identifying zip codes below the poverty level could help alleviate food desserts, noting that the bicycle network could improve mobility and economic situations. He explained the freedom that bicycles bring and their economic impact. • Mr. Collin Worth asked if Mr. Zyscovich could share the project survey with his network database. o Mr. Zyscovich stated yes and asked the team to also send a copy to Grace Perdomo with Transit Alliance. Action Items: Send the survey to Mr. Zyscovich and Transit Alliance. 2 Commodore Trail Design Team Meeting February 25, 2022 !2n T tU si Silver Bluff, - •, � � � � - � .' • (1 oft) N � S� _ RY IFS SW211 CJti 1 a-5WL5 St•�- �: The Pines o Sys 251h T r t t st Sa �_-- +Nay • ra g < c: i��- �. 1* S ffee St • Estates N�y t, s l llli�dXK (2 of 3) 4 ► in X Public Submitted Recommendation � ` Silver Bluff Y t ��•!- a SW 2J1 a sa Pae m —T �E Cat s . gw 2Jfia`r r er j SW 2�th St �g'WI t t 5 0 a NN I veSelect the type of bike Separated Bi<c z Y�l24i h-Tc 4T.�"'^SW 24th ld �FI'obia Island, 7 i1�48t {d.: .s. ` 44i Beach Park RlckenDa 4 y sw zscn siT' Bay Heights e Tt18 Plfle g the identified SWr25lh T r sW 251h 7 r {A _ t orecommendation connects fast Please describe your This safelyliclor f ''nSWtte 26th +•Y- v -. E. .4k st Sctl St ,moving fitness SW27th Pa�nola � e0a riders_ Biscayne existing_ 1 South Bay d r 3 la Ln era v e f lane. 1 . r f' Estates ,fit_„mv s.,• o, Full time What is your saf,> _ -resident rSW 2vlh Sl, '� aof Miami Zoom to Edit z_ is �^ t � x • 9q , • t P�' �` 0. � a lp ckl o�n }•Hammo 4 ate`- 1 g� ►� : 6i1 it �, S El X tt,,r WA e �I. / -1 v K r hti_ gD,xle Hw ^Bf CKell W 2nd Te�� m • c �+`. Iiammoc t• rn �'�'i P� q3l sF `�' M��; sw{z r.r f,.• v+ f`,. k SW�2at c F - iMF si_tQ • z 1Bay4H9lghtS •� E. t D ��v 1t1 � ,.� Dr f="+" rf b�• S,toli�' V•rn" - =� sAl In X P4 6 ... - •�.1 al ti`� s 4*4 4 r (1 of 2) ► In X Public Submitted Recommendation p�i .•. ,a ,v.�ra�•H�,.a'`3.. ^ .�A,,�. �wy` IC2II e SFHammock;sd rQM +►, ti ac a Public Submitted Comment #6 0 6, t . 00 M. grwr yF - r- . I_ _. Co ut rovMe e`� `�ir �. _ice � r 1. � ennis Courts. ,�♦0 r� � N �.�,. �,•«., ak Ave>' �'. • drf °os - Oak PW (1 of5) ❑ X * ! F row Avc - ^" * ♦ Y�� .0�. 7 ^ lop Flonda Ave +�'�,\ m��r i ,♦c L' or f N S Grand Aver• L• : ,z�i- � _ '� '�� a. Cente en elh M, ere r f' jl hompsrAve - -"�' �� - - -• - , William Ave _ : • _ - Fm Peacock / K. ( ♦ \ e 1 If / ♦/+� te« _ Myers Park 7♦ ♦ r � � �, >J r Charles Ave/ �_ LJ +.= -+k �f` ` ; ♦ ♦ , / Y F r�nklin Avet` ro Fran k li n�Avc j ► ; ` ? \ \ . ` o / '�� _ -•'y �. «,: �. i'1` / \'�j a - � � � � i� it b v� Sib , In N. ° sue • F n Tislanns It I x/v - —q rW,i a C conut io sp �� r.. Y�FLV � �� CL'' � �� I _ �: r: nos •ousts t.) '�� i � i G� n`. �.� -. 4 •O F Ave •4 \ N drr House �., O kAve= 11 v Co !rq D. '7,�' I=_ ae. rf R - � y Y' +!t ; • _ _ _ : �•`yPI o `c�/, m . � 1 �� Flo da1 Avc - _ ,♦ _ � �} �! .. to �►� ' 1_ �. . oyi�n+• '� - - - � I •t. Gia:d Avg- -Grand Ave v �' � �^ •'�, � jv — ` � 1 ;R , ♦''ECG �/ .1 - ,,. Y �.� +: t W ilha m.Ave � � /1 �•.' .' , COr 11 r I A,e - p FI + c,.E- �� ,rt �` • r Rd �!c'�-;. -� -. "� r-- 1. .Ave• ,�'`f^ + - t , ate' � - � � - o w•. Air Public Submitted Recommendation 4,1 Select the type of bike Conventionai facility ' ' •♦r r \� I you • like Bike Lane Ik ristructed to see CC) along the ident'+ed rcorridorPlease describe your Connectivity for '.:.; ,.- ecommendation fitness riders to z existing bike lanes �.. {. •itiY,.•What is your FO time�, tit y kbr^ r connection to the City resident of Miami Please provide the 33143 L code you reside in N Prospict • y.rylo peel D - Zoom to Ecrit %F. e A i, �T • '•. ♦ n t 4 t. f j • Friends of the Commodore Trail Meeting March 4, 2022 Miami Bicycle Masterplan Friends of Commodore Trail Meeting Summary Friday, March 4, 2022 1 11:30 a.m. Microsoft Teams Attendees: City of Miami Collin Worth Kimley-Horn Adrian Dabkowski Saige Killion Friends of Commodore Trail Hank Sanchez -Resnik Mary Munroe Seabrook Juhi Saigal-Shah Lotte Purkis Infinite Source Communications Alexander Coicou Purpose of the presentation: The project team conducted a meeting to provide an update regarding the City of Miami Bicycle Master Plan. The meeting provided an opportunity for the project team to field comments, questions, and other considerations from those present. Questions/Comments: • Mr. Hank Sanchez -Resnik stated the importance of a simple and easy to understand map, which would show the main recommended bike routes. o Mr. Adrian Dabkowski asked if it would be easier to turn off the map layers and instead go with a street map. o Mr. Sanchez -Resnik supported this idea. • Ms. Mary Munroe Seabrook stated that one of the main issues with the Commodore Trail is getting to it, indicating that there are very few lighted crosswalks for people to cross safely, especially in the South Grove. o Mr. Dabkowski stated that the team would be gathering information from the City, noting that the information would be incorporated into the Master Plan. • Ms. Munroe Seabrook asked who would be responsible for the crosswalks. o Mr. Dabkowski commented that it would most likely include base connections, which would then tie into the network the project team is considering. He asked if there was a specific area that needed crosswalks or crossovers for connectivity. • Ms. Munroe Seabrook commented that there are several. She noted that Ingram and Douglas is perfectly set up for connectivity. She mentioned Edgewater and Ingram, as well as Natoma. She emphasized the lack of crosswalks in Bay Heights and stated that these intersections are signalized yet lack the pedestrian and bike connectivity needed to serve the community. • Mr. Sanchez -Resnik stated that there would be considerable overlap between the Master Plan and the Commodore Trail project, as well as the South Bay Shore Drive project. He commented on good coordination between multiple jurisdictions. He mentioned that the new Master Plan should not include sharrows anywhere. • Mr. Sanchez -Resnik mentioned the South Grove traffic calming program, stating that it was going to present a lot of opportunities for cyclists. • Ms. Juhi Saigal-Shah reiterated the importance of crosswalks and continuity along the trail. • Ms. Lotte Purkis stated that the priorities of stakeholders were connectivity, protected bike lanes, effective crosswalks, quality signage, and safety. She mentioned popular routes for children, including the Commodore Trail and the Rickenbacker. • Mr. Sanchez -Resnik asked if the new Master Plan would include "armadillos" and whether or not they would become a city-wide device. o Mr. Dabkowski stated that the separators would be concrete, not armadillos. • Mr. Sanchez -Resnik asked if bike lanes will be raised. o Mr. Dabkowski stated that the team is proposing raised bike lanes where they make sense. He mentioned the Miami Avenue Bridge and the wide sidewalk located there. He stated that they are focusing on areas that can accommodate raised lanes • Ms. Munroe Seabrook commented that armadillos over for flexibility when jumping between lanes, while raised curbs limit access between car lanes and bike lanes. • Another attendee stated that armadillos might be a possible solution when considering ADA requirements. • Mr. Sanchez -Resnik noted that the Commodore Trail was a multi -use facility. He noted this distinction in comparison to dedicated and protected bike lanes. • Mr. Sanchez -Resnik stated that people park motor vehicles in bike lanes. He said that the new Master Plan would have to include a clear and enforceable strategy for keeping people from parking in bike lanes. o An attendee stated that the Carrollton School protects pedestrians by intentionally parking police cars on the trail. • Ms. Saigal-Shah asked about the survey results associated with the Master Plan. o Mr. Dabkowski stated that this data was shared with the City. He noted that the comments were focused on protected bike lanes, traffic calming, and right-of-way. • Mr. Sanchez -Resnik noted that using secondary routes can be misleading, especially considering that cyclists do not like avoiding busy streets and taking indirect routes. He mentioned problems in Coconut Grove, including sidewalk cafes and street parking. He asked if the public would be involved in the creation of the Master Plan. o Mr. Dabkowski stated that public workshops were not in the scope, and it was more focused on public outreach. • Mr. Sanchez -Resnik mentioned political redistricting and stressed the importance of a transparent and public -facing process. • Ms. Purkis asked how public outreach is being conducted. She mentioned a multimodal mobility event at the University of Miami. o Mr. Dabkowski said that the team was required to attend three events and would be happy for recommendations. • Mr. Sanchez -Resnik mentioned BikeSafe and the University of Miami Medical School. He noted that they had been great partners. o Ms. Purkis stated that they were the organizers of the event she discussed above, and she said she would be happy to reach out to the organizers. • Ms. Saigal-Shah asked about the safety aspects of the Commodore Trail. She wondered if there was going to be a safety assessment report. o Mr. Dabkowski said he was not sure, and would have to reach out to the trail design team. • Mr. Dabkowski thanked the meeting participants for their time and input. Action Items N/A City Administration Meeting March 16, 2022 ka = m Wm MEL" LTA m wraw VA m IL BmIcvcIe Master ar � 'l 1 y)>)Horn t�2 ii' Nagel,. Agenda Introduction Key Elements Literature Community Policy Network and Timeline Review Outreach Determination Next Steps Introduction This plan is an update to the City's 2009 Bicycle Master Plan Focus on developing cost feasible bicycle infrastructure plan for the next 20 years Will identify network connectivity gaps and opportunities to develop a safe, equitable, and accessible bicycle network Review and provide recommendations for first/last mile connectivity to transit Improvements will be included in City's Capital Improvement Plan as well as for the County's Long -Range Transportation Plan Corridor Specific Recommendation Muit-Purpose Pat. .... Separated Bike Lane .... Comenvonal Bike Lane • . • Other .... Buffered/Protected Bike Lane Location Specific Recommendation Bike Perking Needed Bike Share Station Needed Traffic Signal Needed Difficuhto Cross Street or Intersection Signage or Markings Needed Mid -Block Crossing or Median Refuge Needed Barrier or Restricted Access Public Restroom Facilities Needed Other MetroMover Stations MetroRail Stations m City of Miami Boundary h Kimley , Horn E.Vori Mora E,p•,�u�ce boner Key Elements and Timeline Activity Month 1 I 2 3 I 4 5 E 7 I 8 9 10 Task 1. Study Administration and Coordination Task 2. Literature Review Task 3. Community Outreach Task 4. Policy Assessment & State of the Practice Task 5. Bicycle Network Assessment Task 6. Develop Project Implementation Phasing Plan Task 7. Develop Final Report Kimley >>> Horn Literature Review Previous bicycle planning initiatives and projects in City of Miami were used to identify recently constructed and planned bicycle infrastructure. Understanding the current bicycle network along with prior recommendations will formulate the bicycle network improvements outlined in this plan. Existing and planned bicycle infrastructure was documented in a database and GIS mapping The following documents were reviewed: TPO SMART Trails Master Plan TPO Protected Bike Lanes Master Plan TPO Flagler Trail Master Plan 2045 Miami -Dade Bicycle Pedestrian Master Plan Biscayne Green Downtown Bicycle and Pedestrian Mobility Plan The 1-395 Heritage Trail Commodore Trail The Underline Plan Z ft 2009 City of Miami Bicycle Master Plan The Health District Bicycle and Pedestrian Mobility Plan JaRrEEE The Overtown/Wynwood Bicycle Pedestrian Mobility Plan PEDESt11AN 45MASTERPI The Little Havana Bicycle and Pedestrian Mobility Plan The Wynwood Streetscape Master Plan City of Miami Traffic Management Master Plan ' City of Miami Scooter Pilot Data Kimley >>> Horn :W_., hl,e Proposed Bicycle Facilities 17 Literature review documents Over 450 proposed bicycle facility projects identified in City of Miami These projects will be incorporated into the plan and maps Kimley >>> Horn '='i"e 41 .0 .• r1� � n � t +��,`+� Tom{• Y �9�� -: �� ' _ ' •w'f•�' .i",�.,+�" om P. Al • ��' 'pry" 1�~ri.,y! - � +'$��• :+! ti ,►`;� _,Ii�'.� a ,�. ty4�'_ , V .� � • - 1 �! (. !' A• 'A `' r ' 1") III/�I ` 1...: .v r, • �` � � ` , , ;1 of f�S�, d ?r -;`� ��l � ~µ?rt� 4 . I „,.r . 5 .I 1 �,�3+,1'��` � � � IJ •ti. •�w;` ',� - � ate_ - - Community Engagement Survey • Identify primary purpose of ride • Favorite place to ride in the City park (6) A iarnl (4� ore Trall (9) ntoWn 1� l Commodore 01'11�� DO V� � J 11SeW ay enetla�� Ca (I� Vke,c Causeway kenbol. o Coral Gables (10) Rl� e (3� T Coeoi-jut Gr oV here (5) ickell (8) AnYw Br erllne (7� Und I primarily ride my bicycle: For pleasure/as a hobby For multiple uses (please cescr;be) To commute to work To conduct errands To the bus/tra:n station Count 413 153 62 44 10 Column Bar Pie Map • For pleasure/as a hobby For multiple uses °(please describe) • To commute to work To conduct errands • To the bus/train station Other response Empty categories T j Sort Percentage 60.12% 22.27% 9.02% 6.4% 1.46% Kimley>>)Horn ITpad More Be"., Community Engagement Survey • Concerns about riding in the City • Single most important item to improve bike network When riding my bike in the City, I,,, most o--d —rh How can the City of Miami bicycle network be improved? • Safety • Connectivity • Other Weather • Protected bike lanes • Path connectivity • Other •• Bicycle storage/parking Hide table 0 Other response _„pt :ategSort HAI. table Q) Other response _' Answers count Percentage Answers Count Percentage Selery 602 87.63% P—oed b ke Imes 508 73.94% Connectvay 48 6.99% PaM connectvny 115 16.74% 0�er 22 3.2% Other 56 815% A—h.r ' 4 2 04% Bicycle smrege/perbng 8 1.16% I Sot Kimley >>> Horn tW-..l More oprr..nc. ben.. Community Outreach Survey • Should additional resources be used to improve bike infrastructure • Is there adequate bicycle storage/parking where you need it? Do you feel more of the City's resources should be used to improve bicycle infrastructure? Is there proper bicycle storage/parking available where you need it? 1 sort Hide table Answers Count Percentage Answers Count Percentage 9Z09`R No 2.91% Ves 291 1 sort Kimley >>> Horn :.-., hl,e Interactive Bicycle Infrastructure Map • Created to capture public input overlaid on the current bicycle network • City of Miami requests your help to promote and publicize our efforts to improving bicycle infrastructure! About •., �� _- Welcome! Your input is needed! = j This site was developed as a way for the public to provide recommendations and e_ RR■fa 1 feedback on the types of projects they would rCFk9L7 like to see included as part of the City of Miami's Bicycle Master Plan .[7tlJ(yTu r 1 ® To submit a recommendation or ' comment, click the editing icon in the top left . corner of the screen (second icon from the mleft)- -1 ,ir' - - / ❑ __` ,. ;._ ,;, .. ;k .�..��...� :. Kimley ,>> Horn Policy Review and State of the Practice • Policy Resources • National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide • State -of -the -practice solutions aimed at creating complete streets that are safe and enjoyable for bicyclists. • Design standards and best practices for bicycle facilities, intersection treatments, and bikeway signing and marking. • Designing Walkable Urban Thoroughfares: A Context Sensitive Approach • Strategies for effective network planning for walkable areas and streetside design guidelines. General principles and considerations regarding bicycle lanes. • Project for Public Spaces • Initiative promotes great streets as backbone of successful communities, redefining spaces that connect people to where they need to go, while enhancing and supporting the destinations they serves • Bicycle Friendly Businesses • Encourage businesses to be bicycle friendly • 4 criteria: engineering, education, encouragement, and evaluation and planning VVHAT MAKES A GREAT PLACE? l�_ '. fWixraVu • Fifteen -Minute CitiesPU _ • Everyone living in that city has access to essential urban services within a 15-minute walk or bike haSP M Kimley,))Horn Policy Review and State of the Practice • Policy Resources • US Census Journey to Work Data • Multimodal • Replica • Multimodal data • Publicly available data set that uses US Census, land use regulations, aggregate mobile location, credit transaction data, and real estate transaction data • BikeSafe • University of Miami KiDZ Neuroscience Center initiative focus on bicycle safety for children ages 10 to 14. • Mission to prevent pediatric bicyclists hit -by -car through education, promote physical activity, and advocate for safer cycling environments. Miami, FL /V u - ',D Mode Split Tripvolume in thisgeography,t Change Data typical weekday 4 Salectlons Week of Aug 23, 2021 to the week of Feb 28, 2022 tom Feb 28, 2022 Private Auto 880k 750k Transit 58k 5001, Auto Passenger 2001, Other 5.ek 250k 0 Sep 2021 Oct 2021 Nov 2021 Dec 2021 Jan 2022 Feb 2022 Mar 2022 0 Private Auto E Transit 0 Auto Passenger Q Other . .:� Kimley>>)Horn ltpsd Morn t.�.,e�t� k,her Policy Review and State of the Practice • Policy Strategies Multimod; • Transportation Demand Management (TDM) and Transportation Control Measures (TCM) Mobility TDM[rCM Fees Strategies • TDM/TCM strategies improve transportation system efficiency by reducing single occupant vehicle (SOV) trips and provide an environment to Complete improve, enhance, and encourage multimodal. Streets • These strategies can provide cost-effective methods to build capacity in a transportation system by expanding the participation of residents in alternative modes of transportation. • These strategies can be implemented as part of the land development process for specific sites and by the City of Miami. Kimley >>> Horn • Determines the number of lanes needed, sidewalk widths, types of facilities needed, and many other features. Policy Review and State of the Practice • Policy Strategies • Mobility Fee Would increase funds for capital improvement projects to improve infrastructure and create new transportation facilities to decrease SOV trips. The City of Miami Beach's implemented a mobility fee to fund mobility improvements. Developments are funding mechanisms to support capital expenses and transportation facility improvements. Complete Streets • Miami -Dade Complete Streets Design Guidelines Repurpose public streets right-of-way to all modes of travel (i.e., transit, bicycle, and walking) to promote sustainability, health, and safety of the community. • FDOT's Context Classification Eight (8) categories that account for adjacent land uses, roadway connectivity characteristics, and r., � is socioeconomic characteristics. Cl- C2- CF- v C3R. C3C. C4- CS. C6- Natural Rural Rural "Suburban" Suburban Urban Urban Urban Town Residential Commercial General Center Core 1\II I IICy :.po..i Mrn C..pcuunca bonm Multimodal TDM/TCM TDM/TCM Land 14 Transportation Municipal Development Projects Mobility TDM/TCM Fees Strategies Complete Streets t Y t a Ji w iw.. Policy Review and State of the Practice • Policy Strategies • New Development Transportation Demand Management (TDM) Transportation Control Measures (TCM) Strategies • New developments should be required and enforced TDM/TCM plans • Enforcement at time of Certificate of Occupancy issuance • Reduce the impacts of the project traffic on the surrounding roadway network • Reduce the reliance on SOV trips and promote multimodal transportation. Multimodal TDM/TCM TDM/TCM Land Transportation Municipal Development Projects Mobility TDM/TCM Fees Strategies Complete Streets • Private developers should consider incorporating strategies and methods such as the following: • Creation of an Employee Transportation Coordinator position to run the Elevators that can accommodate bikes Transportation Control Measures (TCM) programs. • Subsidized transit passes for employees • Provide secure short-term and long-term bicycle parking (bicycle racks, lockers, and lids) • Provide bicycle facilities on adjacent roadway network • Providing a Citibike station or bike rentals • Wide hallways to accommodate bicycles • Bike workroom or shop • Bike washing stations • Bike drop-off/valet service • Secure bicycle parking/bicycle lids • Providing car share Kimley >>> Horn Policy Review and State of the Practice • State of the Practice • On -Roadway Facilities • Bike Boulevard • Buffered bicycle lanes • Bicycle lanes • Shared use path • Separated Facilities • Protected bicycle lanes • Raised separated bicycle lanes • Intersection Treatments • Unsignalized • Signalized • Bicycle Parking • Racks — Short-term • Lockers, enclosures, lids — Long-term Kimley >>> Horn Policy Review and State of the Practice • State of the Practice • On -Roadway Facilities �3 "R I in K. R • Bike Boulevard • Low vehicle traffic volume (less than 3,000 vehicles per day) and low speeds (speed limits less than 30 MPH) to give bicycle travel priority. • Priority is provided by signs pavement markings, and traffic calming treatments to discourage trips by vehicles. • Bicycle boulevards tend to be perceived as safer and more pleasant than routes along busy major roads. • Buffered bicycle lanes • Separate bicycle travel lanes from vehicular travel lanes with pavement markings creating a buffer. • Typically, seven i7) feet wide including three (3) feet of buffer to allow passenger loading and _ prevent door co lisions when adjacent on -street parking is present • Bicycle lanes • Provide exclusive space for bicyclists next to vehicle travel lanes. Dedicated bike lanes are typically five (5) feet wide adjacent to on -street parking. Shared use path �� •� Separated from vehicular traffic by an open space or barrier. AL Used by pedestrians, bicyclists, skaters, and runners. M-Path Bike Boulevard Buffered Bicycle Lane on SW 111 Street Y: Bicycle Lane on W Flagler Street, west of NW 191h Avenue KimlepMorn EtOot� Mor• Esyenvr�co honor Policy Review and State of the Practice • State of the Practice • Separated Facilities • Protected bicycle lanes • Located within or directly adjacent to the roadway • Physically separated from motor vehicle traffic with a vertical element: a curb, bollards, or on -street parking. • One-way cycle tracks are typically eight (8) feet and two-way cycle tracks are typically 11 feet. • Raised separated bicycle lanes • Raised separated bicycle lanes use grade separation either at sidewalk grade or an intermediate grade to give the cyclist further separation Protected Bicycle Lanes Raised separated Bicycle Lanes Kimley >>> Horn Policy Review and State of the Practice • State of the Practice • Intersection Treatments • Unsignalized Limited Access • Right -turn only from the minor street to the major street. • Use center median (peanut) on the major street as a median refuge island for bicycle movements. • Portion of the raised center median is removed in order to accommodate bicycles through the median, while prohibiting vehicles. • The preferred width of median refuge islands is a minimum of 10 feet. However, the minimum width can be as narrow as 6 feet wide. • Unsignalized Full Access • Pavement markings are provided across the intersection to indicate the path of bicyclist. • Provide a clear path and boundary between through movement bicyclists and through or turning vehicles in the adjacent lane. • Crossing markings with green color are the most impactful to make vehicle aware of bicycle • Signalized • Bike boxes: a designated area on an intersection approach in advance of the stop bar pavement marking. • This provides bicyclists with a safe and visible way to get motorist attention and alert them of the bicyclist during a red signal phase. • Requires "No Turn on Red" operation to prevent vehicles from crossing the bike box where exclusive right -turn lanes are not provided. Median Refuge Island Source: Small Town and Rural Design Guide.com Typical Crossing Markings Source: Nacto.org Bike Box Source: Nacto.org KimleywHorn bvftl Mor• Boner Policy Review and State of the Practice INVERTEDU • State of the Practice • Bicycle Parking • To facilitate first- last- mile connectivity to transit viable and reliable, secure bicycle parking is essential at transit stations. • Short-term parking that needs to be convenient and easy to use • Long-term parking needs to be secure and sheltered. • If bicyclist is parking for two (2) or more hours they will prefer security and shelter above the convenience and ease of short-term parking. • Implement Crime Prevention Through Environmental Design (CPTED), bicycle parking: • Under Closed -Circuit Television (CCTV) monitor • Well -lit area • Cordoned -off from the rest of the transit facility with one-way in and one-way out, and next to a building structure. • Four (4) principles to CPTED including: • Surveillance: people are seen and can be seen • Access Management: users are passively directed to a specific place, while restricting non- users • Territorial: ownership of an area is defined by clear boundaries • Facility Quality: well maintained and high quality environments attract users and aid surveillance. vosT 5 Rmc Short -Term Bicycle Racks Source: apbp.org •1K& LOCKERS SNELTEREO SECURE ENCLOSURE Long -Term Bicycle Parking Source:apbp.org Secure Bike Parking used by Miami -Dade Transit Source: bikelid.com Kimley>>)Horn �.pptl hl- Gy—• b.".' Network Determination • Creating a grid throughout the City • First- last- mile connectivity to transit • Right-of-way considerations • Equitable bike network distribution through neighborhoods • On -street parking/vehicles parking in bicycle lanes • Pedestrian Priority Zones Kimley >>> Horn Network Determination • Creating a grid throughout the City • Focus on local streets with existing or proposed traffic calming provided • Connecting on local streets that have signals at arterials/collectors Connecting on local streets that have median separators at arterials/collectors Creating initial grid by providing a quality facility Reinforcing grid and provide additional connectivity x • First- last- miTe corinectivity-fo transit • Quality and secure bicycle parking at transit facilities • High ridership locations (over 100 daily boardings and alightings) Kimley >>> Horn Network Determination • Right-of-way considerations • 50-foot ROW Context Sensitive • Local Streets in Residential Neighborhoods = Bike Boulevard • 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 33' o Assumes any reconstruction would require 6' sidewalks • 50'- 33' = 17' remaining • 8'6" on -street parking + 8'6" on -street parking = 0' remaining • One -Way Streets in Residential Neighborhoods = Bike Lanes • 10' travel lane + 10' travel lane + 5' sidewalk + 5'sidewalk = 30' • 50'- 30' = 20' — 7.5' on -street parking — 7.5' on -street -parking = 5' bike lane • 60-foot ROW • 33' = 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 27' remaining • 8'6" on -street parking + 8'6" on -street parking = 10' remaining • Therefore, 5' bike lanes + 5' bike lanes • 70-foot ROW • 33' = 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 37' remaining • 8'6" + 8'6" on -street parking = 16' remaining • Therefore, 8' + 8' one-way protected bicycle lanes or 11' two-way protected bicycle lanes Kimley >>> Horn Network Determination • Equitable bike network distribution through neighborhoods • Providing connectivity to activity centers • Schools, Parks, grocery stores • On -street parking/vehicles parking in bicycle lanes • Recommend protected bicycle lanes • Do not remove on -street parking for bicycle lanes as vehicle will still park in the bike lanes , • Pedestrian Priority Zone • Little Havana f" Gan— RMA • (Miami River to the north, SW 8th Street to the south, SW 2nd Avenue to the east, and SW 22nd Avenue to the west) Prioritize pedestrians and access to transit over other modes • Maintaining clear sidewalk width for pedestrian travel, aligning curb ramps with sidewalks, requiring crosswalk at all intersections, increasing pedestrian crossing times beyond the minimum, reducing travel lane widths, providing shade for sidewalks, reducing speed limits, and eliminating right -turn -on -red in dense pedestrian corridors Kimley >>> Horn Next Steps • Prioritize Network Improvements • Final Report • Additional public outreach • Ideas for public outreach? l FAr © Map vi Mum<�p.liyypy � Ortriwe Recemmeid,lnmiu (peiQ O F4) p. BaommMda—(L—) . � BrcyHtF.c&ees . G.eemv.ys . LJ Exemp_�oN�ewa 1021 0/ • ❑ SbeeLFM.w.k 21 J wona mwB.y Kimley >>> Horn A MW O-A Thank you for your participation —Eta& Lw 11 Study Advisory Committee Meeting March 30, 2022 NFL lb VIA tk�, odl V"i L Bicycle. ster ." �Wqk Ki lev >>)Horn AW Now" Agenda i i 0 Key Elements and Timeline Update O Community Policy Network Outreach Determination 0 Next Steps 01F Key Elements and Timeline Activity Task 1. Study Administration and Coordination Task 2. Literature Review Task 3. Community Outreach Task 4. Policy Assessment & State of the Practice Task 5. Bicycle Network Assessment Task 6. Develop Project Implementation Phasing PI Task 7. Develop Final Report KimleyoHorn Expect More Experience Better Orr Community Outreach • Held meetings with "friends groups" • Underline • Commodore Trail • Plan Z • Provided survey and interactive website information to BikeSafe program • Nearly 700 surveys completed • Approximately 250 suggestions on interactive map • Ideas for other outreach? or Community Engagement Survey • Identify primary purpose of ride • Favorite place to ride in the City A park (6) 0 0 (q, commodore -rr3;1 (9) Downtownmiam, (fl) venetianG,,LjjSeWaLy owav CIS I primarily ride my bicycle: Hide table Answers For p:easure'as a hobby Cans S/ IOlFor muh,ple uses (please describe) bac)�ef, va�,1eo Cori V'Ickef � t 4 T To commute to work t C-1r° Column Bar Pie Map • For pleasure/as a hobby For multiple uses ° (please describe) • To commute to work To conduct errands • To the bus/train station Other response Empty categories Tj sort Count Percentage 413 60.12% 153 22.27% 62 9.02% erp) To conduct errands 44 6.4% cocollu h V / At-IYW To the bus/train station 10 1.46% Cke. Br e 7 er11n Kimley)))Horn Expect More Experience Better or Community Engagement Survey • Concerns about ridingin the City • Single most important item to improve bike network When riding my bike in the City, I'm most concerned with: Column bar Pie Map How can the City of Miami bicycle network be improved? Hidetaabie Answers Safety Connectivity Other Weather Count 602 48 22 14 • Safety • Connectivity • Other Weather C Other response - Empty categories ?j Sort Percentage 87.63% 6.99% 3.2% 2.04% Answered:686 Skipped: 1 Hide table Answers Protected bake lanes Path conneawvry Other Bicycle storage/perking Column Bar Pie Map • Protected bike lanes • Path connectivity • Other Bicycle storage/parking Other response 1 so Count Percentage 508 73.94% 115 16.74% 56 8.15% 8 1.16% Kirnley))) Horn Expect More Exper ence Bettie, or Community Outreach Survey • Should additional resources be used to improve bike infrastructure • Is there adequate bicycle storage/parkingwhere ou need it? a y Do you feel more of the City's resources should be used to improve bicycle infrastructure? Is there proper bicycle storage/parking available where you need it? +..olumn Bar Pie Map ,.� ., :.�� Y..... • Yes • No e No e Yes Hide table Empty categories 1 j Sort Hide table Empty categories j Sort Answers Count Percentage Answers Count Percentage 667 97.09% No 390 56.7 7 % - 20 2.91 % Yes 291 42.36% Answered:687 Skipped:0 Answered:681 Skipped:6 Kimley)))Horn Expect More Experience Better Interactive Bicycle Infrastructure Map • Created to capture public input overlaid on the current bicycle network • City of Miami requests your help to promote and publicize our efforts to improving bicycle infrastructure! Welcome! Your input is needed! This site was developed as a way for the public to provide recommendations and feedback on the types of projects they would like to see included as part of the City of Miami's Bicycle Master Plan r To submit a recommendation or comment, click the editing icon in the top left corner of the screen (second icon from the left) KimleyoHorn Expect More Experience Better Policy Review and State of the Practice • Policy Resources • National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide • State -of -the -practice solutions aimed at creating complete streets that are safe and enjoyable for bicyclists. • Design standards and best practices for bicycle facilities, intersection treatments, and bikeway signing and marking. • Designing Walkable Urban Thoroughfares: A Context Sensitive Approach • Strategies for effective network planning for walkable areas and streetside design guidelines. General principles and considerations regarding bicycle lanes. • Project for Public Spaces • Initiative promotes great streets as backbone of successful communities, redefining spaces that connect people to where they need to go, while enhancing and supporting the destinations they serves • Bicycle Friendly Businesses • Encourage businesses to be bicycle friendly • 4 criteria: engineering, education, encouragement, and evaluation and planning • Fifteen -Minute Cities • Everyone living in that city has access to essential urban services within a 15-minute walk or bike WHAT MAKES A GREAT PLACE? tf BEY ATTRIBUTES • INTANGIBLES MEASUREMENTS PUBLIC `/SPACES mzo 3 J? a O ?O� 0 i_ 4 P JS�FJ _ \NO\G�NOJS �BBATp0.Y 11WAINABLE PLACE JIM •MFORT��.CLEAN CgFFN a p ENS `'ES P PETML SALES CkIME STATISTICS I 1 KimleyoHorn Expect More Experience Better Policy Review and State of the Practice • Policy Resources • US Census Journey to Work Data • Multimodal • Replica • Multimodal data • Publicly available data set that uses US Census, land use regulations, aggregate mobile location, credit transaction data, and real estate transaction data • BikeSafe • University of Miami KiDZ Neuroscience Center initiative focus on bicycle safety for children ages 10 to 14. • Mission to prevent pediatric bicyclists hit -by -car through education, promote physical activity, and advocate for safer cycling environments. Miami, FL Mode Split Trip volume in this geography, typical weekday Week of Aug 23, 2021 to the week of Feb 28, 2022 N u - U Change Data 4 Selections 1.Om Feb 28, 2022 Private Auto 880k "l 750k Transit 58k Auto Passenger 200k 500k Other 5.8k 250k • Sep 2021 Oct 2021 Nov 2021 Dec 2021 Jan 2022 Feb 2022 Mar 2022 0 Private Auto E Transit 0 Auto Passenger Other Kimley)))Horn Expect More Experience Better Policy Review and State of the Practice • Policy Strategies • Transportation Demand Management (TDM) and Transportation Control Measures (TCM) • TDM/TCM strategies improve transportation system efficiency by reducing single occupant vehicle (SOV) trips and provide an environment to improve, enhance, and encourage multimodal. • These strategies can provide cost-effective methods to build capacity in a transportation system by expanding the participation of residents in alternative modes of transportation. • These strategies can be implemented as part of the land development process for specific sites and by the City of Miami. Mobility TDM/TCM Fees Strategies Kimley)))Horn Expect More Experience Better Policy Review and State of the Practice • Policy Strategies • Mobility Fee • Would increase funds for capital improvement projects to improve infrastructure and create new transportation facilities to decrease SOV trips. • The City of Miami Beach's implemented a mobility fee to fund mobility improvements. Developments are funding mechanisms to support capital expenses and transportation facility improvements. • Complete Streets • Miami -Dade Complete Streets Design Guidelines Mobility TDM/TCM Fees S trategiess • Repurpose public streets right-of-way to all modes of travel (i.e., transit, bicycle, and walking) to promote sustainability, health, and safety of the community. • FDOT's Context Classification M = Eight (8) categories that account for adjacent land uses, roadway connectivity characteristics, and socioeconomic characteristics. AM L"99i'm 6 � • Determines the number of lanes needed, sidewalk widths, types of facilities needed, and many other features. C1- , C2- Natural Rural r. C2T- Rural Town Suburban Suburban Residential Commercial Urban -`�" Urban Urban General Center Core ImI I IICy I IVI 1 1 Expect More Experience Better Policy Review and State of the Practice • Policy Strategies • New Development Transportation Demand Management (TDM) Transportation Control Measures (TCM) Strategies • New developments should be required and enforced TDM/TCM plans • Enforcement at time of Certificate of Occupancy issuance • Reduce the impacts of the project traffic on the surrounding roadway network • Reduce the reliance on SOV trips and promote multimodal transportation. • Private developers should consider incorporating strategies and methods such as the following: Mobility TDM/TCM Fees Strategies • Creation of an Employee Transportation Coordinator position to run the • Elevators that can accommodate bikes Transportation Control Measures (TCM) programs. • Subsidized transit passes for employees • Bike workroom or shop • Provide secure short-term and long-term bicycle parking (bicycle racks, • Bike washing stations lockers, and lids) • Provide bicycle facilities on adjacent roadway network • Bike drop-off/valet service • Providing a Citibike station or bike rentals • Secure bicycle parking/bicycle lids • Wide hallways to accommodate bicycles • Providing car share KimleyoHorn Expect More Experience Better Policy Review and State of the Practice • State of the Practice • On -Roadway Facilities • Bike Boulevard • Buffered bicycle lanes • Bicycle lanes • Shared use path • Separated Facilities • Protected bicycle lanes • Intersection Treatments • Unsignalized • Signalized • Bicycle Parking • Racks — Short-term • Lockers, enclosures, lids — Long-term KimleyoHorn Expect More Experience Better Orr P Policy Review and State of the Practice M-Path • State of the Practice • On -Roadway Facilities • Bike Boulevard • Low vehicle traffic volume (less than 3,000 vehicles per day) and low speeds (speed limits less than 30 MPH) to give bicycle travel priority. p g Y p Y • Priority is provided by signs pavement markings, and traffic calming treatments to discourage trips by vehicles. • Bicycle boulevards tend to be perceived as safer and more pleasant than routes along busy major roads. • Buffered bicycle lanes • Separate bicycle travel lanes from vehicular travel lanes with pavement markings creating a buffer. • Typically, seven (7) feet wide including three (3) feet of buffer to allow passenger loading and prevent door collisions when adjacent on -street parking is present • Bicycle lanes • Provide exclusive space for bicyclists next to vehicle travel lanes. Dedicated bike lanes are typically five (5) feet wide adjacent to on -street parking. • Shared use path • Separated from vehicular traffic by an open space or barrier. • Used by pedestrians, bicyclists, skaters, and runners. Bike Boulevard Buffered Bicycle Lane on SW 15T Street Bicycle Lane on W Flagler Street, west of NW 191h Avenue KimleyoHorn Expect More Experience Better Policy Review and State of the Practice • State of the Practice • Separated Facilities • Protected bicycle lanes • Located within or directly adjacent to the roadway • Physically separated from motor vehicle traffic with a vertical element: a curb, bollards., or on -street parking. • One-way cycle tracks are typically eight (8) feet and two-way cycle tracks are typically 11 feet. SIR- . t-o/- Protected Bicycle Lanes Kimley)))Horn Expect More Experience Better Orr Policy Review and State of the Practice • State of the Practice • Intersection Treatments • Unsignalized Limited Access • Right -turn only from the minor street to the major street. • Use center median (peanut) on the major street as a median refuge island for bicycle movements. • Portion of the raised center median is removed in order to accommodate bicycles through the median, while prohibiting vehicles. • The preferred width of median refuge islands is a minimum of 10 feet. However, the minimum width can be as narrow as 6 feet wide. • Unsignalized Full Access • Pavement markings are provided across the intersection to indicate the path of bicyclist. • Provide a clear path and boundary between through movement bicyclists and through or turning vehicles in the adjacent lane. • Crossing markings with green color are the most impactful to make vehicle aware of bicycle • Signalized • Bike boxes: a designated area on an intersection approach in advance of the stop bar pavement marking. • This provides bicyclists with a safe and visible way to get motorist attention and alert them of the bicyclist during a red signal phase. • Requires "No Turn on Red" operation to prevent vehicles from crossing the bike box where exclusive right -turn lanes are not provided. Median Refuge Island Source: Small Town and Rural Design Guide.com Typical Crossing Markings Source: Nacto.org A— } Bike Box Source: Nacto.org Kimley)))Horn Expect More Experience Better Policy Review and State of the Practice II • State of the Practice n "..� • Bicycle Parking POST b RING • To facilitate first- last- mile connectivity to transit viable and reliable, secure bicycle parking is essential at transit stations. _ • Short-term parking that needs to be convenient and easy to use • Long-term parking needs to be secure and sheltered. • If bicyclist is parking for two (2) or more hours they will prefer security and shelter above the convenience and ease of short-term parking. • Implement Crime Prevention Through Environmental Design (CPTED), bicycle parking: • Under Closed -Circuit Television (CCTV) monitor • Well -lit area • Cordoned -off from the rest of the transit facility with one-way in and one-way out, and next to a building structure. • Four (4) principles to CPTED including: • Surveillance: people are seen and can be seen • Access Management: users are passively directed to a specific place, while restricting non- users • Territorial: ownership of an area is defined by clear boundaries • Facility Quality: well maintained and high quality environments attract users and aid surveillance. Short -Term Bicycle Racks Source: apbp.org ..y If! MIA M M Cam': -, - �? - • _- - -- _ MIAMI BIKE LOCKERS SHELTERED SECURE ENCLOSURE Long -Term Bicycle Parking Source: apbp.org V" Secure Bike Parking used by Miami -Dade Transit Source: bikelid.com Kimley)))Horn Expect More Experience Better _ _ Nosh eay ..Iress or place �-•'t-. �"�R'� --f Treasure +' - R - r•d �.{r� - scay ne Bay - • - • _ _ R - - - �:' �. .«. XR Biscayne .[[ Bay AquAic • • x' !' Hialeah -7 71— --r.1- f- — _ Bieceyne iA '•--•'_ - - - -�� .. 1' -4.-_�.-.ry, Baylo`atc lam t, -°' r Prasnre • •see-3. - L.•L.1� �-, w 9iacayr ILI ',Miamit e�o�g. a • � � • . • � � • . • _.! _ _ t-. v � _. .. . .L Y. ? 1w _ Island - •: �C ' - \ Vicg in ia, 11 -af l? ♦ Key [ 1 •�,- - �-.. •- +, 7 Virginia .. -ey 19 Network Determination • Creating a grid throughout the City • Focus on local streets with existing or proposed traffic calming provided • Connecting on local streets that have signals at arterials/collectors • Connecting on local streets that have median separators at arterials/collectors • Creating initial grid by providing a quality facility • Reinforcing grid and provide additional connectivity f • First- last- mile connectivity to transit • Quality and secure bicycle parking at transit facilities • High ridership locations (over 100 daily boardings and alightings) Kirnley))) Horn Expect More Exper ence 6etae, Network Determination • Right-of-way considerations • 50-foot ROW Context Sensitive • Local Streets in Residential Neighborhoods = Bike Boulevard • 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 33' o Assumes any reconstruction would require 6' sidewalks • 50'- 33' = 17' remaining • 8'6" on -street parking + 8'6" on -street parking = 0' remaining • One -Way Streets in Residential Neighborhoods = Bike Lanes • 10' travel lane + 10' travel lane + 5' sidewalk + 5'sidewalk = 30' • 50'- 30' = 20' — 7.5' on -street parking — 7.5' on -street -parking = 5' bike lane • 60-foot ROW • 33' = 10' travel lane+ 10' travel lane +6'6" sidewalk + 6'6" sidewalk= 27' remaining • 8'6" on -street parking + 8'6" on -street parking = 10' remaining • Therefore, 5' bike lanes + 5' bike lanes • 70-foot ROW • 33' = 10'travel lane+ 10' travel lane +6'6" sidewalk + 6'6" sidewalk= 37' remaining • 8'6" + 8'6" on -street parking = 16' remaining • Therefore, 8' + 8' one-way protected bicycle lanes or 11' two-way protected bicycle lanes KimleyoHorn Expect More Experience Better Orr Network Determination • Equitable bike network distribution through neighborhoods • Providing connectivity to activity centers • Schools, Parks, grocery stores • On -street parking/vehicles parking in bicycle lanes • Do not remove on -street parking for bicycle lanes as vehicle will still park in the bike lanes • Recommend protected bicycle lanes as right-of-way allows • Pedestrian Priority Zone • Little Havana PEDESTRIAN 1D TRANSIT / �161CYCL! iQ J � AYTo (:go • (Miami River to the north, SW 8th Street to the south, SW 2nd Avenue to the east, and SW 22nd Avenue to the west) • Prioritize pedestrians and access to transit over other modes • Maintaining clear sidewalk width for pedestrian travel, aligning curb ramps with sidewalks, requiring crosswalk at all intersections, increasing pedestrian crossing times beyond the minimum, reducing travel lane widths, providing shade for sidewalks, reducing speed limits, and eliminating right -turn -on -red in dense pedestrian corridors Kimley)))Horn Expect More Experience Better Orr Next Steps • Prioritize Ne • Final Report ,ork Improvements <.VVI U 11 IU LI%JI I VV I LI 1 1 1 ICI IU.-) V I %JU H.3 • Additional public outreach • Ideas for public outreach? 0 Kir r _ Hialeah l)oral oral 1 ."` C u li ISO�� Inlenl am al ��♦I� +.q!lI��I" r oa ark � ��' s 9 -a • 'mil �� • Y� - r is • r M3 l `Biscayne Bay reserJe jr South Miami _ _ b Sunset Corners Map ii Q Municipality -poly 7 Previous Recommendations (Point) A Q Previous Recommendations (Line) j Q Bicycle Facilities ❑✓ Greenways A basemap route road 2027 04 ❑ Street Network Hybrid Reference Layer ❑✓ World Imagery Kimley)))Horn Expect More Experience Better { • ww � 1pip ti fir- � �_ � .-•: Thank you for your participation ♦ � 4 w 1�1 � � � t 1 w , _ , • - Bicycle and Pedestrian Advisory Committee Meeting May 10, 2022 ka = m Wm MEL" LTA m wraw VA m IL BmIcvcIe Master ar � 'l 1 y)>)Horn t�2 ii' Nagel,. Agenda Introduction Key Elements Literature Community Policy Network and Timeline Review Outreach Determination Next Steps Introduction This plan is an update to the City's 2009 Bicycle Master Plan Focus on developing cost feasible bicycle infrastructure plan for the next 20 years Will identify network connectivity gaps and opportunities to develop a safe, equitable, and accessible bicycle network Review and provide recommendations for first/last mile connectivity to transit Improvements will be included in City's Capital Improvement Plan as well as for the County's Long -Range Transportation Plan Corridor Specific Recommendation Muit-Purpose Pat. .... Separated Bike Lane .... Comenvonal Bike Lane • . • Other .... Buffered/Protected Bike Lane Location Specific Recommendation Bike Perking Needed Bike Share Station Needed Traffic Signal Needed Difficuhto Cross Street or Intersection Signage or Markings Needed Mid -Block Crossing or Median Refuge Needed Barrier or Restricted Access Public Restroom Facilities Needed Other MetroMover Stations MetroRail Stations m City of Miami Boundary h Kimley , Horn E.Vori Mora E,p•,�u�ce boner Key Elements and Timeline Activity Month 1 I 2 3 I 4 5 6 7 I 8 9 10 Task 1. Study Administration and Coordination Task 2. Literature Review Task 3. Community Outreach Task 4. Policy Assessment & State of the Practice Task 5. Bicycle Network Assessment Task 6. Develop Project Implementation Phasing Plan Task 7. Develop Final Report Kimley >>> Horn Literature Review Previous bicycle planning initiatives and projects in City of Miami were used to identify recently constructed and planned bicycle infrastructure. Understanding the current bicycle network along with prior recommendations will formulate the bicycle network improvements outlined in this plan. Existing and planned bicycle infrastructure was documented in a database and GIS mapping The following documents were reviewed: TPO SMART Trails Master Plan TPO Protected Bike Lanes Master Plan TPO Flagler Trail Master Plan 2045 Miami -Dade Bicycle Pedestrian Master Plan Biscayne Green Downtown Bicycle and Pedestrian Mobility Plan The 1-395 Heritage Trail Commodore Trail The Underline Plan Z ft 2009 City of Miami Bicycle Master Plan The Health District Bicycle and Pedestrian Mobility Plan JaRrEEE The Overtown/Wynwood Bicycle Pedestrian Mobility Plan PEDESt11AN 45MASTERPI The Little Havana Bicycle and Pedestrian Mobility Plan The Wynwood Streetscape Master Plan City of Miami Traffic Management Master Plan ' City of Miami Scooter Pilot Data Kimley >>> Horn :W_., hl,e Proposed Bicycle Facilities 17 Literature review documents Over 450 proposed bicycle facility projects identified in City of Miami These projects will be incorporated into the plan and maps Kimley >>> Horn '='i"e 41 .0 .• r1� � n � t +��,`+� Tom{• Y �9�� -: �� ' _ ' •w'f•�' .i",�.,+�" om P. Al • ��' 'pry" 1�~ri.,y! - � +'$��• :+! ti ,►`;� _,Ii�'.� a ,�. ty4�'_ , V .� � • - 1 �! (. !' A• 'A `' r ' 1") III/�I ` 1...: .v r, • �` � � ` , , ;1 of f�S�, d ?r -;`� ��l � ~µ?rt� 4 . I „,.r . 5 .I 1 �,�3+,1'��` � � � IJ •ti. •�w;` ',� - � ate_ - - Community Engagement Survey • Identify primary purpose of ride • Favorite place to ride in the City park (6) A iarnl (4� ore Trall (9) ntoWn 1� l Commodore 01'11�� DO V� � J 11SeW ay enetla�� Ca (I� Vke,c Causeway kenbol. o Coral Gables (10) Rl� e (3� T Coeoi-jut Gr oV here (5) ickell (8) AnYw Br erllne (7� Und I primarily ride my bicycle: For pleasure/as a hobby For multiple uses (please cescr;be) To commute to work To conduct errands To the bus/tra:n station Count 413 153 62 44 10 Column Bar Pie Map • For pleasure/as a hobby For multiple uses °(please describe) • To commute to work To conduct errands • To the bus/train station Other response Empty categories T j Sort Percentage 60.12% 22.27% 9.02% 6.4% 1.46% Kimley>>)Horn ITpad More Be"., Community Engagement Survey • Concerns about riding in the City • Single most important item to improve bike network When riding my bike in the City, I,,, most o--d —rh How can the City of Miami bicycle network be improved? • Safety • Connectivity • Other Weather • Protected bike lanes • Path connectivity • Other •• Bicycle storage/parking Hide table 0 Other response _„pt :ategSort HAI. table Q) Other response _' Answers count Percentage Answers Count Percentage Selery 602 87.63% P—oed b ke Imes 508 73.94% Connectvay 48 6.99% PaM connectvny 115 16.74% 0�er 22 3.2% Other 56 815% A—h.r ' 4 2 04% Bicycle smrege/perbng 8 1.16% I Sot Kimley >>> Horn tW-..l More oprr..nc. ben.. Community Outreach Survey • Should additional resources be used to improve bike infrastructure • Is there adequate bicycle storage/parking where you need it? Do you feel more of the City's resources should be used to improve bicycle infrastructure? Is there proper bicycle storage/parking available where you need it? 1 sort Hide table Answers Count Percentage Answers Count Percentage 9Z09`R No 2.91% Ves 291 1 sort Kimley >>> Horn :.-., hl,e Interactive Bicycle Infrastructure Map • Created to capture public input overlaid on the current bicycle network • City of Miami requests your help to promote and publicize our efforts to improving bicycle infrastructure! About •., �� _- Welcome! Your input is needed! = j This site was developed as a way for the public to provide recommendations and e_ RR■fa 1 feedback on the types of projects they would rCFk9L7 like to see included as part of the City of Miami's Bicycle Master Plan .[7tlJ(yTu r 1 ® To submit a recommendation or ' comment, click the editing icon in the top left . corner of the screen (second icon from the mleft)- -1 ,ir' - - / ❑ __` ,. ;._ ,;, .. ;k .�..��...� :. Kimley ,>> Horn Policy Review and State of the Practice • Policy Resources • National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide • State -of -the -practice solutions aimed at creating complete streets that are safe and enjoyable for bicyclists. • Design standards and best practices for bicycle facilities, intersection treatments, and bikeway signing and marking. • Designing Walkable Urban Thoroughfares: A Context Sensitive Approach • Strategies for effective network planning for walkable areas and streetside design guidelines. General principles and considerations regarding bicycle lanes. • Project for Public Spaces • Initiative promotes great streets as backbone of successful communities, redefining spaces that connect people to where they need to go, while enhancing and supporting the destinations they serves • Bicycle Friendly Businesses • Encourage businesses to be bicycle friendly • 4 criteria: engineering, education, encouragement, and evaluation and planning VVHAT MAKES A GREAT PLACE? l�_ '. fWixraVu • Fifteen -Minute CitiesPU _ • Everyone living in that city has access to essential urban services within a 15-minute walk or bike haSP M Kimley,))Horn Policy Review and State of the Practice • Policy Resources • US Census Journey to Work Data • Multimodal • Replica • Multimodal data • Publicly available data set that uses US Census, land use regulations, aggregate mobile location, credit transaction data, and real estate transaction data • BikeSafe • University of Miami KiDZ Neuroscience Center initiative focus on bicycle safety for children ages 10 to 14. • Mission to prevent pediatric bicyclists hit -by -car through education, promote physical activity, and advocate for safer cycling environments. Miami, FL /V u - ',D Mode Split Tripvolume in thisgeography,t Change Data typical weekday 4 Salectlons Week of Aug 23, 2021 to the week of Feb 28, 2022 tom Feb 28, 2022 Private Auto 880k 750k Transit 58k 5001, Auto Passenger 2001, Other 5.ek 250k 0 Sep 2021 Oct 2021 Nov 2021 Dec 2021 Jan 2022 Feb 2022 Mar 2022 0 Private Auto E Transit 0 Auto Passenger Q Other . .:� Kimley>>)Horn ltpsd Morn t.�.,e�t� k,her Policy Review and State of the Practice • Policy Strategies Multimod; • Transportation Demand Management (TDM) and Transportation Control Measures (TCM) Mobility TDM[rCM Fees Strategies • TDM/TCM strategies improve transportation system efficiency by reducing single occupant vehicle (SOV) trips and provide an environment to Complete improve, enhance, and encourage multimodal. Streets • These strategies can provide cost-effective methods to build capacity in a transportation system by expanding the participation of residents in alternative modes of transportation. • These strategies can be implemented as part of the land development process for specific sites and by the City of Miami. Kimley >>> Horn • Determines the number of lanes needed, sidewalk widths, types of facilities needed, and many other features. Policy Review and State of the Practice • Policy Strategies • Mobility Fee Would increase funds for capital improvement projects to improve infrastructure and create new transportation facilities to decrease SOV trips. The City of Miami Beach's implemented a mobility fee to fund mobility improvements. Developments are funding mechanisms to support capital expenses and transportation facility improvements. Complete Streets • Miami -Dade Complete Streets Design Guidelines Repurpose public streets right-of-way to all modes of travel (i.e., transit, bicycle, and walking) to promote sustainability, health, and safety of the community. • FDOT's Context Classification Eight (8) categories that account for adjacent land uses, roadway connectivity characteristics, and r., � is socioeconomic characteristics. Cl- C2- CF- v C3R. C3C. C4- CS. C6- Natural Rural Rural "Suburban" Suburban Urban Urban Urban Town Residential Commercial General Center Core 1\II I IICy :.po..i Mrn C..pcuunca bonm Multimodal TDM/TCM TDM/TCM Land 14 Transportation Municipal Development Projects Mobility TDM/TCM Fees Strategies Complete Streets t Y t a Ji w iw.. Policy Review and State of the Practice • Policy Strategies • New Development Transportation Demand Management (TDM) Transportation Control Measures (TCM) Strategies • New developments should be required and enforced TDM/TCM plans • Enforcement at time of Certificate of Occupancy issuance • Reduce the impacts of the project traffic on the surrounding roadway network • Reduce the reliance on SOV trips and promote multimodal transportation. Multimodal TDM/TCM TDM/TCM Land Transportation Municipal Development Projects Mobility TDM/TCM Fees Strategies Complete Streets • Private developers should consider incorporating strategies and methods such as the following: • Creation of an Employee Transportation Coordinator position to run the Elevators that can accommodate bikes Transportation Control Measures (TCM) programs. • Subsidized transit passes for employees • Provide secure short-term and long-term bicycle parking (bicycle racks, lockers, and lids) • Provide bicycle facilities on adjacent roadway network • Providing a Citibike station or bike rentals • Wide hallways to accommodate bicycles • Bike workroom or shop • Bike washing stations • Bike drop-off/valet service • Secure bicycle parking/bicycle lids • Providing car share Kimley >>> Horn Policy Review and State of the Practice • State of the Practice • On -Roadway Facilities • Bike Boulevard • Buffered bicycle lanes • Bicycle lanes • Shared use path • Separated Facilities • Protected bicycle lanes • Raised separated bicycle lanes • Intersection Treatments • Unsignalized • Signalized • Bicycle Parking • Racks — Short-term • Lockers, enclosures, lids — Long-term Kimley >>> Horn Policy Review and State of the Practice • State of the Practice • On -Roadway Facilities �3 "R I in K. R • Bike Boulevard • Low vehicle traffic volume (less than 3,000 vehicles per day) and low speeds (speed limits less than 30 MPH) to give bicycle travel priority. • Priority is provided by signs pavement markings, and traffic calming treatments to discourage trips by vehicles. • Bicycle boulevards tend to be perceived as safer and more pleasant than routes along busy major roads. • Buffered bicycle lanes • Separate bicycle travel lanes from vehicular travel lanes with pavement markings creating a buffer. • Typically, seven i7) feet wide including three (3) feet of buffer to allow passenger loading and _ prevent door co lisions when adjacent on -street parking is present • Bicycle lanes • Provide exclusive space for bicyclists next to vehicle travel lanes. Dedicated bike lanes are typically five (5) feet wide adjacent to on -street parking. Shared use path �� •� Separated from vehicular traffic by an open space or barrier. AL Used by pedestrians, bicyclists, skaters, and runners. M-Path Bike Boulevard Buffered Bicycle Lane on SW 111 Street Y: Bicycle Lane on W Flagler Street, west of NW 191h Avenue KimlepMorn EtOot� Mor• Esyenvr�co honor Policy Review and State of the Practice • State of the Practice • Separated Facilities • Protected bicycle lanes • Located within or directly adjacent to the roadway • Physically separated from motor vehicle traffic with a vertical element: a curb, bollards, or on -street parking. • One-way cycle tracks are typically eight (8) feet and two-way cycle tracks are typically 11 feet. • Raised separated bicycle lanes • Raised separated bicycle lanes use grade separation either at sidewalk grade or an intermediate grade to give the cyclist further separation Protected Bicycle Lanes Raised separated Bicycle Lanes Kimley >>> Horn Policy Review and State of the Practice • State of the Practice • Intersection Treatments • Unsignalized Limited Access • Right -turn only from the minor street to the major street. • Use center median (peanut) on the major street as a median refuge island for bicycle movements. • Portion of the raised center median is removed in order to accommodate bicycles through the median, while prohibiting vehicles. • The preferred width of median refuge islands is a minimum of 10 feet. However, the minimum width can be as narrow as 6 feet wide. • Unsignalized Full Access • Pavement markings are provided across the intersection to indicate the path of bicyclist. • Provide a clear path and boundary between through movement bicyclists and through or turning vehicles in the adjacent lane. • Crossing markings with green color are the most impactful to make vehicle aware of bicycle • Signalized • Bike boxes: a designated area on an intersection approach in advance of the stop bar pavement marking. • This provides bicyclists with a safe and visible way to get motorist attention and alert them of the bicyclist during a red signal phase. • Requires "No Turn on Red" operation to prevent vehicles from crossing the bike box where exclusive right -turn lanes are not provided. Median Refuge Island Source: Small Town and Rural Design Guide.com Typical Crossing Markings Source: Nacto.org Bike Box Source: Nacto.org KimleywHorn bvftl Mor• Boner Policy Review and State of the Practice INVERTEDU • State of the Practice • Bicycle Parking • To facilitate first- last- mile connectivity to transit viable and reliable, secure bicycle parking is essential at transit stations. • Short-term parking that needs to be convenient and easy to use • Long-term parking needs to be secure and sheltered. • If bicyclist is parking for two (2) or more hours they will prefer security and shelter above the convenience and ease of short-term parking. • Implement Crime Prevention Through Environmental Design (CPTED), bicycle parking: • Under Closed -Circuit Television (CCTV) monitor • Well -lit area • Cordoned -off from the rest of the transit facility with one-way in and one-way out, and next to a building structure. • Four (4) principles to CPTED including: • Surveillance: people are seen and can be seen • Access Management: users are passively directed to a specific place, while restricting non- users • Territorial: ownership of an area is defined by clear boundaries • Facility Quality: well maintained and high quality environments attract users and aid surveillance. vosT 5 Rmc Short -Term Bicycle Racks Source: apbp.org •1K& LOCKERS SNELTEREO SECURE ENCLOSURE Long -Term Bicycle Parking Source:apbp.org Secure Bike Parking used by Miami -Dade Transit Source: bikelid.com Kimley>>)Horn �.pptl hl- Gy—• b.".' Network Determination • Creating a grid throughout the City • First- last- mile connectivity to transit • Right-of-way considerations • Equitable bike network distribution through neighborhoods • On -street parking/vehicles parking in bicycle lanes • Pedestrian Priority Zones https://maps.kimley- horn.com/portal/apps/webappviewer/index.html?id=d230b3b536b4430288ccb8769d6648ad Kimley >>> Horn Network Determination • Creating a grid throughout the City • Focus on local streets with existing or proposed traffic calming provided • Connecting on local streets that have signals at arterials/collectors Connecting on local streets that have median separators at arterials/collectors Creating initial grid by providing a quality facility Reinforcing grid and provide additional connectivity x • First- last- miTe corinectivity-fo transit • Quality and secure bicycle parking at transit facilities • High ridership locations (over 100 daily boardings and alightings) Kimley >>> Horn Network Determination • Right-of-way considerations • 50-foot ROW Context Sensitive • Local Streets in Residential Neighborhoods = Bike Boulevard • 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 33' o Assumes any reconstruction would require 6' sidewalks • 50'- 33' = 17' remaining • 8'6" on -street parking + 8'6" on -street parking = 0' remaining • One -Way Streets in Residential Neighborhoods = Bike Lanes • 10' travel lane + 10' travel lane + 5' sidewalk + 5'sidewalk = 30' • 50'- 30' = 20' — 7.5' on -street parking — 7.5' on -street -parking = 5' bike lane • 60-foot ROW • 33' = 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 27' remaining • 8'6" on -street parking + 8'6" on -street parking = 10' remaining • Therefore, 5' bike lanes + 5' bike lanes • 70-foot ROW • 33' = 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 37' remaining • 8'6" + 8'6" on -street parking = 16' remaining • Therefore, 8' + 8' one-way protected bicycle lanes or 11' two-way protected bicycle lanes Kimley >>> Horn Network Determination • Equitable bike network distribution through neighborhoods • Providing connectivity to activity centers • Schools, Parks, grocery stores • On -street parking/vehicles parking in bicycle lanes • Recommend protected bicycle lanes • Do not remove on -street parking for bicycle lanes as vehicle will still park in the bike lanes , • Pedestrian Priority Zone • Little Havana f" Gan— RMA • (Miami River to the north, SW 8th Street to the south, SW 2nd Avenue to the east, and SW 22nd Avenue to the west) Prioritize pedestrians and access to transit over other modes • Maintaining clear sidewalk width for pedestrian travel, aligning curb ramps with sidewalks, requiring crosswalk at all intersections, increasing pedestrian crossing times beyond the minimum, reducing travel lane widths, providing shade for sidewalks, reducing speed limits, and eliminating right -turn -on -red in dense pedestrian corridors Kimley >>> Horn https://maps.kimley- horn.com/aortal/aDDs/weba pviewer/index.html?id=d230b 3b536b4430288ccb8769d664 Bicycle Network Recommendations Protected Bicycle Lanes - - Shared -Use Path - - Buffered Bicycle Lanes - - Bicycle Lanes Bicycle Boulevard C Bicycle Parking Existing Bicycle Facilities City of Miami Boundary D D NW 95th St (^'} a m U z C — a D 11 934 D m -H--- 11 —jgd -- - --{-- J — — M. KirIW C 1 _E- z I/ Hialeah � r_r__ � 1 Al apa*tah T4- -11 NW 36th St 948 - Miami International 1 L - ••�• S Airport 1 I z 953 D I , NW 7th St r 4r 1 L _- 1 o.w 7th St o 1'^1I Of 1-i-1-1♦-i-i-i-t-T -ir �... --' r 1_T 1 ^ sw zatn St Coral Gables' 0 1 /� a p - n � D / D �JI Biscayne Bay I- Aquatic a�} Preserve L SW 56th St V� 874 � 1 �I 973 986 South Miami 1 -L- I I North Bay Village 907 Miami Beach 0 A1A Virginia Key Park Crandon Park J o N J o 3 JC � n d o g A 976 Bird Rd <. v oa Blue Rd < m SW 28th St m J N v Ocear g / 1 Heit w D Bird Rd 1 ^ZnuOGrove 9roghVp--1--------— I L_ — I __ _z-- I -- —— -- m r-- r � c 1 m Coral Gables Industrial 1 1 Florida Ave I Y I / \ (William Ave // e / / / / Charles Ave / — — — — — - The Barnacle / Historic State Dinner Key I Park Picnic Islands — — —� Loqual Ave �jt' Park I �S 1 1 / Ciawford Ave I / 1 1 / I V I EI Prado Blvd 1 I 1 I 1 I—_ 1 1 1 1 1 H nrdee Rd 1 1 I I _ 1 Sunrise Harbor Bicycle Network Recommendations — — Protected Bicycle Lams Shared -Use Path — — Buffered Bicycle Lanes — — Biycle lams — — Bicycle Boulevard O Bicycle Parking Existing Bicycle Facilities City of Miami Boundary Hial 0 Mia Ic" 'ni _J Sou UA NW ist St 1 1 NW 1st � 1 1I I :SW zn st I I 1 I Idlewild Park N 1837 S1414th St a 3r St _t. �r—_Jr�_ a I r > J D 3 W th St ^ m m m — I I sw 9th st I 1 SW 16th SI — — — — _ sw 1oc st 1 �----- _ __�--._ �__— I —__ swa\Nrsr �—_-- Sw 11 h Ter; ISW 12th St- 1 SW 1 th St , I ' \ 972 I I -----r—Swsa1h�-- \ ,' \ —SW+3eh et— — —a swI th St I I 1 \ st i � Shena doah I SW 16th Ter, _J__� I st 1 1 1 _J_____ gW, l�lFrSt___ 1 T 1 SW 21 t Sc I 1 � 1 S I SW 21st Ter I 1---1---- _ 1----__P�e 1 ;W 214th St > 1 1 I � \ A i I / / LI Hobie Bicycle Network Recommendations Protected Bicycle Lanes Shared -Use Path — — Buffered Bicycle Lanes — — Bicycle Lanes Bicycle Boulevard Q Bicycle Parking Existing Bicycle Facilities City of Miami Boundary I 0 Hialr z,n>i r r,e1. 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R Next Steps • Finalize Network Improvement Prioritization • Final Report • Additional public outreach � Rsenoua RecommendWons IOo�nl) O � ©Rmeus Re<ommendefiens ILine • 0 BwycN fxiuies . ❑ bssamap ,e„� .o.d_:oz� a • Q S -N—k QJ Nybnd Rd —Layer Qj WaWlmagery A MW O-A Thank you for your participation —Eta& Lw 11 2026 Presentation to: Miami River Commiswun Meeting Bicycle Pedestrian Advisory Committee Meeting Bicycle Master Plan Public Workshop Miami Downtown Development Authority (DDA) Meeting Miami Transit Alliance Walking Audit �.,j r r • i -T-Y 0 F I V 'vow~� Bi ux� i • .6 G} ja.� ca ��•r _ I , _ is t ', - - ' nl ....r.� �• w y " !•`�• .w "_ L -� s. - ....r-.. • -:. _ �a- ►:.- .._:'�,..: _ '' .1«.rE'�rw2.l1,L.� _ If WWTI i le y)))Horn OF R PV 47 Network Determination • Creating a grid throughout the City • Providing the highest quality and best possible bicycle facility given the right-of- way width • Focus on local streets with existing or proposed traffic calming • Connecting on local streets that have signals at arterials/collectors • Creating initial grid by providing a quality facility • Reinforcing grid and provide additional connectivity • First- last- mile connectivity to transit • Quality and secure bicycle parking at transit facilities • High ridership locations (over 150 daily boardings and alightings) Kimley)))Horn Export More Exper ence Beher Literature Review Previous bicycle planning initiatives and projects in City of Miami were used to identify recently constructed and planned bicycle infrastructure. Understanding the current bicycle network along with prior recommendations will formulate the bicycle network improvements outlined in this plan. Existing and planned bicycle infrastructure was documented in a database and GIS mapping The following documents were reviewed: o 3 TPO SMART Trails Master Plan �,b TPO Protected Bike Lanes Master Plan &TO TPO Flagler Trail Master Plan cab 2045 Miami -Dade Bicycle Pedestrian Master Plan Biscayne Green Downtown Bicycle and Pedestrian Mobility Plan The 1-395 Heritage Trail Commodore Trail The Underline Plan Z &b 2009 City of Miami Bicycle Master Plan d,, The Health District Bicycle and Pedestrian Mobility Plan cab The Overtown/Wynwood Bicycle Pedestrian Mobility Plan 6, The Little Havana Bicycle and Pedestrian Mobility Plan &b The Wynwood Streetscape Master Plan d,b City of Miami Traffic Management Master Plan cb City of Miami Scooter Pilot Data Kimley)))Horn Expect More. Experience Better Network Determination • Right-of-way considerations • 50-foot ROW Context Sensitive • Local Streets in Residential Neighborhoods = Bike Boulevard • 10'travel lane+ 10'travel lane +6'6" sidewalk +6'6" sidewalk= 33' o Assumes any reconstruction would require 6' sidewalks • 50'- 33' = 17' remaining • 8'6" on -street parking + 8'6" on -street parking = 0' remaining • One -Way Streets in Residential Neighborhoods = Bike Lanes or Protected Bike Lanes • 10'travel lane+ 10'travel lane+ 5' sidewalk + 5'sidewalk = 30' • 50'- 30' = 20' — 7.5' on -street parking — 7.5' on -street -parking = 5' bike lane M 'i Is i * , 0 •11 A♦ W �) •h V1 1N.nN hN•y 4.. I.r Y•.►.•.1 1.• M••NM h/••.�I�r. fN.wN ■■ 0 so • on Kn.fnnt ROW Twn.WIV Traft, fmw� � � w Viol. 50-foot ROW One -Way Traffic Kimley)))Horn Expect More. Experience Better Network Determination • Right-of-way considerations • 60-foot ROW • 33' = 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 27, remaining • 8'6" on -street parking + 8'6" on -street parking = 10' remaining • Therefore, 5' bike lanes + 5' bike lanes • 70-foot ROW • 33' = 10' travel lane + 10' travel lane + 6'6" sidewalk + 6'6" sidewalk = 37' remaining • 8'6" + 8'6" on -street parking = 16' remaining • Therefore, 8' + 8' one-way protected bicycle lanes or 11' two-way protected bicycle lanes aw A ■o � Q� e -. � ■ m s h nAMPA _ -: Kirnley))>Horn e ,r. ss n � i ' � ea � 60-foot ROW Expect More. Experience Better Bitpcie t an** orotncted 70-foot ROW '--' on sweet p"ng (preferred) .-- ��.- �•- .W �` One-way protected bicycle lanes Network Determination • Equitable bike network distribution through neighborhoods • Providing connectivity to activity centers • Schools., Parks, grocery stores • On -street parking/vehicles parking in bicycle lanes • Recommend protected bicycle lanes • Do not remove on -street parking for bicycle lanes as vehicle will still park in the bike lanes • Pedestrian Priority Zone • Little Havana PEDESTRIAN TPAASIT 2 ` 3 a�crtu Coo i • (Miami River to the north, SW 8th Street to the south, SW 2nd Avenue to the east, and SW 22nd Avenue to the west) • Prioritize pedestrians and access to transit over other modes • Maintaining clear sidewalk width for pedestrian travel, aligning curb ramps with sidewalks, requiring crosswalk at all intersections, increasing pedestrian crossing times beyond the minimum, reducing travel lane widths, providing shade for sidewalks, reducing speed limits, and eliminating right -turn -on -red in dense pedestrian corridors Kimley)))Horn Expect More. Experience Better [i] l;0tf Link to Map: httpsWmaps.kimley- horn .com/portal/apps/webapp viewer/i ndex. htm I?id=d230b3 b536b4430288ccb8769d6648 ad D D NW 95th St n) rn 00 West Little Lg�J D River - rm U NW 79th St 1i North Bay . - -►- - - - 1i Village z - c'7 - ' r �6 a ILL rt Blv 7 q 1� _ 2 > Hialeah e rr L L _LI_ .� T P D �- Brownsville South Side r Canal tt l Miami Sprin"a O C5 lntemati'onal Airport Blue 1 Lomf rt -' NW lath St Logo.)n 1 °i _ �..' (377 0, 1A jlagler � l� ..1 1 • a- 1 � � Bicycle Network Recommendations 1 T Protected Bkyde Lanes , — — Shared -Use Path — — "t-it d Brcyrle Lanes — — — R — Bicycle Lane; _ L _ — BKyde Boulevard Q Proposed Bicycle Parking OP O Hign ROEfshp Transit Stops Proposed Neighborhood Traffic Calming Area- A Existing/Planned Bicycle Facilities Existing/Planned Greenways S 1 City of Miami Boundary i Coral Gable -Al 1 U L 907 Nautilus A Miami Beach Dodge at Island e3 Virginia Key 913 Crandon Park Prioritization Proposed bicycle improvements were prioritized based on the network determination framework. Specific criteria was developed to evaluate each proposed improvement and prioritize every improvement. The criteria used to evaluate proposed improvements is contained in the following list: d0b Safety d Population ^ Employment Ai Income db Destinations-Landmarks/Activity Centers c Destinations- Schools �� First- last -mile transit connectivity d i Bicycle network connectivity 1,07, Public Engagement City of Miami Capital Improvement/Utility Project Schedule Considerations ,Pb Miami -Dade County Utility Projects Schedule Considerations dki Bicycle Facility Type A paints system was developed for each criterion. An improvement can obtain a maximum of 110 points. The next matrix provides a summary of the points that can be obtained by an improvement for each criterion. Prioritization Criteria Measure Miami Bike Master Plan Data Source Calculation Max Points Point Scale Safety ata Crash data Signal Four Anal�Kics, riversity of Florida U lumber of bicycle :rashes in the last t _ foot huffer 20 > 10 crashes 20 pts 8-9 crashes 17 pts 6-7 crashes 14 rts 5 crashes 12 ptcs 4 crashes 10 is 3 crashes 8 2 crashes 6 Dts 1 crash 4 i i crash Noaulacien Population Consu_ Tract P 2079 Census Po ulat►on Data P I'.ighe<-t population category r 10 "9482 000001-18709-000000 6520.000001- 9482 0000004837 57pts 000001- 6520.00OG003029. 000001- 4837.0000000 000000 - 3029.000000 Cis Employmert Emplayment Census Tract 2019 Cens,-is Employment Data iq est employment catego-y r 10 4889.000001 - 8878-000000 10 Fits 3198.000001- 4889-000000 7 pts 2194 000001- 3198 000000 5 is 1 1400 - 21N.0000003 t 0.000000-1214.000000 D ats Income Income Census Tract 2019 Census Intone Data , LcAeat.rc�r-,ecate. 3',r ? 31-3r g 10 0.000000 - 681.000000 10 pts 6B1.000001-147-000000 7 pts 1472.000001- 2104.000000 5 is 2104 00 1- 3059.000000 3 t; 3059.000001 - 5808.000000 0 Destinations- Landmarks Acts;ity centers (Landmarks. County Parks, Municipal Parks I Distance to an activity center 6 On o corridor 6 < Y, mile from corridor 3 cts < i mile from corridor 1 is Destinations- Schools Schools Distance to a school 6 On proiect corridor r ots < I/ mile from corridor 3 ots < 1/2 mile from corridor 1 MS First- last- mile transit connectrvity High Ridership Bus Stops High Ridership MSC Bus Stops Distance to a high ridership transit stop 6 n project corriclor 6 < �4 mile from corridor 3 pts <: V2 mile from corridor 1 pts Bicycle Network Connectivity Gap closure' ExistingBi ie Facilities and Existinq Facikbes (gray lines) in GIS Project Connections to existingbicycle facility at one or multiple paints 10 Connects to > fexistinq c' 10 pis Connects to one facility at one location. 5 pt-- Public Engagement Public comments Online Public Engagement Map Link- ttps. /maps. kimley- xh. om.com/portal/apps/,Aebappviewer/index _ Gets oints if comment falls p on project comdor 12 Comment on corridor 12 r�s Capital Imprevernent,' Utility Project Schedule Considerations Utility prcjects Mianv Capital Improvements Projects GIS Website: https://rru3migis.maps.3rcgis.com/apps/voebappviewer/ index.html?id=9be66952t**0684747b4Gf212G47d30c97 Street with an upcoming project only from 01 to 03 (Planning throuah Design) 5 Project could be implemented through a CIP project 5 Pts Utility Project Schedule Considerations Utility projects Miami Dade Utility Coordiratwn GIS Website https:!/ gisweb.miamidadegovlMDCUtiltyCoordination/ Street with an upcoming utility protect Only considerRaad�ya%. and PPotential Ccflab.Bridge. aving 5 ., Project could be implemented th-ough a utility project c Ru Type Bicycle Facility Type Bicycle Network Recommendations laver in GIS project Prioritizing mere protected and separated facilities 10 Protected Bic rle Lanes 10 is hared- se Path Buffered B: r le Lanes c is Bic le Lanes $i cycle Boulevard 43 1 Total Possible Points i Protected Bicycle Lanes tdulct u From Bicycle RcLuiiwitmdatiuri typu o"iI SW/NW 19th Avenue NW 3rd Street US-1 Protected Bicycle Lanes 76 NW 2nd Avenue NW 71 st Street NW 58th Street Protected Bicycle Lanes 71 N Federal Highway NE 54th Street NE 36th Street Protected Bicycle Lanes 71 NW 2nd Avenue NW 57th Street NW 38th Street Protected Bicycle Lanes 67 SW 25th Road SW 9th Avenue SW 1 st Avenue Protected Bicycle Lanes 66 NW 1 st Place NW 21 st Street NW 14th Street Protected Bicycle Lanes 63 NW 71 st Street NW 12th Avenue NW 17th Avenue Protected Bicycle Lanes 59 SE 1st Avenue SE 1 st Street Se 4th Street Protected Bicycle Lanes 55 NW 11th Street NW 23rd Avenue NW 27th Avenue Protected Bicycle Lanes 55 NW 39th Street NW I Oth Avenue NW 17th Avenue Protected Bicycle Lanes 54 Facility To District 1 From Bicycle Recommendation Type Total NW 11th Street NW 23rd Avenue NW 27th Avenue Protected Bicyde Lanes 55 NW 39th Street NW 10th Avenue NW 17th Avenue Protected Bicycle Lanes 54 NW 23rd Street NW 19th Avenue NW 22nd Avenue Protected Bicycle Lanes 43 SW 63rd Court Tamiami Canal Road SW 8th Street Protected Bicycle Lanes 37 NW 36th Avenue NW 20th Street NW 14th Street Protected Bicycle Lanes 35 NW 3rd Street NW 57th Avenue Tamiami Canal Road Protected Bicycle Lanes 31 Facility To District 2 From Bicycle Recommendation Type Total N Federal Highway NE 54th Street NE 36th Street Protected Bicycle Lanes 71 SE 1st Avenue SE 1st Street Se 4th Street Protected Bicycle Lanes 55 NE 2nd Avenue NE 17th Street NE 17th Street Protected Bicycle Lanes 48 NE 17th Street I NE 2nd Avenue N Miami Avenue Protected Bicycle Lanes 37 NE 4th Avenue I NE 24th Street NE 22nd Street Protected Bicycle Lanes 26 Facility To District 3 From Bicycle Recommendation Type Total SW/NW 19th Avenue NW 3rd Street US-1 Protected Bicycle Lanes 76 SW 25th Road SW 9th Avenue SW 1 st Avenue Protected Bicycle Lanes 66 SW 16th Avenue SW 1 st Street SW 8th Street Protected Bicycle Lanes 49 NW 29th Avenue NW 15th Street NW 7th Street Protected Bicycle Lanes 45 SW 7th Avenue NW 4th Street SW 4th Street Protected Bicycle Lanes 45 Facility To E From Bicycle Recommendation Type Total SW/NW 19th Avenue NW 3rd Street US-1 Protected Bicycle Lanes Protected Bicycle Lanes 76 54 NW 39th Street NW 10th Avenue NW 17th Avenue NW 29th Avenue NW 15th Street NW 7th Street Protected Bicycle Lanes 45 NW 3rd Street NW 32nd Avenue NW 37th Avenue Protected Bicycle Lanes 37 SW 63rd Court Tamiami Canal Road NW 57th Avenue SW 8th Street Protected Bicycle Lanes 37 31 NW 3rd Street Tamiami Canal Road Protected Bicycle Lanes SW 49th Avenue SW 4th Street SW 8th Street Protected Bicycle Lanes 27 Facility To From Bicycle Recommendation Type Total NW 2nd Avenue NW 71 st Street NW 58th Street Protected Bicycle Lanes 71 N Federal Highway NE 54th Street NE 36th Street Protected Bicycle Lanes 71 NW 2nd Avenue NW 57th Street NW 38th Street Protected Bicycle Lanes 67 NW I st Place NW 21 st Street NW 14th Street Protected Bicycle Lanes 63 NW 39th Street NW 1 Oth Avenue NW 17th Avenue Protected Bicycle Lanes 54 NW 5th Court NW 67th Street NW 62nd Street Protected Bicycle Lanes 52 NW 71 st Street NE 4th Avenue 1-95 Protected Bicycle Lanes 48 NW 40th Street NW 10th Avenue NW 18th Avenue Protected Bicycle Lanes 38 NW 6th Avenue NW 47th Street NW 40th Street Protected Bicycle Lanes 37 Shared Use Path Facility To From Bicycle Recommendation Type Total Biscayne Boulevard NE 87th Street NE 6th Street Shared -Use Path 96 Rickenbacker Causeway City of Miami Limits S Miami Avenue Shared -Use Path 83 SW 13th Avenue SW 8th Street SW 3rd Avenue Shared -Use Path 78 Commodore Trail Rickenbacker Causeway N Prospect Drive Shared -Use Path 77 SW 6th Street SW 3rd Avenue SW 27th Avenue Shared -Use Path 72 NW 12th Avenue NW 37th Street NW 14th Street Shared -Use Path 69 SW 19th Street SW 12th Avenue SW 22nd Avenue Shared -Use Path 63 SE 1 st Avenue SE 3rd Street SE 6th Street Shared -Use Path 62 Brickell Bay Drive SE 14th Street SE 15th Road Shared -Use Path 57 Ludlam Trail N of W Flagler Street SW 8th Street Shared -Use Path 55 Facility To District I From Bicycle Recommendation Type—ITotal NW 12th Avenue NW 37th Street NW 14th Street I Shared -Use Path 1 69 Facility To District 2 From Bicycle Recommendation Type Total Biscayne Boulevard NE 87th Street NE 6th Street Shared -Use Path 96 Rickenbacker Causeway City of Miami Limits S Miami Avenue Shared -Use Path 83 Commodore Trail Rickenbacker Causeway N Prospect Drive Shared -Use Path 77 SE 1st Avenue SE 3rd Street SE 6th Street Shared -Use Path 62 Brickell Bay Drive SE 14th Street SE 15th Road Shared -Use Path 57 NE 17th Street Biscayne Boulevard Ne 2nd Avenue Shared -Use Path 45 NE 23rd Street NE 4th Avenue Biscayne Boulevard Shared -Use Path 33 NE 22nd Street Biscayne Boulevard NE 2nd Avenue Shared -Use Path 27 NE 4th Avenue NE 23rd Terrace NE 23rd Street Shared -Use Path 23 Facility To District 3 From Bicycle Recommendation Type Total SW 13th Avenue SW 8th Street SW 3rd Avenue Shared -Use Path 78 CommodoreTrall Rickenbacker Causeway N Prospect Drive Shared -Use Path 77 SW 6th Street SW 5th Avenue SW 27th Avenue Shared -Use Path 72 SW 19th Street SW 12th Avenue SW 32nd Avenue t Shared -Use Path 63 SW 17th Street SW 12th Avenue SW 21 st Avenue Shared -Use Path 34 SW 7th Avenue SW 11th Street SW 12t Avenue/29th RoadShared Use Path 30 Facility To District From Bicycle Recommendation Type Total SW 19th Street SW 12th Avenue SW 22nd Avenue Shared -Use Path 63 SE 1 st Avenue SE 3rd Street SE 6th Street Shared -Use Path 62 Ludlam Trail N of W Flagler Street SW 8th Street Shared -Use Path 55 SW 6th Street SW 27th Avenue SW 35th Avenue Shared -Use Path 45 NW 35th Court NW 11 th Street NW 7th Street Shared -Use Path 41 SW 17th Street SW 12th Avenue SW 21 st Avenue Shared -Use Path 34 Facility To District 5 Frc;m Bicycle Recommendation Te Total Biscayne Boulevard NE 87th Street NE 6th Street Shared -Use Path 96 SE 1 st Avenue SE 3rd Street SE 6th Street Shared -Use Path 62 NW 3rd Avenue NW 29th Avenue NW 25th Street Shared -Use Path 52 NW 6th Avenue NW 35th Street NW 21stTerrace Shared -Use Path 50 NW 1 st Avenue NW 29th Street NW 25th Street Shared -Use Path 48 NW 12th Avenue NW 62nd Street NW 67th Street Shared -Use Path 42 NE 4th Avenue NE 50th Street NE 42nd Street Shared -Use Path 34 Buffered Bicycle Lanes Facility To From Bicycle Recommendation Type Total NW 46th Street NW 2nd Avenue NW 17th Avenue Buffered Bicycle Lanes 53 SW 23rd Street SW 27th Avenue SW 37th Avenue Buffered Bicycle Lanes 47 NW 28th Street NW 8th Avenue NW 17th Avenue Buffered Bicycle Lanes 46 Rickenbacker Causeway City of Miami Limits S Miami Avenue Buffered Bicycle Lanes Bicycle Lanes Facility To From Bicycle Recommendation Type Total SW 1st Street SW South River Drive SW 17th Avenue Bicycle Lanes 84 NW 79th Street Bayshore Drive NW 7th Avenue Bicycle Lanes 80 NE 11th Street Biscayne Boulevard NW 3rd Avenue Bicycle Lanes 76 SW 16th Avenue SW 8th Street S Dixie Highway Bicycle Lanes 70 SW 8th Street SW 5th Avenue SW 27th Avenue Bicycle Lanes 70 SW 37th Avenue S Dixie Highway Grand Avenue Bicycle Lanes 70 NE 29th Street N Miami Avenue NW 7th Avenue Bicycle Lanes 67 NW 10th Street Biscayne Boulevard NW 3rd Avenue Bicycle Lanes 65 NW 5th Avenue NW 36th Street NW 22nd Street Bicycle Lanes 64 Facility To District 1 From Bicycle Recommendation T e Total NE 29th Street N Miami Avenue NW 7th Avenue Bicycle Lanes 67 NW 17th Street NW 3rd Avenue NW 9th Avenue Bicycle Lanes 52 NW 29th Street NW 7th Avenue NW 18th Avenue Bicycle Lanes 46 NW 32nd Street NW 7th Avenue NW 18th Avenue Bicycle Lanes 46 NW 14th Street NW 23rd Avenue NW 36th Avenue Bicycle Lanes 43 Tamiami Canal Road NW 7th Street W Flagler Street Bicycle Lanes 40 NW 35th Avenue NW 7th Street W Flagler Street Bicycle Lanes 39 SW 62nd Avenue Tamiami Canal Road SW 8th Street Bicycle Lanes 38 NW 23rd Avenue NW 38th Street NW 28th Street Bicycle Lanes 38 NW 25th Avenue NW 36th Street NW 28th Street Bicycle Lanes 37 Facility To District 5 From Bicycle Recommendation Type Total NW 79th Street Bayshore Drive NW 7th Avenue Bicycle Lanes 80 NE 11th Street Biscayne Boulevard NW 3rd Avenue Bicycle Lanes 76 NE 29th Street N Miami Avenue NW 7th Avenue Bicycle Lanes 67 NW 10th Street Biscayne Boulevard NW 3rd Avenue Bicycle Lanes 65 NW 5th Avenue NW 36th Street NW 22nd Street Bicycle Lanes 64 NE 29th Street east of NE 4th Avenue N Miami Avenue Bicycle Lanes 61 NW 6th Street NW 3rd Avenue NW 7th Avenue Bicycle Lanes 59 NE 4th Avenue NE 71st Street NE 62nd Avenue Bicycle Lanes 53 NW 17th Street NW 3rd Avenue NW 9th Avenue Bicycle Lanes 52 NW 2nd Avenue NW 79th Street NW 71st Street Bicycle Lanes 49 NW 5th Street NW 3rd Avenue NW 7th Avenue Bicycle Lanes 49 NW 71st Street 1-95 NW 17th Avenue Bicycle Lanes 41 NE 4th Avenue NE 60th Street NW 54th Street Bicycle Lanes 35 NE 81st Street NE 4th Place Biscayne Boulevard Bicycle Lanes 27 NW 14th Avenue NW 71st Street NW 67th Street Bicycle Lanes 26 Facility To District 2 From Bicycle Recommendation Type '1 Total NE 11th Street Biscayne Boulevard NW 3rd Avenue Bicycle Lanes 76 SW 37th Avenue S Dixie Highway Grand Avenue Bicycle Lanes 70 NW 10th Street Biscayne Boulevard NW 3rd Avenue Bicycle Lanes 65 S Bayshore Drive SW 32nd Road Halissee Street Bicycle Lanes 61 NE 29th Street east of NE 4th Avenue N Miami Avenue Bicycle Lanes 61 Brickell Bay Drive SE 8th Street SE 12th Street Bicycle Lanes 60 NE 1st Avenue NE 17th Street 1-395 Bicycle Lanes 60 NE 15th Street Venetian Causeway Herald Plaza Bicycle Lanes 59 N Miami Avenue NE 17th Street 1-395 Bicycle Lanes 58 SW 12th Street Brickell Plaza SW 1st Avenue Bicycle Lanes 58 SW 10th Street S Miami Avenue SW 1st Avenue Bicycle Lanes 52 SE 15th Road Brickell Bay Drive Brickell Avenue Bicycle Lanes 51 SW 22nd Avenue S Dixie Highway Overbrook Street Bicycle Lanes 48 Herald Plaza NE 14th Street NE 15th Street Bicycle Lanes 39 Facility To District 3 From Bicycle Recommendation Type Total SW 1st Street SW South River Drive SW 24th Avenue Bicycle Lanes 84 SW 16th Avenue SW 8th Street S Dixie Highway Bicycle Lanes 70 SW 8th Street SW 5Lh Avenue SW 27th Avenue Bicycle Lanes 70 S Bayshore Drive SW 32nd Road Halissee Street Bicycle Lanes 61 SW 21st Road SW 11th Street SW 1st Avenue Bicycle Lanes 39 Facility To District 4 From Bicycle Recommendation Type Total SW 8th Street SW 5Lh Avenue SW 27th Avenue Bicycle Lanes Bicycle Lanes Bicycle Lanes 70 57 40 SW 32nd Avenue SW 11th Street SW 22nd Street Tamiami Canal Road NW 7th Street W Flagler Street SW 62nd Avenue Tamiami Canal Road SW 8th Street Bicycle Lanes 38 Coral Gate Drive SW 21st Street SW 22nd Street Bicycle Lanes 36 SW 66th Avenue Tamiami Canal Road SW 8th Stroet Bicycle Lanes 30 SW 4th Street SW 60th Avenue Tamiami Canal Road Bicycle Lanes 29 SW 21SL Street SW 32nd Avenue Coral Gate Drive Bicycle Lanes 21 Bicycle Boulevard Facility To From Bicycle Recommendation Type Total NE 2nd Street Biscayne Boulevard N Miami Avenue Bicycle Boulevard 71 NE 3rd Street Biscayne Boulevard NW North River Drive Bicycle Boulevard 70 NW 32nd Street E Coast Avenue NW 23rd Avenue Bicycle Boulevard 64 NW 2nd Avenue NW 11 th Terrace NW 3rd Street Bicycle Boulevard 64 NE 8th Street Biscayne Boulevard NW 7th Avenue Bicycle Boulevard 62 SW 11 th Street SW 1 st Court SW 3rd Avenue Bicycle Boulevard 62 NW 3rd Street NW South River Drive NW 22nd Avenue Bicycle Boulevard 60 NW loth Avenue NW 71 st Street NW 20th Street Bicycle Boulevard Bicycle Boulevard 60 NW 1 st Street Biscayne Boulevard NW 1 st Avenue 60 NW 2nd Avenue NW 3rd Street SW 1 st Street Bicycle Boulevard 58 SW 19th Street SW 22nd Avenue SW 32nd Avenue Bicycle Boulevard 63 Facility To U From Bicycle Recommendation Type Total NW 32nd Street E Coast Avenue NW 23rd Avenue Bicycle Boulevard 64 NW I Oth Avenue NW 71 st Street NW 20th Street Bicycle Boulevard 60 NW 1 Ith Street NW 27th Avenue NW 33rd Avenue Bicycle Boulevard 48 NW 35th Street NW 11th Avenue NW 27th Avenue Bicycle Boulevard 46 NW 17th Street NW 29th Avenue NW 37th Avenue Bicycle Boulevard 45 NW 28th Street NW 17th Avenue NW 27th Avenue Bicycle Boulevard 40 SW 60th Avenue NW 7th Street SW 8th Street Bicycle Boulevard 39 NW 33rd Avenue NW 11 th Street SW Sth Street Bicycle Boulevard 3S Facility To District 2 From Bicycle Recommendation Type Total NE 2nd Street Biscayne Boulevard N Miami Avenue Bicycle Boulevard 71 NE 3rd Street Biscayne Boulevard NW North River Drive Bicycle Boulevard 70 NE Sth Street Biscayne Boulevard NW 7th Avenue Bicycle Boulevard 62 NW 1st Street Biscayne Boulevard NW 1st Avenue Bicycle Boulevard 60 SW 17th Avenue S Dixie Highway S Bayshore Drive Bicycle Boulevard 57 Alatka Street 5 Dixie Highway S Bayshore Drive Bicycle Boulevard 55 SE 3rd Street S Biscayne Boulevard SE 1st Avenue N Miami Avenue Bicycle Boulevard 54 NE 27th Street NE 5th Avenue _ Bicycle Boulevard SO Faui�t To From Bicycle Recommendation T e Total SW 11 th Street SW 1 st Court SW 3rd Avenue Bicycle Boulevard 62 NW 3rd Street NW South River Drive NW 22nd Avenue Bicycle Boulevard 60 SW 17th Avenue S Dixie Highway S Bayshore Drive Bicycle Boulevard 57 SW 4th Street SW 4th Avenue SW 31 st Avenue Bicycle Boulevard 54 SW Sth Avenue W Flagler Street SW 11 th Street Bicycle Boulevard 52 SW 23rd Avenue NW 4th Street SW 16th Street Bicycle Boulevard 52 SW 23rd Street SW 32nd Road SW 27th Avenue Bicycle Boulevard 51 SW I Oth Street SW 1 st Court SW 3rd Avenue Bicycle Boulevard 5o NW 16th Avenue NW 7th Street SW 1 st Street Bicycle Boulevard 49 Facility To District 4 From SW 16th Street Bicycle Recommendation Type Total SW 23rd Avenue NW 4th Street Bicycle Boulevard 52 SW 23rd Avenue SW 16th Street SW 27th Street Bicycle Boulevard 46 SW 19th Street SW 22nd Avenue SW 32nd Avenue Bicycle Boulevard 63 SW 23rd Street SW 32nd Road SW 27th Avenue Bicycle Boulevard 51 SW 13th Street SW 10th Avenue SW 32nd Avenue Bicycle Boulevard 48 SW 32nd Avenue S Dixie Highway Grand Avenue Bicycle Boulevard 46 SW 26th Street SW 22nd Avenue SW 37th Avenue Bicycle Boulevard 43 SW 36th Avenue SW 27th Street SW 22nd Street Bicycle Boulevard 43 SW 10th Street SW 16th Avenue SW 27th Avenue Bicycle Boulevard 40 SW 60th Avenue NW 7th Street SW Sth Street Bicycle Boulevard 39 SW 29th Avenue W Flagler Street SW 20th Street Bicycle Boulevard 38 NW 33rd Avenue NW 11th Street SW 5th Avenue Bicycle Boulevard 35 Facility To District Frorn Bicycle Recommendation Type Total NE 2nd Street Biscayne Boulevard N Miami Avenue Bicycle Boulevard 71 NE 3rd Street Biscayne Boulevard NW North River Skive Bicycle Boulevard 70 NW 32nd Street E Coast Avenue NW 23rd Avenue Bicycle Boulevard 64 NW 2nd Avenue NW 11thTerrace NW 3rd Street Bicycle Boulevard 64 NE Sth Street Biscayne Boulevard NW 71h Avenue Bicycle Boulevard Bicycle Boulevard 62 NW loth Avenue NW 71 st Street NW 20th Street 60 NW 1 st Street Biscayne Boulevard NW 1 st Avenue Bicycle Boulevard 60 NW 2nd Avenue NW 3rd Street SW 1 st Street Bicycle Boulevard 58 NW 75th Street NE 3rd Place NW Sth Avenue L Bicycle Boulevard 53 NW 14th Avenue NW 67th Street NW 50th Street I Bicycle Boulevard 51 Err Provide your input on the Public Engagement Map Home / Transportation & Roadways / Bikes / Bike Master Plan Bike Master Plan A Bicycle Action Committee was formed as a subcommittee of the Miami Green Commission and was tasked with forming policies related to the inclusion of bicycle friendly infrastructure, events, education, etc. The Bicycle Action Committee was comprised of residents, commuter cyclists, business owners, Miami -Dade Bicycle Coordinator, Miami -Dade Public Works, and various department representatives from the City of Miami. Over six months a short range list of priorities and basic mapping of primary bicycle routes were identified and composed into the Bicycle Action Plan. In Spring 2021, funding was approved via a grant for The City to begin work on a new Bike Master Plan. Information, surveys, opportunities for feedback and more will be forthcoming on this page. Bike Master Plan — Miami https://www.miami.gov/Transportation- Roadways/Bikes/Bike-Master-Plan Miami Bicycle Master Plan- Public Engagement https://maps. Kimley- horn.com/portal/apps/webappviewer/index.ht ml?id=9877e4e2441f4456baf59954b2c3687c Share your Thoughts! We'd love to hear from you - the public will help to decide what the final plan should look like. Contact Us 1 1w Thank you for your participation -ti City of Miami Bicycle Master Plan Public Comments and Responses 2026 2026 City of Miami Bicycle Master Plan Public Comments and Responses Source Date Created Comment KH Response Bike Maps & Metrorail Stations —The 11x17" County Bike Map was last updated July 2019. 1 have made 8.5"x 11" maps from the original and updated them regularly. They provide important context for the plan which needs to be connected to areas outside the City of Miami. Miami-KA.pdf extends from Miami to Krome Av. and from NW 95 St. to SW 120 St. It shows all the Metrorail Email to City Staff 1/20/2026 stops with two -letter identifiers. Cyclists need to know where the stops are, especially if they are going more than a few miles. Comment noted. MRstops.pdf is a list of all 23 Metrorail Stations. All ten stops from Douglas Rd. to Allapattah are in the City of Miami. The stops and the two letter identifiers should be shown on all your maps as they are a critical part of a multi -modal system. DW TN2025.pdf is a detailed map of Downtown Miami & Brickell from NW 17 St. to SW 26 Rd. and from Biscayne Bay to SW 8 Av. MDC- NE25.pdf is a bike map of NE MDC to show the connections eastward to Miami Beach. Email to City Staff 1/20/2026 P3 — Show the initial pages of Appendix A (99) & Appendix B (241) to facilitate moving around the document. Comment noted. Email to City Staff 1/20/2026 P7 — It is good that your summarized, rather than just list the documents reviewed. Comment noted. P8 — It would be useful to know what percentage completion of all projects in the 10 yr. plan (2020) were completed by 2025. It Email to City Staff 1/20/2026 should be by type, as sharrows are much easier to do than multi-user paths. To be fair, projects that were not envisioned in 2009 should be included as well. It would be useful to determine what could be done differently from 2009 in the current plan. I have The requested information is not readily available. seen many grandiose plane in MDC with little done. Coordination with the Miami River Commission has been completed. The Miami River Greenway layer has been updated to reflect existing Email to City Staff 1/20/2026 P9 — Much of the Miami River Greenway was not finished although it was shown that way on the 2019 Co. bike map. and proposed segments, and proposed Miami Greenway segments have been incorporated into the proposed improvements. These improvements have been prioritized and are reflected in the prioritization tables. Email to City Staff 1/20/2026 P13 — We produce many long term plans like the 2045 row 2050 MDBP plan but little gets done. Comment noted. Email to City Staff 1/20/2026 P15 — The main B/P benefit of the 1-395 Heritage Trail will be to bridge one avenue & the FEC RR. Comment noted. Email to City Staff 1/20/2026 P16 — The South Dade Trail / M-Path should be part of the Greenways Master Plan. The South Dade Tm!VM-Path is not within the City of Miami. P22 — The Underline Phase 1 & 2 and Phase 3 Seg. 3, 4, 5, & 9 are essentially complete, That includes all the parts in the City of Email to City Staff 1/20/2026 Miami, from the Miami River to Douglas Rd. Metrorail Station. The remaining part will be complete by Summer 2026. For the Comment ruled. plan purposes, the Underline is complete in the City and the remaining part will be complete by Summer 2026. UL-123.pdf is a map of Phase 1 & 2 Phase3 Seg. 3. UL3-S&A7. df is a map of Phase 3. P23 — The Commodore Trail cannot be used at the comer of Main & McFarlane, due to on street dining. The other parts that are The design of the Commodore Trail will be prepared when the project Email to City Staff 1/20/2026 usable are BE of Biscayne Dr. from McFarlane to Aviation Dr., the Siegendorf Bike Path in Kennedy Park, and a 4 to 6 ft. advances to the design phase. sidewalk from there to SW 32 Rd Email to City Staff 1/20/2026 P24 — Plan Z is a great but expensive plan for the Rickenbacker Cs Comment noted. Email to City Staff 1/20/2026 P32 — Bicycle Boulevards are great for low volume roads. Since minor streets in Miami are already 25 mph, It would be better to lower the s limit to 20 m h to better differentiate the Bicycle Boulevard Comment noted. Email to City Staff 1/20/2026 P33 — Bike lanes should be 4 ft. wide if not adjacent to parked cars or a vertical surface like a curb or guardrail Comment noted. P34 — Protected Bike Lanes are great if they fit in the ROW, but I would rather have an unprotected lane (or even a 3 ft. shoulder) Bicycle treatments are proposed for the specific types of right-of-way Email to City Staff 1/20Y2026 than nothing at all. widths. Refer to Typical Sections on pages 63 - 68 for typical bicycle facilities based on several right-of-way widths. P35 - it you have 12 ft. available, consider an 8 ft. 2-way cycle track & 4 ft. pod. walkway, as was done near MAST Academy. it The sign along Rickenbacker Causeway will be prepared when the The design Email to City Staff 1/20/2026 10 ft. is available on each side consider a bike lane / path combination on each side as on SW 152 St. west of SW 147 Av. As a- advances to the design phase. bikes etc. become more popular, it is important to separate bikes & pods. P36 to 40 — Bike parking. The best bike racks are inverted "U" type 36" apart, so you can lock a bike on each side. Bike lockers require considemble administration, and are only useful if a person uses the same mute every day. Bike lids should be able to use Email to City Staff 1/20/2026 a U-lock, that many cyclists carry. I find the rear is too narrow for my bike. Bike parking should follow the 3 C's: Comment noted. This input will be considered when bike parking a. Close to the attraction and easily visible from the sidewalk. moves forward at transit facilities. b. Covered to prevent wet or hot seats. Cover should be 7 ft. above surface and extend 3 ft. from bike racks. c. Convenient to bike facilities (No curbs or gross to cross). Email to City Staff 1/20/2026 P41 to 42 — Intersection treatments for bicycles are important when there are marked bike lanes. Comment noted. Email to City Staff 1/20/2026 P43 — I find Bike Boxes useful. I have never seen a 2 stage Bike Box. Comment noted. Email to City Staff 1/20/2026 P44 to 48 — Complete Streets —The Infogrephic is preaching to the choir for the BPAC, but should be more widely advertised to et Communi Bu -In. I fount the definitions enhanced bgiving local examples. Comment noted. P49 to 51 — FDOT Context Classification. The problem is that the C6 streets have little available ROW for pads, deliveries, transit When properties are being developed and require an FDOT permit, Email to City Staff 1/20/2026 stops, bikes & other Micro -Mobility. Is the only solution to have a car -free downtown? On -street parking exacerbates the problem they are required to provide wider sidewalks based on the context Gass. Email to City Staff 1/20/2026 P52 — Mobility fees need to be implemented early to grow the transportation network before it is required. Comment noted. P53 - Developers should be required to provide a number of bike parking spaces as a percentage (5%?) of the number of car Based on the updated Miami 21 bicycle parking requirements for Email to City Staff 1/20/2026 parking spaces. k should be increased to 10%for TOD buildings. The spaces should be covered. residential land uses, a minimum of one (1) bicycle rack for every 20 vehicular spaces is required. The ratio will be Email to City Staff 1/20/2026 P54 — What year was the Census data collected? It should be documented. The census data was collected in 2024, and the report has been updated accord! . Email to City Staff 1/20/2026 P56 to 59 — NACTO Urban Bikeway Design Guide — While a 15 min. trip on fool is only % mi., the same time on a bike is 2 mi., cover! an area 7 times as la e. Comment noted. pet — rensit connections. any cyc fists who take their bike to Metromil Stations are taking their bike on the train. I suspectfew cyclists using buses are willing to lower the racks and stand near the front of the bus to ensure it is not stolen. This is also a Email to City Staff 1/20/2026 problem for the other riders. The old method of storing bikes on Metromll care was better as it allowed 6 bikes per car; but only Comment noted. two on the new cars. The new SW BRT line takes 2 bikes which are pulled up vertically; leaving an open area allows more mikes to be stored. When I go to the BPAC I use the Historic Overtown Station as the Government Center Station requires 3 elevator trips 2 if use E elevator). 2026 City of Miami Bicycle Master Plan Public Comments and Responses e Created Comment KH Response 71/210/2026 All residential streets maintained by the City of Miami have posted P63 —50' ROW 2-way with parking. A Sharrow, does not make a street a Bicycle Boulevard. As noted in C1 above, BB should speed limits of 25 mph, which can accommodate bike boulevards. have 20 mph speed limits. One mile at 20 mph takes only 36 sec. longer than at 25 mph. Additionally, the bike boulevards proposed in this plan include green pavement markings and signage. P64 — 50' ROW 1-way with parking. It is better to be next to the right side door as k is used less frequently. A 4-door car opens 3 Email to City Staff 1/20/2026 ft., a 2 door car 4 ft. or more. A 7.5 ft. parking lane is not wide enough for large trucks than can be 8.5 ft. wide. An inside bike Noted. Option B, shown in page 64, is preferred. lane needs to be connected to the street at intersections without sharp turns. Email to City Staff 1/20/2026 P65 — 60' ROW — Consider a combined 5 ft. bike lane, 5 ft. path + 18" for signs on each side Comment rot clear. 5-foot bike lanes provided in both directions on two-way streets Email to City Staff 1/20/2026 P66 — 65' ROW — As above the right door is less used. Put Armadillos in the buffer to keep parking cans out Noted. Installation of Armadillos will be considered once the project moves forward to the design phase. Email to CityStaff 1/20/2026 P67 — 65' ROW — Consider putting the 2-way p g y cycle [rack a[ the same level as the sidewalk. Placing the two-way cycle track at sidewalk level is a potential option that may be evaluated as the project advances into the design phase. Email to City Staff 1/20/2026 P68 — 70' ROW — Palms need 3 ft. and other trees need 4 ft. centerline to sidewalk to prevent uplift from roots. Otherwise you Palm trees are shown in the 3-foot landscape/utility strip area. need a root barrier. In that case the must be room for the roots elsewhere Email to City Staff 1/20Y2026 P69 — General — Be sure hedges do rot grow over paths or sidewalks. Hedges 0-3' tall should be planted back 1 ft. from the ROW line 3-6' loll — 2 ft. &over 6 ft. 3 ft. from the ROW line. Pro owners are responsible for [rim. Comment noted. Email to City Staff 1/20/2026 P70 — It would be useful to know not only the number of segments but the miles of each Facility Type. Comment noted. Email to City Staff 1/20/2026 P71 to 81 — Metromil Stations with 2 letter identifiers should be shown on all maps. Show existing facilities to the edge of the The map has been updated to clearly identify all metroail stations. maps, not just in Miami P72 — See B9, above. The map shows parts of the Commodore Trail that cannot be used, but existing sections are shown as Please refer to the online map for details differentiating existing and proposed. W hat is the existing bike facility on Tigertail Av.? Mary St.? SW 32 Av., north of the Undedine? The bike lanes on proposed improvements: https://maps.kimley- Email to City Staff 1/20/2026 Grand Av. end at Douglas Rd. What is labelled Coconut Grove is actually the Douglas Rd. Metromil Station. The Coconut Grove horn'com/portal/apps/webappviewer/index.html?id=d230b3b536b4430 Station is SW of SW 27 Av. & US-1. The completed Underline Seg. 5 ends at SW 42 Av. Label the main roads —SW 32 Av, SW 288ccb8769d6648ad. 27 Av., SW 22 Av., Main Hwy., S. Bayshore Dr., etc Email to City Staff 1/20/2026 P73 — Eliminate "Planned" after Existing Bicycle Facilities. What is the existing bike facility on SW 22 St? SW 16 St? SW 6 SL? SW 12 Av.? SW 17 Av.? SW 32 Av.? Is there room for a shared use path on SW 6 St.? Refer back to previous comment response. P74 — BricmII Av. from BE 32 Rd. to the Stallone Gate is the perfect location for a Bicycle Boulevard. DW TN2025.pdf shows the The Commodore Trail is proposed on S Miami Avenue and dedicated lanes Miami Avenue 26 Road. Email to City Staff 1/20/2026 bike facilities on the east % of this map. A short but important connection is between the Undedine (Route M) and the Rickenbacker 11). The East Greenway between Undedine MacArthur bike continue on S north of Additionally, the Underline provides bike connectivity on a parallel route Cswy. (Route Coast needs a connection the and either the to Brickell Avenue and South Miami Avenue. Further, note that there or Venetian Cswy. Much of the of the Miami Rivenway is not finished, despite the lines on my maps are existing sharrows along Brickell Avenue. P75 —The proposed Ludlam Trail will pass through Miami at approx. SW 70 Av. The map shows an planned greenway there. Noted. The Miami Loop will be incorporated into the bicycle master Email to City Staff 1/20/2026 The Trail is waiting on cleanup of the roadbed. All facilities need to connect to it. The Miami Loop requires a connection between the Ludlam Trail and the Miami River Greenwa referabl a shared use path plan. The existing facility on NW 11 St represents existing sharrows. There Email to City Staff 1/20/2026 P76 — What is the existing facility on SW 11 St.? A continuous path is needed from the Ludlam Trail to the MRG are multiple east -west bike facilities proposed serving the two (2) facilities. Email to City Staff 1/20/2026 P77 —See above about path from LT to MRG. Is Miami participating in the MIC Bicycle Center? Are there plans to build a path There are multiple east -west bike facilities proposed serving the two there, or will you rely on the Metromil Orange Line? (2) facilities. P78 - DWTN2025.pdf shows the bike facilities on the BE corner of this map. Show all 6 Metromil stops. The Underdeck is under Please refer to the bike master plan online map for details on the Email to City Staff 1/20/2026 construction and will rot be finished until 2029. Itshould be connected to the Miami & NE 1st Av. , NW 10, 11 & 14St. bike existing facilities: https://maps.kimley- lanes. Provide connections to all the Metro mover stops. The NW 14 St. bike lanes end at NE 1 Ct. What are the bike facilities horn.com/portal/appstwebappvi�r/index.html?id=d230b3b536b4430 on NW 8 St. Rd. / NW 10 Av., & NW 20 St.? I don't see anything when I ride there. 288ccb8769d6648ad Email to City Staff 1/20/2026 P79 —The bike facilities should tie into the EH Metromil stop & Miami Jackson JHS & SHS. What are the existing bike facilities There are multiple east-west/north-south bike treatments serving the on NW 46 St. & NW 2 Av.? I note there are alleys on either side of NW 12 Av. south of NW 54 St. two facilities. The underdeck is proposed as part of the 1-395 project, providing a P80 — I role there are bike lanes on the short section of NW 7 Av. (US-441) that goes under I-195. It would be wise on future shared -use path. Expressway rebuilds to put bike lanes on the collectors going though them, even if there are no bike lanes on the adjacent road. Bike lanes are proposed along NE 2ntl Avenue. Please refer to the Email to City Staff 1/20/2026 Is this being done on the 1-395 project? The 2.8 mi. of bike lanes on NE 2 Av. from 1-195 to the Little River is the longest N-S bike interactive map: https://maps.kimley- route in Miami. They should be connected to downtown by the NW 1 Av. bike lanes that extend from NW 14 to 23 St. The bike horn.com/portal/appstwebappviewer/index.html?id=d230b3b536b4430 lanes on Federal Hwy. are in poor condition and need to be renewed.Am there plans to build a path to replace the bike lanes on I- 288ccb8769d6648ad 395 that are now being used by buses? (see MDC-NE25.pdf) There is a cycle track proposed on Federal Highway. Email to City Staff 1/20/2026 P81 — A bike lane on NW 79 St. EB would be an important complement to [he existing bike lane on NW 82 St. W B. Be sure to fill Bike lanes are proposed on NW 79 Street as part of this plan. in the a s of the 79 St. C . bike lanes see MDC-NE25. d Much not in Miami. 2026 City of Miami Bicycle Master Plan Public Comments and Responses te Created Comment AW KH Response 71D 0/2026 P83 — Prioritization Categories - Connectivity is very important as only''/. to 1 mi. section can connected longer section getting Noted. Connectivity was prioritized based on first -last mile transit many more benefits than exist on that part or the corridor. connectivity and bicycle network connectivity. 20/2026 P84 - Prioritization Criteda— An impressive quantification of benefits. Is a Shared -Use Pa[h 0 pis. or 10 pts.? For safety from -hiGes 10 for inconvenience to bikes 8 eds, d de nds on whether bikes 8 eds. an: se aretdse The prbri[ization table will be updated to refect 7 points for ashared- th.20/2026 P85 & 86 — Protected Bike LanesComment is rot clear. Emailto CiStaff 1/20/2026 P87 & 88 — Shared -Use Paths Comment is rot clear. Email to C1 Staff 1/20/2026 P89 - Buffered Bike Lanes Comment is not clear. Email to Ci Staff 1/20/2026 P90 & 91 — Bike Lanes Comment is rot clear. Email to Ci Staff 1/20/2026 P92 & 93 — Bicycle Boulevards Comment is not clear. P95 — Transit stops are not a good place for showers etc. as most people will continue through. As per C-5, above, Bike Parking needs to be Close, Covered, & Convenient. It is somewhat more secure IF it is in the fare -paid area. Ensure that all developments As staled in the Policy Support and Programming Section, this applies Email to City Staff 1/20/2026 both residential & commercial have adequate bike parking per C-11, above. I have never used a bike repair station. Bikeshare is to new, development projects. useful for visitors and is a good introduction to cycling. It is not very practical for everyday use unless the stations are ubiquitous. Helmet use is a problem. P96 - The entire public, especially those who plan to purchase one for themselves or their child, must be educated on E-Bikes. Ebikel23.pdf is a tabulation of the three classes of e-bikes. I would recommend only Class 1 be allowed on Shared -Use Paths. One thing that is critical to get out is that If it does not have pedals & cranks — it is not an E-Bike, it is an Electric Email to City Staff 1/20/2026 Motorcycle. An electric motorcycle must be registered & tagged if it is to be used on public streets. If it is not tagged, it is an Noted. Clarification that a -bikes are allowed on bicycle lanes will be Electric Dirt Bike or E-moto, that can only be used on private property. Neither can be used on paths or bike lanes. The police provided. need to understand this so they Can properly enforce the law. A sheet needs to be made with this information and needs to be mandatory for anyone buying an E-Bike or Electric Motorcycle. A Moped has a gas engine and pedals, a Motor Scooter does not have pedals. They must be registered & tagged to be on the road Email to City Staff 1/20/2026 P97 - F3162065.pdf is a one sheet (2 page) Copy of the latest Florida Statues on Bicycle Regulations. The League of American Bi Gists has a cod 2 da course for bicycle instmctom. Comment noted. Email to City Staff 1/20/2026 Appendix A — Community Outreach (P99-240) (P200-240 - BPAC presentation 10 May 22)1 thought the BPAC pres. was more The Community Outreach section has been updated to reflect effort in recent. 2025 and 2026. Email to Ci Staff 1/20/2026 P242-248 - Pro act Descriptions Comment is not clear. Email to Ci Staff 1/20/2026 P249-253— Priortzation Scores Comment is rot clear. Lane widths in this area range between 10 feel to 11 feet. The width The Car travel lanes on Brickell Ave are much wider than is necessary, leading to crazy speeding and late -night drag racing. This could be reduced but will only gain anywhere between 1 to 2 feet in could easily be remedied by narrowing through lanes on all or part of Brickell Ave and using the freed up space to create a bike each direction. Medians would have to be reduced by approximately 3 Email to City Staff 1/20/2026 lane. There are many cyclists on this stretch of road and there are frequent sidewalk Conflicts between bikes/scootem and feet, encroaching into the specimen trees. Dedicated bike lanes are ro pedestrians because it is unsafe and scary to ride in the ad. provided along S Miami Avenue and additional bike facilities are proposed on Brickell Bay Drive. Additionally, the existing Underline provides connectivity for bicycle riders in this area. Myce is Mat Ma Planappearstopd.ritiza bicycle kcilitles on M1igM1-idu w.unryc.11eckr and aferial roads. Miamialready M1asatlenee atrcetgrid with manypaukl lower-trefic mules that cyclists routinely and sakly use fa boMeast-vrcstaM tpfh�ouM tracel. TM1is Plan empM1asiusalow-stress bicycle neM1vork, }et concentrating bike Please refer toM the hridon.i.g, of the repot for detailson hox prioftiutlon was eetabliaM1ad Note tM1at pnontizaYon is gi. rolocal ury roadways. lanes on cengeaktl cemmemial c.mtl.re seams inc.nsiskn[ with Ma[ abjecdve. Routing bicycle tragic onto busyartedals wfiile diverting automobile traftic into residential streets raises serious concerns about safety, noise, and neighboMootl livability, These Additionally, rater k Ma City of Miami Master Plan kr updated blcycla nMwark: lretleoRs warrantcereNl, cenitl.r-specificanalyais ofcreaM1 data, veM1icle speeds, turning mngick, loading moss, and emegencyacceas. To dale, publlcmakrials M1asa relied hftp,:llmaps.ki,loy hom.cem/ba lindMmltid�30b3b5MW30288ccb87696608atl. p.falls ppaNre ppwewar ev IetgGyonlow-resolutlonmaps, with,Wd,,dyp,ewdngthesuppa NdAA that Ma Plan d.as ly.dd...th. faster Man Email to City Staff 1/20/2026 also cencmamatl not adi,, a growing presence of e-bikas and e-ac.otere.Th..dim-travel and accelerate more quickly . ...I ih,gdeswhich , ges how bike lanes funetlon-espedally w nartosv, cu id, lanes shared with pedestrians, bses, uand cemmercial activity. wdh.W adequate chan wimM1, aeparetl.n, and design gaiean.a, mixing c.mami.nal Hikes, e-Hikes, and a..mare.n mai.r arterials may M.reaae..nm.k rather Man improve sakty. W. are updating Me plan hi hih, tM1at e-bike and a-scoolers will be able to ride in hm bicycle treabnents. In the near txm, easy and call-eRecthe altemalives deserve more attention. These inGude clearer v2ygntlinq, bicycle boulevaMs, shared lane markings, and community educeti.n k M1e1p 1 and microrn.bili y.sere naWgata Mia '. grid on lower -stress sire¢k. In soma cities, s hidl bu ,-0tits lanes or protected kcilitles maybe more A bike b.d.rd m proposed along NW 10°i Aasnua bet NW 20tr ]1� appropriate Man sl d--id-t bike lanes. In closing, l utga Me Clty ro Implement Me 2025 Bicycle Plan through dakAn.,corridor-apadfc arel}sis and t. ensure Mat bicycle and micmmobilityimastmank align with . l ythnd 8 Street.Bicycle lanes are pm-iid on SW 16°i Aasnue from SDixie HlgMvayk SW °'Street and continue south ass bike boule on AlelkaS from S Ehishore Dme to S DiAe Me Pkn's goals of safety, comfof, and-vili.- co .ibllity. The =5 Updated Bicycle Plan' MUST make intrestructure decisions Mat enM1ance mobildy ensure Highway. Protected bicycle lanes are proposed on sW/Nw 1sP Asenue from US-1 to NW 3i° sale biking -without creating new risks a unintantlatl impack. Street Atltlitionally, dedicated bike lanes on NW 10°i Street from NW 3i° ue to Biscayne E PLES: 13th Assinsteadof12Ase,l6h Ase Insteadof17th Ase,leh Ass Insteadof22nd Ase,l6h Storloth St.InsteadofCWor8th St Boulevard and NE 111"Street from NW 3° Aw1ue W Biscayne Bouh-d are proposed. P72 - This scale graphic is a great level of overall plan and detail. However, the proposed use of bicycle boulevard on Douglas Road, which is a section line collector road is total inappropriate and will force most cyclists to select other routes for greater Parallel facilities are proposed on Plaza Street, McDonald Street, and safely. If wRight-of-way width is constrained look for one -ay pairs on adjacent streets with wayfinding to alert cyclists and micro- La Playa Boulevard which provides Connectivity to Bird Avenue. Bird mobility users of the direct alternate route. Avenue has dedicated bike lanes, Connecting to the Underline. Email to City Staff 2/9/2026 The Commodore Trail is proposed here as a shared use path. Unless expansive in width (14') and articulation (clear distinction Dedicated bike lanes are proposed on Douglas Road/SW 37" Avenue between Pedestrian and cyclist/micromobility uses), please refrain from using shared use paths for bicycle and micromobility in between Grand Avenue and S Dixie Highway also connecting to the areas of significant pedestrian use, where ft may be appropriate for level of traffic stress riders 1 and 2, but not for commuters and Underline. more experienced riders. Consider a buffered bicycle lane one-way paired with Tigertail with signage as cited above. P66 -The section (with the exception of Street tree omissions cited above) is excellent. The reference of NW 46th Street is Email to City Staff 2/9/2026 particularly jarring as that right-of-way just underwent a resurfacing and re -striping project which, although a perfect Candidate for Comment noted. bicycle mobility lanes, included sharrows, missing the opportunity to improve bicycle mobility access and safety. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response 1) Cons: a. Zoning Use Context b. typical F-curbs, drainage grates, utility manholes and subsidence limit the effectiveness of a bicycle mobility lane adjacent to curb c. Using on -street parking as bicycle mobility lane protection limits visibility, increasing the need for "daylighting," limiting parking Email to City Staff 2/9/2026 away from intersections, thereby limiting parking spaces and increasing pavement markings Comment noted. d. In the residential section shown, having the bicycle mobility lane adjacent to curb and sidewalk will not conflict with limited cross - traffic between parked cars, walkway, and buildings. This is not the case in commercial environments where the cross traffic at curb interfering with Flow of bicycle mobility traffic. e. Typically, I recommend Option B, which can better accommodate bus traffic, commercial loading zones, customer parking, ride share drop offs etc 2) Pros: P63 Typical Sections - These should move up to after the plan. I understand that these sections are diagrammatic, but having no The bike master plan was developed by evaluating the available right - Email to City Staff 2/9/2026 street trees in the right-of-way is unacceptable for shade, heal, drainage, and streetscape quality, and are a physical part of the of -way widths and determining the most appropriate bicycle facilities right-of-way to be incorporated into considerations. that could be accommodated. P60 Bicycle Network Analysis - This section should be moved up ask is larger scale and defines goals that articulate strategies for implementing vision for effective connective network. P62 Why include "Little Havana Pedestrian Priority Zone?" Does this zone Based on the overall flow of the report, this is the ideal location for this Email to City Staff 2/9/2026 exemplify a particular technique? If so, describe k. I suggest any discussion of priorities should be according to the Vision Zero section. Action Plan with focusing on the HIN and KSI hotspots mostly in low-income neighborhoods in commission districts 2 and 3, where expediting mobility infrastructure would save lives and minimize injuries. P46 Complete Streets Roadway Section Definitions - It would be helpful to list traffic volume, type, and speed for each road type listed. Thoroughfare (Arterial) is too dangerous due to traffic volume, type, and speed to allow for bicycle infrastructure other than separated. Feeder Roads (Major Collector) shows bicycle/mobility lane without protection or buffering, which is most likely not appropriate for The report has been updated to include traffic volumes, type, and Email to City Staff 2/9/2026 speed and volume. The examples listed bear little resemblance to section presented. speed limits for each road type. Civic Streets (Minor Collector) is the most challenging graphic as sharrows should not be considered bicycle mobility facility for any other than local roads. The master plan would bereft most by the implementation of bicycle mobility lanes on this roadway type. Neighborhood Streets (Local Streets) should be shown with the standard minimum 50' right-of-way, which does not support the on - street parking travel lanes, sidewalk and swales. This should be the only roadway type with sharrows as acceptable pavement markings. P36 Bicycle Parking Considerations - Although important, this section should be moved back per the diminution from large-scale The Bicycle Parking Considerations section has been moved to follow Email to City Staff 2/9/2026 to smaller scale articulation. The most critical aspect of bicycle parking is to locate them within clear sight of active entry for the Intersection Treatments section. security and ease of access. P33 Bicycle lanes/Buffered Bicycle Lanes- Reverse Bicycle lanes/Buffered Bicycle Lanes so that there is a continuum of increased Email to City Staff 2/9/2026 protection. "... bicycle lanes are ideal when right-of-way restricts the implementation of more protected facilities. Dedicated bike Mod'rfications to the bicycle lanes will be made according to the typical lanes are typically five (5) feet wide adjacent to on -street parking or a guidereil, and three (3) feet when on -street parking is not width of a dedicated Bicycle/Micromobility lane. present." Three feet is not recommended width for dedicated Bicycle/Micromobility lane. P32 On -Roadway Facilities - Bicycle Boulevards "are facilities designed to give bicycle travel priority..." "Are located on local roadways that have posted speed limits less than 30 mph, daily traffic volumes lass than 3,000 vehicles per day..." NACTO recommends Bicycle boulevards on roadways with speeds of 20 mph or less and traffic volumes of 2,000 vehicles per day or less. Email to City Staff 2/9/2026 Per the referenced 2045 Miami -Dade Bicycle Pedestrian Master Plan, "Implementing sharrows into roadways with an Average Noted. Nearly all bicycle boulevards are proposed along local Daily Traffic (ADT) greater than 3,000 and a posted speed limit greater than 25 mph would be dangerous for cyclists. Even then, residential streets that have 25 mph posted speed limits. these facilities do not come across as inviting for residents and tourists that may be new to biking nor as a replacement for a dedicated facility." Sharws should not be considered acceptable bicycle infrastructure only be used on local roads of speeds and volumes where they are not necessary to define the location for bicycle and micromobility use, but as wayfinding to define route. P31 Bicycle Facility Types - Bicycle facilities exist within the context of vehicular infrastructure; therefore, I recommend there first The report first defines bicycle treatments and then identities the be a lexicon of roadway types: Arterial (Thoroughfare), major collector (feeder roads), minor collector (civic streets) and local roadway types where these treatments maybe implemented. No roads (neighborhood streets), with their attendant speeds, volumes, and geometries, which will irform appropriate type of bicycle modificationstothe report were made. Email to City Staff 2/9/2026 facility. Also important is to use the term "right-of-way to include all the passive and active infrastructure provided within the public space Additional clarification regarding right-of-way elements will be provided for drainage, shade, pedestrian and vehicular mobility, to give a context in which the articulation of paved and landscaped areas in Page 63 (Typical Sections). take shape. ommen note . onnectiwty o e n e ine is prow e t mug out the City of Miami from Douglas Road Station extending to the Brickell Station. Email to City Staff 2/9/2026 P22 The Underline -Although largely beyond the bounds of the City of Miami, the Underline fors of a "spine" that requires "ribs" to for an accessible network for urban active mobility and should not solely be considered as a stand-alone project. Additional connections to the Underline are provided on SW 25°i Road, SW 21" Road, SW 12t' Street, SW i tt' Street, and SW 10' Street Email to City Staff 2/9/2026 P20 City of Miami Traffic Management Master Plan - Consider incentives for rides using apps that can identify mode and kog Comment noted. Opportunity for incentives will be evaluated. mutes, e.g. Streva, or others. P17 TPO Protected Bike Lanes Demonstration Plan -¶1: "Protected bike lanes are exclusive bicycle facilities which are physically Email to City Staff 2/9/2026 separated from automobiles vehicular travel lanes to provide enhanced safety." The differentiation is important because Comment noted. intersections and driveways do allow conflict with automobiles that both modes of traffic should be cognizant of. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response Ft ws ing anning ui ance - ncu e: FDOT Florida Pedestnan and Bicycle Strategic Safety Plan FDOT District 6 Miami Dade Bicycle Network Connectivity Action Plan 2024 Miami -Dade County Vision Zero Action Plan The existing plans were reviewed to identify the existing and proposed Email to City Staff 2/9/2026 By continuing with the Literature Review in greater detail in the following pages, it leads the presentation into specific locations and bicycle networks and to determine whether facilities are existing or portions of the whole. The Master plan should expose from the vision and greater whole to the more specific, to aid in consistency proposed, ensuring that our efforts to not overlap with MDC's existing and relation to context, and to reinforce the vision of a connected network. The scale and scope is challenging to make sense and or proposed facilities. progress at all scales, but there is benefit to stating with the planning grid and then zoning, types of infrastructure and idemifcation of arterials, collectors, and local roads that will aid in articulation. Recommendation would be to reference all municipal and county master plans and articulating goals and progress made over the P 5 Vision - Input in Paragraph 1 between "... promote bicycle mode share within the City' and mentioning access to transit, "For Bicycling to be a safe, convenient and effective transportation mode, there must be a connected network of easily identified and accessible bicycle infrastructure" Add that "Although the CoM is an autonomous municipality, it is a large part of a larger metropolitan environment spanning Miami- e. e. The plan will be updated [o reflect the recommended language. Email to City Staff 2/9/2026 Dade County and beyond. Therefore, this City of Miami Bicycle Master Plan has been coordinated with the MDC Bicycle Master Additionally, the will explain improvements by Plan to become an effective network connecting within and between communities.' plan proposed The vision statement should also state what level of ridership and mobility are being supported by the infrastructure. Commuters should be priodfized as increasing the overall efficacy of the mobility network by the potential of greatly reducing single vehicle trips under 5 miles by as much as 40 % , as bicycle and micromobility, options are made safer and more convenient. Protected bicycle lanes are provided where right-of-way is available (typically 70-foot right-of-ways). More miles of protected bike lanes - better signage and enforcement - connecting the Underline through the avenue going north. Bicycle lane connectivity to the Underline is currently provided via SW south, east, and west - canopy lined bike streets - maybe tax incentive. Property owners tax incentive for bike lanes design. 27' Avenue. Additional connectivity is proposed to be provided via SW 20260120 Meeting - 1/20/2026 Cleaning of bike lanes. Training of community and city employees about parking or bike lane etiquette. Repair or replace bike 37�" Avenue, SW 19�" Avenue, SW 16�" Avenue, SW 25" Road, and Comment Card infrastructure. Thinkning urban core with bike and pedestrians miles of lanes. Work with MDCPS - County. Bring cyclonia in LH - SW 21 °" Road. Additional bicycle boulevard connectivity is proposed to and other neighborhoods. Speed zones during peak traffic hours or days? Weekend bike only hours on our roads - similar to be provided along various local roadways intersectiore with the school zones. Underline. Additionally, note that the Underine is a Miami -Dade County project and subject to Miami -Dade County standards. Recommendation violates Florida Statutes regarding vehicular 20260120 Meeting - 1/20/2026 Please create emergency plan with dedicated roads. We could remove so many cars from the roads! We need to also have property access from public roadways. This is also against cilys goal Comment Card speed enforcement and parking enforcement to make this work. of this project to avoid reducing vehicular capacity (check F.S. 335.184) [F.S. 335.181(2)(a)]. 20260120 Meeting - Thank you for your input. Specific features such as bicycle facility Comment Card 1/20/2026 Thank you for this plan. Keep it as ambitious as possible! We also need priority signals on major bike paths signalization would be reviewed as part of the design phase of each facility. After 15 years, it is clear that sharrows, at least on any street with a posted speed limit above 25 mph, are a deadly failure. I would Typically, sharrows are proposed on roadways with a posted speed support these "Bicycle Boulevards' in residential streets, but actively support their removal on higher capacity streets. Some, like limit of 25 MPH. 20260120 Meeting - 1/20/2026 NE 19th Street, are vital connections between high -density neighborhoods and corridors (Venetian Causeway). Comment Card Instead, I support protected bike lanes; purportedly buffered bike lanes" are no such thin The dedicated 3' of paint in the buffer PP P P Y" 9 P Improvements areproposed alon NE 14'" Street to provide bicycle P 9 P Y is more than enough space to site a physical barrier, event take off a foot! Alternatively, leaving 3' of white pain[ markings on top network connectivity along slower -volume roadway adjacent to the of 4' of green bike lane paint presents the perfect location for Uber dropoffs and pickups. No "Buffered" bike lanes! Venetia Causeway. 20260120 Meeting - Agree to the need for CONNECTABILITY, as well as SAFER PROTECTED BIKE LANES. I will not use the Key Biscayne bike The bicycle master plan provides bike boulevards on lower volume and Comment Card 1/20/2026 lane because I do not feel safe since it unprotected. SW 22nd Avenue is the same. Will ride less traveled (vehicle) roads instead. lower speed roadways. Additionally, protected bicycle lanes are Thank you for considering lower vehicle streets to implement bike lanes. proposed along SW 19i'Avenue. Protected bicycle lanes are proposed along NW 36' Avenue adjacent Meeting - Muitimode/bike connectivity around NS corridor along LeJeune Road, Airport, NW 27th Avenue is missing. Soon Freedom Park to Miami Freedom Park. Comment nt Card Comm 1/20/2026 will open and there is no solution for allievating the car traffic bottlenecks by having viable pedestrian/bike/non-motorized access to Bicycle lanes are proposed along NW Street east of N W 3T" Miami Modal Center and bus access via those corridors now missing. Avenue. Note that a protected bike lanea is is not proposed due to driveway access along NW 14' Street. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Comment KH ResponseProtected fDateCreated bicycle lanes are provided where right-of-way is available (typically 70-foot right-of-ways). Bicycle lane connectivity to the Underline is currently provided via SW 20260120 Meeting -1/20/2026 Comment Card We do not even have safe crossways on the Underline; I don't know how the City of Miami will ever be safe to bike. 27�" Avenue. Additional connectivity is proposed to be provided via SW 3T"Avenue. Additionally, note the Underline is a county project and follows county standards. 20260120 Meeting - 1/20Y2026 Better planning to protect the cyclists by putting some sort of buffer not painting street green! Solutions for electric scooters. You Florida Statutes identify e-scooters and other fors of micromobiliby as Comment Card can't use same lanes as bikers. bikes (FS 316.20655). 20260120 Meeting - Comment Card 1/20/2026 Comment noted. 20260120 Meeting - Comment Card 1/20/2026 1 will submit written comments in addition to spoken. Comment noted. 20260120 Meeting - 1/16/2026 We need more public bike parking spaces. The bicycle master plan proposes bicycle parking spaces at high - Online Comment ridership transit stops (>150 daily boardings/alightirgs) 20260120 Meeting - 1/16/2026 include vkey mtb trails in your master plan. Off-street recreational trails that do not provide network connectivity Online Comment are now included in the bicycle master plan. mi connectivity in east Awest bicycling corn ors. Now that delivery services have increased signiticanuy, our UlKe ones are in heavy use amd ever more reckless he if the emergent timeliness these services run on. Ever more reason to make them barrier - Meeting - marked, dedicated and wider. Add speed limits to prevent being Last but not least, -add more information on driver license exams "share Protected bicycle lanes are proposed where feasible to avoid vehicles Online nline Comment O 1/17/2026 to understand how to share the road w cyclists. Add the road " safety course/certification so all people sharing the road ( parking in bicycle lanes. drivers, cyclists, delivery service people, pedestrians) understand their shared duty and rights and act accordingly. Lack of that foundational understanding makes our street ever more precarious than need be. -Add bylaws that make drivers hold more accountability for pedestrian and cvdistsaccidents. 20260120 Meeting - Bicycle and pedestrian infrastructure must be made a priority. By 2040 half of the people moving around brickell will biking or Online Comment 1/17/2026 walking or using transit. This shift in modality requires investments to be made. Approve the plan and support its implementation. Comment noted. Property values will thank you. A bicycle bridge is ambitious. Additionally, Miami -Dade County is One big gap here ..... walkin or biking from arts of ed ewaler gives g g p g g you only two options 27th.....cen we make a currently constructing bicycle lanes along NW 2nd Avenue from NW walking bridge -bike bridge over the train tracks somewhere around 23 or 17th Street to N W 36th Street. Additionally, a shared use path is Meeting - streets? This could connect wynwood to places east by foot and bike. Right now 20[h is a bit unsafe and out of the way and 27th is places tit n proposed along Biscayne Boulevard from NE 6th Street to NE 87th Online o Online Comment 1/17/2026 a bit far. Crossing biscayne and 2nd avenue are already becoming increasingly unsafe and then this creates a very unfriendly bike Street. The Miami a is also proposed from 36th Street to and pedestrian area. Can we think about this pathway and making it safer and more pedestrian friendly? A pod -bike bridge would i the Miami River. Miami -Dade County has also proposed east -was[ Miamwalki-Dade po bicycle lanes along NE Street. shared use path also areas.] be great to connect the neighborhoods. as more Musing goes vertically up in these proposed along NE 22nd Street, a bicycle boulevard along NE 27th Street, and bicycle lanes along NE 29th Street. Pedestrian Priority Zones will be provided along Miami River to the 20260120 Meeting - We need wider sidewalks and protected bilmanes in Little Havana, especially along SW 7 & 8 Streets. Help us safely get around north, SW 8" Street to the south, SW 21d Avenue to the east, and SW Online Comment 1/17/2026 the neighborhood pleasel 221d Avenue to the west in Little Havana. This improvement provides appropriate sidewalk widths for pedestrians. 20260120 Meeting - 1/18/2026 why are we allowing cars to park in bike lanes all over the city? In the Design district parents park in the bike lane every day to pick Protected bicycle lanes are proposed where feasible to avoid vehicles Online Comment up their teenage kids from the Dash school 1 H We need to educate South Florida... what does share the road really mean! parking in bicycle lanes. Bike master plan benefits a small group of people and Mrs the majority. Almost all bikers don't respect traffic lights, stop signs, 20260120 Meeting - somethe ride in large groups at small velocity at peak hours blocking the road for cars and create traffic which increases pollution, Online Comment 1/18/2026 most of the bikers ride for exercise and not for transportation, when they are in groups they arrive at local coffee shops and Comment noted. restaurants and basically invade the places leaving regular people with no space to seat and they also consume less than a regular diners, they also represent a high risk to drivers, they insult people when they feel threatened. Protected bicycle lanes are proposed where feasible to avoid vehicles Mobility is really about freedom. The freedom to get to where you need to go - safely, reliably and timely. We need bike lanes that parking in bicycle lanes. work with our transit system routes so folks can easily connect. We need bike paths that keep people safely separated from cars. 20260120 Meeting - 1/19/2026 We need public awareness campaigns and police enforcement that focus on changing behavior: whether it's crazy, distracted The plan proposes bicycle parking spaces at high -ridership transit Online Comment drivers.or inconsiderate drivers using bike lanes like a temporary parking spot. slops (>150 daily boardings/alightings) This will not happen overnight, and there's not one silver bullet, but a master plan that looks at these factors will go a long way to addressing the needs of Miamians and move Miami forwardl Additionally, the plan proposes bicycle boulevards on lower speed, lower volume roadways. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response commuted to school, and late,, to work by bicycle for mare than years in Los Angeles, Brooklyn, an Tampa. were extremely safe. It took me only 3 weeks and 30 bicycle commutes to learn that 20260120 Meeting - commuting by bicycle is wildly dangerous in Miami. Despite following all the rules, wearing a reflective vest and helmet, and having The proposed bicycle facilities are intended to improve bicycle Online Comment 1/19/2026 proper facilities. lighting and reflectors, I was nearly hit by a car once and was brushed and knocked over by another, both of whom sped away. sold my singe pnmary con'. ere ion or any modern bicycle master plan in this day and age s ou e e e en o tonne a the plan provides for riders seeking low -stress routes that provide the greatest amount of safety - namely, protected bike lanes (PBLs) and bikeways that are separated and protected from automobiles, and likewise separated from pedestrians- and thus distinct from "multiple use paths" or MUPs that group both pedestrians and bicycle traffic together. While I know that the engineering standards enforced by Miami-Dade's Department of Transportation and Public Works (DTPW ) can be limiting in this respect, protected bike lanes and intersections are the gold standard for safety and the minimum level we 20260120 Meeting - should be aiming for if we expect any bicycle facilities to be used by the average person who may consider riding as a mode of protected bicycle lanes are proposed where feasible to avoid vehicles Online Comment 1/20/2026 transportation if they feel it is safe enough. As such, achieving this level of safety in a parking in bicycle lanes. connected bike network is not just important, it is essential to achieve enough mode shift to consider any bicycle or bicycle- adjacent made of transportation viable enough to help alleviate Miami's traffic woes. With this in mind, I recommend a minimum of two goals that the updated master plan should achieve: 1. The plan should provide a transparent graphical representation of all low stress bicycle routes, and these low -stress bicycle mutes should make up no less than 80 % of all new routes in the plan. This 80 value should not be inclusive of neighborhood streets with traffic calming, a.k.a. bicycle boulevards, unless those streets have at least one modal filter (a street closure with a pass -through for bicycles and pedestrians) at one end. 2. The plan should be revised Protected bicycle lanes are proposed where feasible to avoid vehicles Current driving behavior in Miami does not consistently provide a safe or comfortable environment for people biking. Without physically protected bike lanes many potential riders choose not to bike due to safety concerns, resulting in under use of bicycle parking in bicycle lanes. infrastructure. To fully realize the goals of the master plan and meaningfully increase ridership the number of protected bike lane segments must Additionally, the plan proposes bicycle boulevards on lower speed, Meeting - 1/20/2026 extend well beyond the proposed 27 protected segments. The plan should lower volume roadways. The City of Miami also has a traffic calming Online Online OComment also provide this data in mileage rather than segments to provide a more intuitive picture of the proposed updates. Additionally bike plan to install traffic calming devices on these roadways. Boulevard's are only effective If they are designed properly, and the master plan does not provide enough details to display that The plan provides details regarding pavement markings and signage. they will be designed properly (I.e., no depiction of speed bumps, traffic circles, chicanes, or signage to slow vehicles). They are Additional details for each improvement will be determined during the effectively useless without proper design - this needs to be displayed explicitly in the plan. design phase. My items of importance in my opinion: if we could (1) finish up the current lanes and enforcing the areas that are done with recent MOTs should not close bike lanes unless necessary for pavement or Meeting - 1/20/2026 developments by adding the finishing dividers )ex: ne 1 at ave south of 5th street) (2) it seems we don't have anymore funds to fund underground utility work. To help ensure proper maintenance, a policy Online Comment Online any expansion. With that in mind, what ways are we ensuring the funding and maintenance of these lanes will comlinue? should be considered that requires MOTs to avoid bicycle lane closures whenever Bible. There are existing bicycle facilities along MacArthur Causeway and Venetian Causeway between Miami and Miami Beach. Has there been any coordination with the city of Miami Beach or other jurisdictions on this effort? Some of the most popular places 20260120 Meeting - 1/20/2026 to bike (for tourists and locals alike) are from the city of Miami to the beach (i.e., bill baggs, Virginia key, south beach, mid beach, There are bicycle lane improvements proposed along Rickenbacker Online Comment etc.). The master plan does not reflect coordination with the city of Miami Beach (or other jurisdictions) to support safe and Causeway between Miami and Key Biscayne. connected bicycle infrastructure between jurisdictions. Additionally, the plan proposes improvements to connect NE 10 Street and Venetian Causeway. 20260120 Meeting - The city should create a list of prioritized projects to form a linked network. For example, the link from the Underline terminus to The bicycle master plan includes a prioritization ranking for all Online Comment 1/20/2026 downtown, and key east, west, north, south corridors to allow cyclists to move broadly across the County along a protected proposed improvements. A top 10 improvements list is currently being corridor. developed. Bicycle boulevards are proposed along NW/SW 23`° Avenue, NW/SW 33`° Avenue, and NW/SW 36r Avenue. 20260120 Meeting - Please consider the following proposed bike route locations : 1) from South Bayshom Drive ( Dinner key Marina) to NW 36 street Online Comment 1/20/2026 via 27 avenue 2) From Sw 8 street to NW 36 street via 42 Avenue 3) From South Bayshom Drive to NW 20 street via 17 th Protected bicycle lanes are proposed along NW/SW 19°i Avenue. avenue 4) from SW 8 street to NW 36 street via 12 th Avenue 5) From Flagler street to NW 36 street via North Miami Avenue No improvements are proposed along other roadways identified in comment due to right-of-way limitations. As a resident and frequent cyclist, I am urging the board to prioritize safer bike infrastructure and seamless connections to our Bicycle lane connectivity to the Underline is currently provided via SW Metro Rail and Metro Bus stations. While South Florida's flat terrain and climate make it ideal for cycling, it remains one of the 27' Avenue. Additional connectivity is proposed to be provided via SW 20260120 Meeting - most dangerous regions in the country for pedestrians and cyclists. The expansion of The Underline is a massive achievement, but it can not exist as an island. Currently, the streets intersecting and leading to The Underline are often treacherous, forcing riders to 37,' Avenue. Note the Underline is a county project and follows county Online Comment 1/20/2026 navigate high-speed traffic without protected lanes. We need a dedicated network of last -mile bike trails that connect our main standards. transit hubs to the surrounding street grid. If we want to encourage more people to use The Underline and public transit, we must ensure they can reach these facilkies without fearing for their lives. Please prioritize protected intersections and connected bike Bicycle parking facilkies are proposed at the main transit hubs to lanes in our upcoming infrastmcture budget. connect bike users to the surrounding street networks. I support prioritizing the Commodore Trail in the Bicycle Master Plan. The Commodore Trail is one of the county most used trail 20260120 Meeting - 1/20/2026 and is not only used recreationally but is also a vital transportation corridor for non -vehicular modes of transportation. It's been Comment noted. Online Comment neglected for years and has never been property designated as a trail. It's time to do the right thing for our community and make the Commodore Trail the crown'ewel of Miami's trails. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response 726IC2..m.m...jmg Bike boulevards are proposed throughout several school zones throughout the city. - 1/20/2026 I would like to understand how you intend to incorporate school zones, pedestrian safety measures for the last mile, and basic infrastructure for cyclists along the routes. All improvements will feature signage and pavement markings. Protected bicycle lanes will also feature physical barriers to separate facilities from vehicle travel lanes. Specific treatment for protected bicycle lanes will be determined as Fixing the cracked bike lanes to SoBe and KB and also gel rid of the armadillos. part of the design phase for each facility. Armadillos are super dangerous. Miami -Dade County currently uses reboundable delineators and zipper - Educate the public what Share the Road means. like separators for protected bicycle lanes Survey123 1/20/2026 Crack down on parking in bike lanes, Valet Parking (DownTown) etc in bike lanes, ind cops and delivery vehicles, Uber etc. DASH School parents park in the bike lane in the Design District every day! Those kids are old enough to walk one block to be Protected bicycle lanes are proposed adjacent to on -street parking to picked up. Electric bikes and scooters should not be in bike lane. Those are competing with the bikes. avoid vehicles parking within bicycle lanes Florida Statutes identify e-scooters and other fortes of micromobility as bikes (FS 316.20655). Current driving behavior in Miami does not consistently provide a safe or comfortable environment for people biking. Without physically protected bike lanes, many potential riders choose not to bike due to safety concems, resulting in underum of bicycle infrastructure. To fully realize the goals of the master plan and meaningfully increase ridership, the number of protected bike lane segments must extend well beyond the proposed 27 protected segments. (I would like to provide a milage amount for this but do not have time to determine - it would be great to provide milage of protected bike lanes as a KPI for this master plan) Protected bicycle lanes are proposed where feasible to avoid vehicles parking in bicycle lanes. Surveyl23 1/20/2026 Additionally, bike boulevards are only effective if they are designed properly and the Master Plan does not provide enough details to display that they will be designed properly (i.e., no depiction of speed bumps, traffic circles, chicanes, and signage to slow The bicycle master plan provides bike boulevards on lower volume and vehicles). They are effectively useless without proper design - this needs to be displayed in the plan.The City should expand driver lower speed roadways. education and public awareness efforts focused on safely sharing the road with people biking, supported by clearer and more censistent bicycle -related signage. Current conditions indicate that many drivers do not actively look for bicyclists or yield when legally required. Bicycle policy should prioritize stronger enforcement of existing right-of-way and safety laws, alongside sustained education campaigns, to shift driver behavior and improve safety for people biking. Survey123 1/20/2026 More bike lanes to make bike riding safer in MiamiMore bike lanes to make bike riding safer in Miami Comment noted. Connectivityl Prioritize the implementation of Bicycle mobility lanes on collector roads, particularly near schools and other The bicycle master plan includes a prioritization ranking for all Surveyl23 1/20/2026 neighborhood destinations. Coordinate with County Master Plan.Connectivity! Develop a continuous network of bicycle and micromobility lanes to allow for a proposed improvements. A top 10 improvements list is currently being safe and convenient transportation alternative developed. would like the city to priontize bicycle projects a make day-to-daytravel sae and practical, not just recreational. I rely on my bike because traffic is unworkable, and for many trips it is the fastest and most realistic option. A major priority should be truly separated, usable bike connections across both the Julia Tuttle Causeway and the MacArthur Causeway. The Julia Tuttle in particular is extremely unsafe for cyclists today. Improving these links would be transformative, connecting the mainland to Miami Beach in a way that is currently intimidating or inaccessible for most riders. The plan focuses on city -maintained roadways within the City of Miami. Surveyl23 1/21/2026 Miami should be a cycling city, but right now it is too dangerous for most people to treat biking as real transportation. Protected, The city can coordinate with FDOT regarding bicycle facility continuous infrastmcure is essential if the city wants cycling to be a practical alternative and a meaningful part of addressing improvements along Julia Tuttle Causeway and MacArthur Causeway. congestion, not just a recreational activity] would like to see a serious expansion of safe bicycle infrastructure across the city, especially separated bike lanes. Areas like Wynwood, Edgewater, Midtown, and along Biscayne Boulevard are extremely dangerous for cyclists today. There is very little dedicated infrastructure, despite heavy bike use. I commute by bike because traffic is unmanageable. Biking is often the fastest and most practical way to get around and to run Survey123 1/21/2026 Miami needs more one-way streets and much less two-way streets.Change two-way streets to one-way streets. The plan focuses on maintaining existing roadway laneage. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response More prmmetl lanes. Details about hex cyclists will be protactetl at intersections. Too often, I see cars pull way me far fawn l at stop signs antl and lights and that can cause problems for i adesMans and cyclists. Drivers tlo not look to the right ban making right turns to make sure it is clear so I think mare visible protectetl lanes and markings can make these safer I understand that this is for the city of Miami and not the greater Miami dent,county area, but I'd like the nelwerk to earned wxsessel and south. Especially Survey123 1/21/2026 antl the Deddand station far metro rail so that people can mae easily bike there and go to the cily.Mare pnaitizetim of people bang able to get arountl safely. Vou did a survey where 3/4 of respontlents said they wanted prIXecta] bike lanes. Thee is an already a desire, fa them and mare people wi11 use them if Florida Statutes Identify e-so oters and other fonds of mlcromoblllly as built. bikes (FS 316.20655). Also, in the meeting, I heard a Int of people Complaining about a bikm m sidewalks. I went to make sure that the city dens not go the way of Key Biscayne anal by to ban abikes. W ithaut an abim, my mobility —.Id be severely disembsed. As an -ike ad.,, I am not a menace antl I am a canmute just like anybetly else. I am regularly passetl by avd mad cyclists. Speatl limit enforcement that I've baartl always am, ndiedeus because peaple on regular bikes can go faster than those spends. Build safe, protected, separatetl bike lanes antl the a bikm wi11 have a place to safely rid,. Survey123 1/22/2026 Stay away from sharrows and "share the road" signage on roads with higher speed limits. Prioritize implementation of bike lanes so "this The bicycle master plan provides bike boulevards on lower volume and public doesn't become discouraged with is just another unimplemented plan" notion. lower speed roadways. Need a safe place for scooters and a -bikes that wont conflict with bicycles and pedestrians. Policy for scooter and a -bike Survey123 1/22/2026 infrastructure that is separated from bicycle infrastructure either through striping, or physical separations like bollards or armadillos. Florida Statutes identify e-scooters and other fors of micmmobli ty as bikes (FS 316.20655). Policy requiring people on scooters and a -bikes to hold a driver's license. We need a way to ride our bikes without endangering our lives. Please please create a culture where we can be healthy reduce Protected bicycle lanes are proposed where feasible to avoid vehicles Survey123 1/30/2026 traffic save the earth and all that for free. Only making it a priority will help. Patchwork bike paths arent helpful since if I have to risk parking in bicycle lanes. The goal of the plan is to implement bicycle my fife on some of the ride I'll drive my car. facilities and improvements while avoiding modifications to the roadway laneage. Survy 123 1/30/2026 0 Comment noted. Survey123 1/30/2026 0 Comment noted. Prioritize completing a protected network, a couple of full protected, or at least mostly protected but always separated lanes going The bicycle master plan includes a prioritization ranking for all Survey123 1/30/2026 east to west, and north to south. Leveraging more CITT funds towards this more permanent infrastructure, not prioritizing parking proposed improvements. A top 10 improvements list is currently being against protecting lives. Collaborations with small businesses and schools to implement more bicycle and scooter parking. developed. Survey,123 1/31/2026 0 Comment rated. Survey123 1/31/2026 Stop the large group of bikers taking over roads. They are not comuters they are working out and making people late for work and Comment noted. school. See above Survey123 2/1/2026 More bike lanes with better markings More bike lanes with better markings Comment noted. Same as above: Protected bicycle lanes are provided where right-of-way is available Survey123 2/1/2026 1 want safe (protected), comfortable (shading), and direct paths from places people gather for work/play/daily life to all within say a (typically 70-foot right-of-ways). 2 to 3 mile radius. Better enforcement to keep the infrastructure safe and easy to use and a focus on prioritizing biking for everyday life and for all ages'invifing' (safe, comfortable, and convenient) over speed of car traffic. Bicycle boulevards are provided on low -volume, low -speed roadways. Survey123 2/1/2026 There should be a convenient method of reporting potholes and they should be filled promptly after they are reported.Bicylists Potholes should be reported to 311 to be filled promptly after being should be allowed to treat traffic signals like stop signs and stop signs like yield signs. reported. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response NACTO seems to think sharrows w/speed bumps is enough. No. They need modal fitters: Close one end of a street, but allow pedsrbikes through. Keeps cut -through traffic out (similar to median refuge islands). Dutch ADT for such a street is 1500. Protected bicycle lanes are proposed where feasible to avoid vehicles 2. IF IT'S BUFFERED, IT CAN BE PROTECTED WITH ZICLAS parking in bicycle lanes. The goal of the plan is to implement bicycle facilities and improvements while avoiding modifications to the Survey123 2/5/2026 The minimal buffer zone on the Venetian with Zicla Zebras proves that you can put a physical barrier - even if minimal - on almost roadway Ianeage. any striped lane. Perfect"? No. Protected? Yes. Additionally, note that typical on -street parking is not proposed to be 3. A PROPER COMMUNITY CHARRETTE TO MARK THE MAP WHERE WE WANT BETTER FACILITIES. THIS FORM AND removed. ITS 1000 CHARACTER LIMIT IS NOT ENOUGH. Our community has many comments, such as NW 5th Avenue: It is marked just for "Bicycle Lanes," but has two lanes in each Protected bicycle lanes are provided where right-of-way is available (typically 70-foot right-of-ways). Bicycle lane connectivity to the Underline is currently provided via SW 27' Avenue. Additional connectivity is proposed to be provided via SW No more markings on a car lane, we need fully funded bicycle lanes, traffic calming and protected areas separate from cars. 37" Avenue, SW 19" Avenue, SW 16" Avenue, SW 25" Road, and Survey123 2I7Y2026 Prioritize bicycles and pedestrians, especially to primary corridors like the Undelrine and between little Havana though Shenandoah. The car traffic and street designs are awful for kids and families who want to bike SW 21' Road. Additional bicycle boulevard connectivity is proposed to be provided along various local roadways intersections with the Underline. Additionally, note the Underline is a county project and follows county standards. Protected and connected a lanes should a the standard on me s t at aran rest ant a. er a painte icyc a ones do not offer protection and separation that most people would be comfortable riding on. Install "Toronto" barriers and use car parking protection when available. Protected bicycle lanes are proposed where feasible to avoid vehicles Survey123 2/7/2026 parking in bicycle lanes. Note that bicycle facilities are proposed to be When installing bicycle lanes next to parked cars, the bicycle lanes should be curb side so that the cars offer protection and curb -side as shown in project documentation. separation by default AND materials should be added to the buffer lane to prevent cars from parking in the bike lane. re u ffltlgdA ec or unsepara e e ones. y pro ec on, I mean a physicol Darner or at leastone with a ouor. People in miami drive very dangerously and I am not comfortable biking in a bike lane than doesn't have a physical protection between the cars and bikes and certainly not in shared lanes. Also, I like biking with my child in a towed carrier which makes the Protected bicycle lanes are proposed where feasible to avoid vehicles bike a bit wider (like a tricycle), so a slightly wider lane is more accessible to all. Building infrastructure that's friendly to adult trikes parking in bicycle lanes. Survey123 2/9/2026 in width helps with accessibility for those who cannot use two -wheel bikes but still want to use a healthy, environmentally -friendly mode of transportation. Finally, biking in miami exposes you to a lot of sun, so as much as possible, incorporating more shade Florida Statutes identify e-scooters and other forms of micromobility as trees or shaded areas (such as underline) will increase usage and safely.No electric scooters or bikes for anyone under 18 and bikes (FS 316.20655). making it illegal to ride them without a helmet. I am a nurse and it is terrifying seeing children ride the equivalent of a motorcycle Protected bicycle lanes are proposed where feasible to avoid vehicles Bike lanes should be protected. Existing lanes should be connected into a network. There should also be educational campaigns to parking in bicycle lanes. Survey123 2/9/2026 ensure that cyclists and scooters follow the rules of the road in order to reduce backlash and ensure that all citizens feel comfortable on all modes of transit. More resources should be directed to cycling and scooter infrastructure. Florida Statutes identify e-scooters and other forms of micromobility as bikes (FS 316.20655). Survey123 2/9/2026 0 Survey123 2/10/2026 0 A bicycle facility along this roadway segment is currently planned by Miami -Dade County. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response 7..—,12 Protected bicycle lanes are proposed where feasible to avoid vehicles Somehow prevent cars and construction from ingressing on existing bike Ianes.Somehow prevent cars and construction from parking in bicycle lanes. 2/11/2026 ingressing on existing bike lanes. Additionally, they are provided where right-of-way is available (typically 70-foot right-of-ways). Increased investment in protected bike lanes, not just painted ones. ` Priority for connecting Little Havana, Allapattah, and Flagami with Downtown. ` Improved lighting on existing routes for nighttime safety. The City of Miami Bike Master Plan was organized based on providing ` Ongoing pavement maintenance and pothole repair. the highest and best bicycle treatments given a specific right-of-way. S—y123 2/11/2026 Priority is given to treatments that provide connectivity to transit and `True integration with public transportation (stops, racks, connected routes).' Policies that guarantee safe infrastructure in all existing bicycle facilities. Please note that Miami 21 requires significant neighborhoods, not just tourist areas. • Clear rules for coexistence between care, cyclists, and scooters. bicycle parking in new developments to encourage alternative modes of transportation. ` Incentives for community -based road safety education programs. ` Urban design requirements that include bike lanes in new developments. Survey123 2/11/2026 0 Keep it simple. All of these options might seem like more choices for the user, but in reality it will add to confusion of managing the roads. The same reason that all STOP signs have the same shape and color, because we all need to instantly understand what it The City of Miami Bike Master Plan was organized based on providing means. Standardizing bike lanes will help. And please stop adding the Sharrows to the roads. It doesn't change anyone's driving the highest and best bicycle treatments given a specific right-of-way. Su"y123 2/12/2026 habits, and the implication is that if there is no bike painted on the road, the cyclists shouldn't be using it. That is not the —.The to treatments Priority is given to treatments that provide connectivity to transit and city of Miami needs to work with all of the other municipalities and the county to agree on how to accommodate alternate existing bicycle transportation to cars. The traffic problem is horrendous and we can't build enough roads for all of the vehicles. Without a better mass transit and bikes to help with the last mile, it is only going to get worse. Survey123 2/122026 0 The City of Miami Bike Master Plan was organized based on providing More dedicated bike lanes with physical protection from traffic. Vehicle traffic is a nightmare in this city. We should be the highest and best bicycle treatments given a specific right-of-way. Survey123 2/15/2026 encouraging use of bikes and scooters through the creation of protected lanes in order to reduce single occupant vehicle Priority is given to treatments that provide connectivity to transit and traffic.Depriorltize vehicular transportation and elevate the priority of bicycle and scooter transportation since they are much more existing bicycle facilities. Please note that Miami 21 requires significant effective (and CLEANER) modes of transportation. bicycle parking in new developments to encourage alternative modes f transportation. Clamshell style bicycle parking facilities are provided at several Make it possible to get in and through downtown without becoming a target downtown locations. Please refer to the bicycle master plan Survey123 2/182026 Shekered bike storage facilities —I usually just have to lock up on a street signPriontize people over cars. improvements map: https://maps.kimley- Make more routes for kids to bike to school. School pick up generates huge traffic jams. horn.com/portal/appstwebappviewer/index.html?id=9877e4e2441f445 6baf59954b2c3687c Survey123 2/18/2026 Finish the Miami River Greenway / RivenwalkFinish the Miami River Greenway / Riverwalk Noted. This improvement is included as part of the bicycle master plan. I would like to see more expansions outwards from Miami, reaching more places such as Aventura or Hialeah, particularly with Hialeah as I've always found it a bit irritating how little bike protection there is to get there while relying on a biked would like to see more restrictions on E-bikes. In my time biking, I've noticed a massive increase in E-bikes and E-scooters alike, my problem is that The mentioned locations are outside of the bounds of the City of Su—y123 2/19/2026 there are certain E-bikes that can move at speeds ranging from 25-30 MPH, while normal to low end E-bikes move at speeds ute tes ute Miami. Additionally, Florida Status identify e-scooters and other from 9-12 MPH. The problem here is that these two speed differences are being forced to bike in the same lane, which often forms of micro ly as bikes 316.20655). leads to overtakes, which is dangerous to both other bikers and the person on the E-bike themself, forcing them into lanes with cars. I would like to see some form of limitation (or a ban even) for these high -end E-bikes that can travel 25-30 MPH; one solution that comes to mind would be to outright just put a speed limit in bike lines. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response According to the Florida Bicycle Association in 2025 there were over 1,000 crashes involving bicycles that resulted in 15 fatalities https://dloridabicycle.org/statistics. I could not find similar statistics for scooters, but in 2025 there were a few news stories about scooter crash fatalities. To date there has been very little done for safety of Floridians who ride bicycles and electric scooters in Miami -Dade. The roads belong to cars and there are almost no barriers on the roads protecting bikes and scooters: no flexible plastic posts, no concrete curbs or planters, and no specialized rubber barriers like "armadillos" or "zebm" devices. Given how people drive in Miami, one must be crazy to ride a bike or scooter In the thin, unprotected bike lane, such as the one on Biscayne Boulevard. (And since those few existing bike lanes are often deserted, a few daredevils that use them tend to disregard traffic direction of those lanes, creating even more danger for Thank Thank you for your input. The Miami loop will be included in the bicycle Survey123 2/23/2026 themselves.) People that ride bicycles and scooters need safe trails in our parks to ride them. Greynolos Park is a log, beautiful park, but it needs its tmils to be worked on and improved. I live in Aventura and for us i1 is the closest great place to ride our bicycles safely (almost plan. safety). But this park needs more work on marking trails for walking and bicycles. It's a big park with lots of small roads and trails. But there are no park maps anywhere to be found. Trails lack lane markings or "one way' sgns. There should be signs, even small and inexpensive ones, that show where to get on the trail and how to follow that trail. And if those signs reflect light or glow in the dark - that would be great. Also, all those roads and trails in this park should have lane markings dividing them into two lanes and indicating the direction of two-way traffic. This is important for safety) Speaking of bike trails that badly need lane markings, please take a look at the Don Soffer Exercise Tmil. Continuity with already established bike lanes (for example along SW 22nd Ave, the bike lane stops at the intersection with US-1, where It could continue going South). Same thing with SW 27th Ave going north after US-1, the dedicated bike lane just stops. This is a very busy intersection, where cyclists are in jeopardy with vehicular traffic going very fast. We also need better bike Comment noted. Bike improvements are proposed in several of the infrastructure on S Bayshore Drive and along Grand Ave and Main Highway. At the minimum, there should be dedicated bike areas in question. Please refer to the bicycle master plan Survey123 2/24/2026 lanes on each of these heavily used streets. Finally, better connectivity with transit and mult-modal centers, such as with Douglas improvements map: https://maps.kimley- Road and Coconut Grove Metroreil stations. Sharrows should not be considered bike infrastrcture. Drivers ignore this signage and horn.com/portal/appshvebappviewer/index.html?id=9877e4e244lf445 it does not offer any protections or visibility for cyclists. Additionally, there should be stricter enforcement of vehicles blocking 6baf59954b2c3687c designated, green bike lanes. On many occasions, cyclists have to merge into vehicular traffic lanes due to an automobile or truck parked in the bike lane, obstructing their path. The City of Miami Bike Master Plan was organized based on providing I never saw it, but..... I ride a bike every day in miami. The bid problem is bike lanes with cars parked in them. All bike lanes should the highest and best bicycle treatments given a specific right-of-way. be protected so that they damage cars that park in them. Also construction sites to just close down lanes. Look a Miami Ave by On -street parking is not proposed to be removed and replaced with Survey123 2/25/2026 the jail. Also 2 areas on Biscayne between 12th and 20[h on the west side.) never saw it, but..... I ride a bike every day in miami. bicycle lanes. In cases where on -street parking is removed, protected The bid problem is bike lanes with cars parked in them. All bike lanes should be protected so that they damage cars that park in bicycle lanes are proposed. them. Also construction sites to just close down lanes. Look a Miami Ave by the jail. Also 2 areas on Biscayne between 12th and 20th on the west side. The City of Miami is coordinating with Miami -Dade County to better maintain bicycle lanes during construction. South Bayshore Drive/South Miami Avenue must have green -painted buffered bike lanes or mobility lanes (allowing for all small - wheeled mobility devices) on both sides of the roadway. You cannot put bikes or these small -wheeled mobility devices on a The Commodore Trail is proposed on S Bayshore Delve and the Survill 2/25/2026 shared -use path where pedestrians, runners, baby carriages, dogs, small children will be put at risk of an encounter with one of design of the trail is currently underway. Note that dedicated bicycle these devices which can travel at fast speeds.Call bike lanes "mobility lanes" and finally allow micro -mobility devices an actual lanes are proposed along S Miami Avenue. Additionally, the Underline legal place to occupy. Just like you would not want to put pedestrians on the roadway, you cannot put pedestrians on any is another parallel route that could be utilized. pavement that is also occupied by a bike or device that can negatively interact with an unpredictable mnner, walker, dog, or child. I urge the City to prioritize low -stress, protected bike facilities over paint -only lanes. Network expansion should focus on corridors that meaningfully improve safety for all ages and abilities, especially those connecting to Metrorail, BRT, schools, and major job centers. Transit -adjacent routes should be Tier 1 priorities. High -crash, overbuilt corridors should be candidates for road diets and protected lanes, not defamed due to political pressure. Equity must guide sequencing, with early investments in neighborhoods like Little Havana, Allapattah, Liberty City, and Overtowni just Downtown and waterfront areas. The City should accelerate quick - build implementation using temporary materials to deliver near -term safety improvements while pursuing permanent upgrades. The City of Miami Bike Master Plan was organized based on providing Survey123 2/25/2026 Intersection safety treatments should be prioritized alongside corridor projects.The City should adopt a policy that prioritizes the highest and best bicycle treatments ni specific right-of-way. protected bike facilities over paint only lanes on streets over 30 mph and require written justification when separation is not given provided. Bicycle access to all Metmmil and BRT stations should be designated Tier 1 in capital planning. The City should formalize a quick build program with annual targets, streamline permitting for protected lanes, and integrate bike safety into resurfacing and repaving schedules. A no net loss policy should prevent removal of bike infrastructure without public process. Intersection safety standards such as daylighting, tightened radii, and protected signal phases should be codified. Clear performance metrics including mode share, crash reduction, and network completion should guide funding decisions. OnlineMapResponses_ 1/16/2026 Reduce two lanes to one. (The existing 2 simply encourage speeding with no actual benefit to throughput). Additional lane can be Miami -Dade County is currently studying a lane repurposing along this Point aced for fuming, bicycles, peels, etc.) roadway segment. OnlirreMapResponses_ 1/16/2026 Have a scrample (in which peds can cross all intersections at once). This is a major ped thoroughfare and bottleneck for all is This will be coordinated with Miami -Dade County. Point waiting for multiple crossing lights to navigate the public square. . OnlineMapResponses_ Point 1/17/2026 0 Bike parking will be added in this area. OnlineMapResponses_ Reaching Brickell Avenue from the Underline is high -risk. Southbound cars on S Miami Avenue cannot see cyclists, especially at FDOT recently added a dedicated buffered bike lane in the Point 1/20/2026 night, and vice versa. southbound direction. There is a shared -use path in the northbound direction. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Source Date Created Comment KH Response The opening to the highway is too wide and dangerous for bike riders because wide openings and wide car lanes make drivers feel more comfortable to go fast on the ramp rather than look for pedestrians and cyclists. I use the eadington heights station because This location is outside of the city boundaries. We are proposing it is the closest to me living in northwestern allapattah but fear if im not careful, i can be injured severly. I would like for the lane parallel bike lanes to the west at NW 23' Avenue and at NW 25' ineMapResponses_ 2/3/2026 opening of the highway to be reduced to 8 feel (and the lane prior to getting on to be reduced to 8 feel aswell) because less wide Avenue and a bike boulevard at NW 18'" Avenue as they are city- Point Poi lanes would make cars o slower and thus have a less like) hood of me getting injured I have a 9/10 chance of surviving a 9 Y 9 9 1 ( 9 maintained roads. Note that NW 22ntl Avenue is county road. The right - collision of 20mph versus 5/10 chance surviving a 30 mph collision and a 1/10 chance of surviving a 40mph collision. I know of -way appears constrained for bicycle improvements. This can be majority of my neighbors that use the metro use this station, and many of them are older with worse eyesight. A bike lane of 8 to coordinated with Miami -Dade County. 12 feel on this avenue connecting eadington heights station to 36 street also would be ideal A modal filter or outright automotive traffic closure should be installed at Gifford and Oak to keep school auto traffic from Matilda OnlinsMapResponses_ 2/5/2026 Street off the street. Absolutely necessary if a modal fitter/closure is also added at Matilda as also commented on this map. All The directive given by the City of Miami administration was to not close Point Matilda Street NB traffic should be directed directly onto Oak to McDonald, which is not part of the calmed neighborhood network roadways to vehicular traffic. of streets in this area. mo a ter s ou be added to t e sout an o at a reef aswa y a street c osure wi a icyc a pass-t mug semi ar to the median refuge design from NACTO) should be installed here to direct all dropoff/pickup school traffic (plus Ziggurat traffic) to OnliceMapResponses_ McDonald or Virginia. Any protected bike lane added to Matilda Street requires this to create the necessary offset bicycle The directive given by the City of Miami administration was to not close Point 2/5/2026 connection (the modal fiker would also facilitate bi-directional access by trash and recycling vehicles in addition to EMS, ff roadways to vehicular traffic. designed correctly). Also, do NOT consider any ideas to reverse the one way flow of Matilda Street southbound; this would create a HUGE backup down Matilda Street, which is currently the preferential neighborhood bicycle boulevard by families riding to This is not directly bicycle related, but it is traffic calming that should be done and could greatly benefit bike/ped: Close William Ave Midblock crosswalk design would be sorted out as part of the design OnlineMapResponses_ 2/5/2026at 37th Avenue and put a big mid -block crosswalk here to replace the existing offset school crossing. It'd be direct into the school, phase. The directive provided by the City of Miami administration was Point would not require people to traverse a really terribly undersized sidewalk, and it'd be much more visible to drivers than the current not to close roadways. configuration (which crossing guard Ms. Lucy will tell you does not work well enough). Onlins,MapResponses_ 2/5/2026 Greatly in favor of the separated/protected bike lanes recommended here - including bi-directional here so as to connect to The Bike lanes can be accommodated within the right-of-way. Point Underline and the Grove via Day or Oak. Much needed and glad to see it here. the existing street closure here and update it into a modal fiker (a street closure allowing for bicycle access in/out). The The closed sections will open at SW 27'" Avenue for bicycles. These OnlTake MapResponses_ 2/5/2026 youths and parents who ride into Coconut Grove Elementary School on bicycles use Lincoln Ave because of the street closures, improvements will be included in the bike master plan along Lincoln Point Point y req ry p y gel onto the sidewalk and fight the foliage. Needs a dedicated a for bikes! but this one usual) requires everyone to haphazardly g g gap Avenue as well as bike boulevard extensions on Washington Street and Kirk Street. The closed sections will open at SW 27' Avenue for bicycles. These OnlineMapResponses_ 2/5/2026Another street closure that should be turned into a bicycle/pedestrian only modal fiker with a raised crosswalk on Aviation. improvements will be included in the bike master plan along Lincoln Point Remember, this is part of the safe route to Coconut Grove Elementary and is used extensively by parents and families. Avenue as well as bike boulevard extensions on Washington Street and Kirk Street. OnlineMapResponses_ Thank you for your input. This is an operational issue that will be Point 2/9/2026 There should be bumpouts and crosswalks across SW 12th Ave, expecially at 13th Stand 14th St near the playground. coordinated with the City of Miami. A bike boulevard is proposed along SW 13' Street on the north side. The Underline provides the connectivity to portions west and east of I- Onli%MapResponses_ 2/9/2026 A bridge over 1-95 would allow bike and pedestrian access to Brickell avoiding the heavily trafficked corridors of 8th St and 13th St. 95 as bike lanes are proposed on SW 21" Road which ties traffic into Point the Underline. Protected bike lanes are also proposed along SW 25 Road. We will work with the city to update the website. Note that the deadline Onlina,MapResponses_ 2/9/2026 Is there a project website or slorymap that can make clear where we are in the process? Where are the "planner for comments is February 25 2026 and the project is expected to go Point recommendations'coming from? The previous master plan? , to city commission on the March 12", 2026. OnlineMapResponses_ 2/10/2026 NE 2nd needs bike lane crossing at 36th street. On Federal Highway we are proposing protected bike lanes. Point OnlineMapRespomes_ 2/10/2026 Add Public Restrooms to metromover and metrorail stations. Thank you for your input. This will need to be coordinated with the Point Miami -Dade County as it is not a focus of the bike master plan. OnlineMapResporses_ 2/10/2026 Add public restrooms to Metromover stations. Thank you for your input. This will need to be coordinated with the Point Miami -Dade County as it is not a focus of the bike master plan. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response nlineklapResponses_ lOnfireMapResponses— 2/10/2026 Replace the Public Restrooms on flagler. Thank you for your input. This will need to be coordinated with the oint Miami -Dade County as lf is not a focus of the bike master plan. oint 2/10/2026 dangerous fast corner here. Bicycle lanes are proposed as part of the bike master plan. OnlineMapResponses_ 2/10/2026 Citibike Station at all Metromover/Metromil stations. Additional bike stations are up to the jurisdiction of Miami -Dade Point County. This will be coordinated with the County. Onli-MapResponses_ 2/10/2026 Citibike Station needed Additional bike stations are up to the jurisdiction of Miami -Dade Point County. This will be coordinated with the County. OnlineMapResponses_ 2/10/2026 Citibike Station needed at all Metromover Stations ee Additional bike stations are up to the jurisdiction of Miami -Dade Point County. This will be coordinated with the County. The City of Miami Bike Master Plan was organized based on providing the highest and best bicycle treatments given a specific right-of-way. OnlineMapResponses_ 211WO26 79th street causeway needs a protected bike lane ESPECIALLY westbound through Pelican Harbor (ideally throughout like the Please refer to the bicycle master plan improvements map: Point venetian). If this felt safer we would bike to the beach so much more. https://maps.kimley- horn.com/portal/appshvebappviewer/index.html?id=9877e4e244l f445 6baf59954b2c3687c Bicycle parking is proposed in several locations in Wynwood. Please OnliceMapResponses_ refer to the bicycle master plan improvements map: Point 2/20/2026 Need significant amount of new bike parking in Wynwood https://maps.kimley- horn.com/portal/appshvebappviewer/index.html?id=9877e4e2441 f445 6baf59954b2c3687c Bicycle parking is proposed in several locations throughout the City of OnliceMapResponses_ Miami. Please refer to the bicycle master plan improvements map: Point 2/20/2026 more bike parking around businesses Int: ://maps.kimley- horn.com/portal/appshvebappviewer/index.html?id=9877e4e2441 f445 6baf59954b2c3687c OnlineMapResponses_ 2/20/2026 0 The plan will be updated to propose bicycle parking on SE 2"d Street. Point OnlineMapResponses_ 2/20/2026 0 The Ian will be updated to propose P P p pose bicycle parking on SE 2ntl Street. Point OnlineMapResponses_ this is a reasonable sharrow area, but needs good wayfinding from undedine/vizcaya station and additional treatments on the Signage is proposed as part of the bike boulevard. Details regarding Point 2/20/2026 larger intersections intersection signage and marking will be prepared as the project advances to the design phase. OnlineMapResponses_ Treatments for bicycle/pedestrian crossing are included in this report. Point 2/20/2026 blinking lights that alerts drivers that someone is about to cross The final design will be prepared as the project advances to the design phase. OnlineMapResponses_ Treatments for bicycle/pedestrian crossing are included in this report. Point 2/20/2026 midblock crossing to continue as pedestrian or cyclists through east -west low conflict streets The final design will be prepared as the project advances to the design phase. OnlineMapResponses_ 2/20/2026 there's a bike lane here, it is in bad condition, cars constantly drive over it even tho it is not a congested section... it is buffered, so Protected bike lanes need to have a minimum width of 8 feet. Point some armadillos or something to keep them off would be great Therefore, the lane will remain as a buffered bike lane. OnlineMapResponses_ Point 2/25/2026 Dutch style intersection would by ideal as many people for the park, the school, and the church. Crosswalks and narrower lanes at minimum. Comment rated. OnlineMapResponses_ Point 2/25/2026 A public restroom facility is needed for the plethora of visltors and residents that reside by 8th street. Comment noted. OnlineMapResponses_ 2/25/2026 Remove slip lane. It is to dangerous cross for both pedestrians and cyclists. Comment noted. This is up to the jurisdiction of FDOT as this been Point reviewed previously. The City of Miami will coordinate with FDOT. OnlineMapResponses_ Point 2/25/2026 A Dutch We intersection would make this complicated intersection much safer to cross. Comment noted. OnlimmapResponses_ 2/25/2026 A bike rack for commonly visited plaza. throughout Ideally multiple ones 8th street. Bicycle parking is proposed on 8t' Street near Cuban Memorial PointBoulevard Park. OnlineMapResponses_ 2/25/2026 Bike parking would be useful to those go church like myself. e supys Bicycle parking is proposed adjacent to SW 13�" Street and SW 12"' Point Avenue. Onlins apResporses_ Comment noted. The plan proposed crossing locations near this area. Point 2/25/2026 Difficult street to cross. It is nearly impossible to cross as a pedestrian and cyclist. The crossing plans and location will be determined as part of the design phase of the project. The direction received by the City of Miami administration was to not OnlineMapResponses_ 1/16/2026 2 lanes should be reduced to one. This would accommodate a bike lane (and turning lanes). Existing 2 lanes encourage short-term remove travel lanes for bicycle lanes. SW 221d Avenue provides Line Peed 9 9 9 9 PP tY� speeding between the single -lane sections of this same road! Existing status quo is a hazard, and a missed opportunity. dedicated bike lanes in the area. Bike boulevards are alsoproposed on SW 23`d Avenue. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment JIM KH Response OnlineMapResponses_ 1/20/2026 0 Bike lanes are proposed given the right-of-way constraints. Bike lanes Line are proposed on N Miami Avenue as well. OnlineMapResponses_ 1/20/2026 0 Bike lanes are proposed given the right-of-way constraints. Bike lanes Line are proposed on N Miami Avenue as well. The proposed Miami Avenue bridge shared -use path and northbound OnlimMapRespomes_ 1/21/2026 Alongside the other suggested buffered protected lanes, it'd complete the a and facilitate safe - g gg P P gap Y protected bike lanes tie into NE 1 °" Avenue. Additionally, connectivity is Line provided on NE 5r", 6"', 8r", 10', and 11' Street. OnlineMapRespomes_ 1/22/2026 The 6th Street shared use path will extend to the Miami River. The Miami River greenway is proposed as part of the bike master plan. Line OnlineMapResponses_ The dght-of-way is limited and bike boulevards are provided on 26' Line 1/22/2026 0 street. Typically bicycle lanes are provided where 70-foot right-of-ways are available. The wide highway opening and slim sidewalk is so dangerous for me as a bike rider. This corridor is important and is near a beauty Due to right-of-way limitations, a dedicated bike lane cannot be OnlimMapResponses_ 2/3/2026 of our city, the madin , stadium. A protected bike lane is needed badly and should replace one car lane of 11 feet. The more space implemented along NW 17r" Avenue. Typically bicycle lanes are Line for bikes to go back and forth on both sides will alleviate traffic since more people would bike. Also using trees between bike lanes and car lanes would a beautiful natural barrier, promoting not only biking but also needed shade in our bright sunny city. Provided where 70-foot right-of-ways are available. Replace one full car lane on a both sides to a car width equivalent bike lane. This avenue has three wide car lanes on both sides The direction received by City of Miami administration was to not OnlineklapRespomes_ with very tiny sidewalks; having these new bike lanes would make it more easier to move between allapattah and little havana, remove travel lanes for bicycle lanes. SW 221d Avenue provides Line 2/3/2026 where I have alot of family. The bridge is the most crucial part because the side walk is very narrow and the car part is too dedicated bike lanes in the area. There is also a bike boulevard dangerous to bike. The lanes will also empower the local businesses on the avenue with new traffic. protecting these lanes with trees in between them and the car lanes are essential. this would also make more shade to this sunny, pedestrian hostile avenue. Proposed on SW 23'Avenue. Replace one full car lane on a both sides to a car width equivalent bike lane. This avenue has two wide car lanes on both sides with very tiny sidewalks; having these new bike lanes would make it more easier to move between allapattah and little havana, OnlineMapRespomas_ 2/3Y2026 where I have alot of family. The bridge is the most crucial part because the side walk is very narrow and the car part is too The directive given by the City of Miami administration was to not close Line dangerous to bike. The lanes will also empower the local businesses on the avenue with new foot traffic. protecting these lanes roadways to vehicular traffic. with trees in between them and the car lanes are essential. this would also bring more shade to this sunny, pedestdan hostile avenue. Replace one full car lane to a car width equivalent bike lane. This avenue has two wide car lanes on both sides with very tiny OnlimMapRespomes_ sidewalks; having these new bike lanes would make it more easier to move between allapattah and little havens, where I have alot The directive given by the City of Miami administration was to not close Line 2/5/2026 of family. The bridge is the most crucial part because the side walk is very narrow and the car part is too dangerous to bike. The roadways to vehicular traffic. lanes will also empower the local businesses on the avenue with new foot traffic. protecting these lanes with trees in between them and the car lanes are essential. this would also bring more shade to this sunny, pedestrian hostile avenue. Replace one full car lane on a both sides to a car width equivalent bike lane. This avenue has two wide car lanes on both sides with very tiny sidewalks; having these new bike lanes would make it more easier to move between allapattah and little havana, OnlimMapRespomes_ 2/512026 where I have alot of family. The bridge is the most crucial part because the side walk is very narrow and the car part is too The directive given by the City of Miami administration was to not close Line dangerous to bike. The lanes will also empower the local businesses on the avenue with new foot traffic. protecting these lanes roadways to vehicular traffic. with trees in between them and the car lanes are essential. this would also bring more shade to this sunny, pedestrian hostile avenue. I'm baffled that this stretch is marked as "difficult" to facilitate bicycle lanes in even with a lane removal. That's ridiculous. If a lane is dropped in either direction (the AADT here is absolutely low enough to accommodate it), then parking can be moved over into OnlineMapResponses_ the area previously occupied by the travel lane, and you have an entire lane (10', IIRC) that can be fumed into a protected bike The c comment The comment has been clarified to slate that this is a part of the has beeno state Line 2/5/2026 lane with a buffer on each side of the road. The fact that this is even "difficult" is outrageous. Also, this location links not one, not ood Strape Plan and lanes can be implemented. two, but THREE MDCPS schools together with mufti -family housing. The potential demand for this corridor should NOT be questioned by virtue of limited public commentary for this area, or current ridership; the land use and zoning in this area should CLEARLY indicate that protected bike lanes along this corridor could greatly benefit this community. Per coordination with the City of Miami, a travel lane should not be OnlimMapRespomes_ Do what the UM BikeSafe program has demonstrated: Reduce the street to one travel lane, shirt the parking to the west, and use removed on this roadway segment as it is used to accommodate Line 2/5/2026 the old parking area as a bi-directional bike lane to link the neighborhood with the Grove Business Improvement District. school drop-off/pick-up queues. Therefore, a bicycle boulevard is proposed along this roadway segment to avoid reducing vehicular roadway capacity. McDonald as a bicycle boulevard is absolutely unacceptable. None of the families that ride as part of the Coconut Grove Per coordination with the City of Miami, a travel lane should not be OnlimMapResponses_ Elementary School bike bus would EVER use it (many fear just crossing it). Almost everyone on a bicycle uses Matilda Street removed on this roadway segment as it is used to accommodate Line 2/5/2026 instead, and this is further reinforced if one watches the CURRENT use of Matilda Street by non-youth/school micromobility and school drop-off/pick-up queues. Therefore, a bicycle boulevard is bicycle users who frequent it, even risking contraffow riding southbound through the one-way block because ifs STILL safer than proposed along this roadway segment to avoid reducing vehicular the car sewer that is McDonald. McDonald as a "bicycle boulevard" is TOTALLY UNACCEPTABLE. roadway capacity. Me a nee is a neig r s goto Dicycle noulewm area y. s use yfamily ri ere w o n e in to con Grove Elementary, and it sees more bicycle and micromobility traffic into the BID/Center Grove than any other north -south Per coordination with the City of Miami, a travel lane should not be connection. The fact that McDonald has been chosen over Matilda boggles the mind, as Matilda is already well calmed by virtue of removed on this roadway segment as it is used to accommodate OnlimklapResponses_ 2/5/2026 street width and perfectly suited for a bicycle boulevard. Add the modal filter at the south end and ifll be absolutely PERFECT. school drop-off/pick-up queues. Therefore, a bicycle boulevard is Line Whars more, it'll connect directly to the Bird Ave bike lanes, facilitating the remaining connection to McDonald (and thus The Proposed along this roadway segment to avoid reducing vehicular Underline). Yes, it's not as direct as McDonald, but I think you'll find the great majority of the 80%, people asking for protected roadway capacity. bike lanes in your survey would also much prefer Underline > Bird > Matilda > Center Grove than the killbox that is McDonald to Grand OnlineklapResponses_ 215Y2026 County/City property - perfect opportunity to do something about the 1970's parking around the perimeter and add some A connection of a bike boulevard could be implemented to tie into the Line protected/sepamted bicycle lanes here. neighboring bike facilities. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response Don't settle for 11' lanes and a substandard width MUP - listen to the Commodore Trail and what the Florida GmenBook allows OnlineMapRespomes_ 2/5/2026 engineers to do and commit to those 10' lanes so as to provide enough room for the Commodore Trail as everyone really wants to Miami -Dade County is in the process of preparing this design and will Line see it - the vision shared by the Friends of the Commodore Trail, which separates bike + pedestrian traffic wherever possible, make the final determination as they maintain the facility. rather than grouped in an MUP. The center median is to remain. Historic designation of the segments Onli%MapRespomes_ 2/5/2026 These door -zone bike lanes need to be replaced with proper parking protected lanes. Take some ROW from the ample center along S Miami Avenue from 15r" Road 26r" Road prevents Line median if need be. Please. Thank you. modifications to the center median. It still boggles my mind that despite having a protected bike lane network in Downtown Miami, we seem incapable of connecting it OnlineMapResponses_ TO OUR MAIN TRANSIT CENTER, but we can put a few next -to -useless on -street parking spaces on ft. Get rid of them and put a This type of improvement would require the removal of travel lanes, Line 2/5/2026 separated bike lane down the entirety of NW 1st to connect with the existing Downtown Mobility Network, and then connect it to which is against City of Miami direction. Protected bike lanes are NE 1st so there's a protected route right into the Stephen P. Clark Center. This is a non-negotiable connection if Miami is to claim provided on adjacent streets of NE 1 s' Street and N Miami Avenue. that it supports safe cycling in any way, shape, or form. NW 1 sl in this location is an undereppreciated gem of a street with low AADT, lots of local bicycle riders, and unprotected bike OnlineMapResponses_ lanes that already exist on a very wide street (with excess on -street parking on the east side). It would be super easy to retain the Protected bike lanes will be implemented on NW 1s' Place. There are Line 2/5/2026 west side parking and reconfigure the east side with a bi-directional cycletrack. No lane removals necessary; just shift the existing auto lanes a bit west using the space created where the old painted bike lanes were. So much nicer than the N. Miami Avenue existing dedicated bike lanes on NW 1" Avenue. bike lanes even if it's not as direct! Replace one full car lane with a car lane width bike lane. This amount of space is needed for ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive to work, home, or third A separated bike lane exists along this segment. A protected bike lane Onli-MapResponses_ 2/8/2026 place conveniently. These lanes will make the street safer for residents living off of tt; Residents will be more likely to use the side can be coordinated with FDOT. A shared -use path will be implemented Line walks since cars will not be racing past them while they are on the tiny side walks. These lanes also empower local businesses SW 6'" Street around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car on lanes using trees are essential not only for safety but also ridership, shade, and flooding mitigation. Replace one full car lane with a car lane width bike lane. This amount of space is needed for ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive to work, home, or third A separated bike lane exists along this segment. A protected bike lane OnlinsMapResponses_ 2/8/2026 place conveniently. These lanes will make the street safer for residents living off of it; Residents will be more likely to use the side can be coordinated with FDOT. A shared -use path will be implemented Line walks since cars will not be racing past them while they are on the tiny side walks. These lanes also empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car on SW 6�" Street lanes using trees are essential not only for safely but also ridership, shade, and flooding mitigation. Re—pFa—monefullcarlanswithacar new t e ane on o si as o t e street. is amount or space is needed or ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive LinlineMapResponses_ to work, home, or third place conveniently. These lanes will make the street safer for residents Irving off of it; Residents will be A protected bike lane can be coordinated with FDOT. There is an Line 2/8/2026 more likely to use the side walks since cars will not be racing past them while they are on the tiny side walks. These lanes also bike facility along NW 4t' Street. empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. adjacent Protecting these lanes from the car lanes using trees are essential not only for safely but also ridership, shade, and flooding There is insufficient right-of-way for this improvement. Bike boulevards are proposed on SW 11r" Street and SW 10" Street to get cyclists to OnlineMapResponses_ Line 2/9/2026 There should be some sort of bike lane along13th St connecting Brickell to the existin bike lanes already in the Roads 9 9 Y� the Underline. Note that there are bike lanes proposed p posed on SW 21" Street and protected bike lanes on SW 25" Street, allowing cyclists to be able to use the Underline to connect to the roads in Brickell. Onlin MapResponses_ 2/9/2026 0 This is a county -maintained road. Currently, a shared -use path is Line proposed and final determination will be made by Miami -Dade County. OnlineMapResponses_ There is a currently bike lane provided. As an alternative to get to Line 2/9/2026 The bike lanes on teh Macarthur Causeway need to be buffered to prevent cars from entering. Miami Beach, there are protected bike lanes on the Venetian Causeway adjacent to MacArthur Causeway. OnlimMapRespomes_ 2/9/2026 The existing bikelines on the Julia Tuttle must be buffered to protect against cars entering the lanes. A wide shoulder is provided, and it is preferred that bicyclists use the Line protected bike lane on the Venetian Causeway. OnlineMapResponses_ The 17th Ave bridge perforated roadway is difficult for bike wheels, and the walkways are too narrow for cyclists or scooters. The Improvements to the bridge surfaces can be discussed with Miami - Line 2/9/2026 whole section from NW 7th Ave to North River Drive is extremely difficult to navigate as a cyclist or pedestrian and needs a Dade County. redesign to increase safety while crossing the bridge and passing the highway onramps. There is a proposed shared -use path along S Miami Avenue. The Onlin MapRespomes_ 2/9/2026 A new bridge connecting the Underline multi -use path over the river to downtown would allow a connection for cyclists and route would be the Miami River Greenway, to SW 5'" Street and using Line pedestrians without taking up space on heavy-duty, existing car bridges. m the shared -use path over N Miami Avenue via SW 6 Street. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Date Created Comment KH Response A shared -use path is proposed parallel to NE 2nd Avenue from NE 42"d Avenue up to NE 54' Avenue and we are proposing bike lanes on NE OnlimMapRespomes_ 2/10/2026 Please protect bike lanes on NE 2nd, and complete to downtown. 1"Avenue up to NE 71s' Street. We are also proposing a two-way Line cycle tmck on Federal Highway from NE 36'h Street to NE SO Street. The county is working on providing bike lanes from NE 17" Street to NE 36'h Street. A shared -use path is proposed parallel to NE 21d Avenue from NE 42' Avenue up to NE 54" Avenue and we are proposing bike lanes on NE OnlineMapResponses_ 2/10/2026 Path along the brightline tracks. 1' Avenue up to NE 71°' Street. We are also proposing a two-way Line cycle track on Federal Highway from NE 36' Street to NE SO Street. The county is working on providing bike lanes from NE 17' Street to NE 36' Street. OnlineMapResponses_ 2/10/2026 Complete the Baywalk under the 1-395 Bridge There is a project underway that includes a deck running beneath I - Line 395. Lane widths in this area range between 10 feet to 11 feet. The width The car travel lanes on Brickell Ave are much wider than is necessary, leading to crazy speeding and late -night drag racing. This could be reduced but will only gain anywhere between 1 to 2 feet in OnlineMapRespomes_ 2/13/2026 could easily be remedied by narrowing through lanes on all or part of Brickell Ave and using the freed up space to create a bike each direction. Medians would have to be reduced by approximately 3 feet, encroaching into the specimen trees. Dedicated bike lanes are Line lane. There are many cyclists on this stretch of road and there are frequent sidewalk conflicts between bikes/scootem and provided along S Miami Avenue and additional bike facilities are pedestrians because it is unsafe and scary to ride in the road. proposed on Brickell Bay Drive. Additionally, the existing Underline provides connectivity for bicycle riders in this area. The City of Miami Bike Master Plan was organized basedon prove mg the highest and best bicycle treatments given a specific right-of-way. OnlimMapRespomes_ 2/18/2026 the 79th st causeway needs a protected bike lane, especially westbound. With this, we would bike to the beach much more often. Please refer to the bicycle master plan improvements map: Line https://maps.kimley- horn.com/portal/appshvebappviewer/index.html?id=9877e4e244l f445 6baf59954b2c3687c The roadway north of NW 22nd Street is not wide enough to accommodate protected bike lanes. As a result, the bike lanes will be OnlineMapResponses_ 2/20/2026 0 relocated adjacent to the curb, and on -street parking will be shifted Line closer to the travel lanes. Similarly, along NW 1'' Avenue, the bike lanes will be moved next to the curb, with on -street parking placed adjacent to the travel lanes. OnlineMapResponses_ 2/20/2026 t to have al lt a PAINTED bike lane street gets tighter in this segment and protected bike lane ends abruptly, it would be great least The City of Miami Bike Master Plan was organized based on providing Line the highest and best bicycle treatments given a specifc right-of-way. A shared -use path is proposed on S Miami Avenue. Please refer to the OnlineMapRespomes_ 2/20/2026 Protected bike path (could be a protected lane or a painted shared use path) from downtown bike network to the underline (this is bicycle master plan improvements map: hftps://maps.kimley- Line the souhbound one) horn.com/portal/appstwebappviewer/index.html?id=9877e4e244lf445 6baf59954b2c3687c OnlineMapResponses_ 2/20/2026 connecting the northbound from the underline to downtown bike network (along to someone else's recommendation) An existing bike lane is located along Miami Avenue, connecting the Line Underline to the downtown bike network. The right-of-way is limited and other parallel facilities are proposed. OnlimMapRespomes_ Please refer to the bicycle master plan improvements map: Line 2/22/2026 0 https://maps.kimley- horn.com/portal/appshvebappviewer/index.html?id=9877e4e244l f445 6baf59954b2c3687c ep ace one full car lam with a car lane width e Ian on of ai es o t e street. is amount o space is nee a or ri ersip and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive LinlineMapResponses_ to work, home, or third place conveniently. These lanes will make the street safer for residents living off of it; Residents will be The directive received by the City of Miami administration was to avoid Line 2/22/2026 more likely to use the side walks since cars will not be racing past them while they are on the tiny side walks. These lanes also removing travel lanes to accommodate bicycle lanes. empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safety but also ridership, shade, and flooding m'i ti n. ep ace one full car lam with a car lane wi i e ane on o si as o t e street. is amount or space is needed or ri ers ip and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive OnlineMapResponses_ to work, home, or third place conveniently. These lanes will make the street safer for residents Irving off of it; Residents will be The directive given by the City of Miami administration was to not Line 2/22/2026 more likely to use the side walks since care will not be racing past them while they are on the tiny side walks. These lanes also remove travel lanes to accommodate bicycle lanes. empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safety but also ridership, shade, and flooding 2026 City of Miami Bicycle Master Plan Public Comments and Responses Source Date Created Comment KH Response ep ace one full car lane with a car are wi t i e ane on of si as o t e street. is amount of space is needed or ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive LinslvapResponses_ to work, home, or third place conveniently. These lanes will make the street safer for residents Irving off of it; Residents will be The directive given by the City of Miami administration was to not Linee 2/22/2026 more likely to use the side walks since care will not be racing past them while they are on the tiny side walks. These lanes also remove travel lanes to accommodate bicycle lanes. empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safety but also ridership, shade, and flooding Replace one full car lane with a car lane width bike lane. This amount of space is needed for ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive to work, home, or third Onli-MapResponses_ 2/22/2026 place conveniently. These lanes will make the street safer for residents living off of it; Residents will be more likely to use the side The directive given by the City of Miami administration was to not Line walks since cars will not be racing past them while they are on the tiny side walks. These lanes also empower local businesses remove travel lanes to accommodate bicycle lanes. around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safely but also ridership, shade, and flooding mitigation. ep ace orefull car lam with a car new a ane on o si es o t e street. is amount or space is needed or ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive LinlineMapRespomes_ to work, home, or third place conveniently. These lanes will make the street safer for residents Irving off of it; Residents will be The directive given by the City of Miami administration was to not Line 2/2212026 more likely to use the side walks since cars will not be racing past them while they are on the tiny side walks. These lanes also remove travel lanes to accommodate bicycle lanes. empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safety but also ridership, shade, and flooding Rep,ace one full car lam with a car lane width e laneon of sides o the street. is amount o space is needed or ri ersip and biking cottfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive LinlineMapResponses_ to work, home, or third place conveniently. These lanes will make the street safer for residents Irving off of it; Residents will be The directive given by the City of Miami administration was to not Line 2/22/2026 more likely to use the side walks since cars will not be racing past them while they are on the tiny side walks. These lanes also remove travel lanes to accommodate bicycle lanes. empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safety but also ridership, shade, and flooding miti t n. ep ace one full car lam with a car lane wit i e ane on o si as o t e street. is amount or space is needed or ri ers ip and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive OnlimMapResponses_ to work, home, or third place conveniently. These lanes will make the street safer for residents Irving off of it; Residents will be The directive given by the City of Miami administration was to not Line 2/22/2026 more likely to use the side walks since cars will not be racing past them while they are on the tiny side walks. These lanes also remove travel lanes to accommodate bicycle lanes. empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safety but also ridership, shade, and flooding Replace one full car lane with a car lane width bike lane. This amount of space is needed for ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive to work, home, or third OnlimMapRespomes_ 2/22/2026 place conveniently. These lanes will make the street safer for residents living off of it; Residents will be more likely to use the side The directive given by the City of Miami administration was to not Line walks since cars will not be racing past them while they are on the tiny side walks. These lanes also empower local businesses remove travel lanes to accommodate bicycle lanes. around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safely but also ridership, shade, and flooding mitigation. ep ace ore full car lam with a car new a ane on o si es o t e street. is amount or space is needed or ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive LinlineMapResporses_ to work, home, or third place conveniently. These lanes will make the street safer for residents Irving off of it; Residents will be The directive given by the City of Miami administration was to not Line 2/23/2026 more likely to use the side walks since cars will not be racing past them while they are on the tiny side walks. These lanes also remove travel lanes to accommodate bicycle lanes. empower local businesses around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safely but also ridership, shade, and flooding Replace one full car lane with a car lane width bike lane. This amount of space is needed for ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive to work, home, or third Onli-MapResponses_ 2/23/2026 place conveniently. These lanes will make the street safer for residents living off of it; Residents will be more likely to use the side The directive given by the City of Miami administration was to not Line walks since cars will not be racing past them while they are on the tiny side walks. These lanes also empower local businesses remove travel lanes to accommodate bicycle lanes. around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safely but also ridership, shade, and flooding mitigation. Replace one full car lane with a car lane width bike lane. This amount of space is needed for ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive to work, home, or third OnlineMapResporses_ 2/23/2026place conveniently. These lanes will make the street safer for residents living off of it; Residents will be more likely to use the side The directive given by the City of Miami administration was to not Line walks since cars will not be racing past them while they are on the tiny side walks. These lanes also empower local businesses remove travel lanes to accommodate bicycle lanes. around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safety but also ridership, shade, and flooding mitigation. Replace one full car lane with a car lane width bike lane. This amount of space is needed for ridership and biking comfortability, promoting cyclists to use the lane eastward or westward with ample space to pass each other and arrive to work, home, or third OnlineMapResponses_ 2/23/2026 place conveniently. These lanes will make the street safer for residents living off of it; Residents will be more likely to use the side The directive given by the City of Miami administration was to not Line walks since cars will not be racing past them while they are on the tiny side walks. These lanes also empower local businesses remove travel lanes to accommodate bicycle lanes. around the corridor with new foot traffic, a phenomenon statistically proven through road diets. Protecting these lanes from the car lanes using trees are essential not only for safely but also ridership, shade, and flooding mitigation. OnlimMapResponses_ 2/24/2026 this complies with the master vision plan for NRD2 Comment noted. However, the right-of-way is limited. A bike lane will Line not be proposed along this segment. Onli%MapResponses_ 2/24/2026 0 Comment noted. However, the right-of-way is limited. A bike lane will Line not be proposed along this segment. Onli%MapResponses_ 2/24/2026 0 Comment noted. However, the right-of-way is limited. A bike lane will Line not be proposed along this segment. OnlineMapResponses_ The right-of-way is limited and the directive given by the City of Miami Line 2/26/2026 2 way protected bike lane is needed due to vehicle speeds being to fast. 12st is way to dangerous administration was to not remove travel lanes to accommodate bicycle lanes. 2026 City of Miami Bicycle Master Plan Public Comments and Responses Source Date Created Comment an KH Response OnlineMapResponses_ Two-way protected bike lanes are not proposed due to right-of-way Line 2/25/2026 2 way protected bicycle lane that connects Vizcaya station to 12 st and Coral way constraints. However, protected bike lanes are proposed along SW 25" Street, providing connectivity to the Underline. OnlimMapRespomes_ The right-of-way is limited and the directive given by the City of Miami Line 2/25/2026 2 way protected and buffered bike lane for a frequently traveled area for commuters. administration was to not remove travel lanes to accommodate bicycle lanes. OnlimMapRespomes_ 2/25/2026 To connect the bikes stem east of 195, a 2 way Y y protected bike system would be the most effective way [o do so here. An ewsting one-way protected bicycle lane is located along SW 26r" Line Road. The right-of-way is limited and other parallel facilities are proposed. Onli-MapRespomes_ Protected 2 way bike lane would make traveling on long this road actually viable. Currently it way to dangerous for me and my Please refer to the bicycle master plan improvements map: Line 2/25/2026 family to use. hftps://maps.kimley- horn.com/portal/apps/webappviewer/index.html?id=9877e4e244l f445 6baf59954b2c3687c LinlineMapResponses_ 2/25/2026 A protected bike lane either in 13th of 12th streets would make traveling west from Little Havana would make traveling so much The plan proposes bicycle boulevards on low -speed, low -volume roadways. Along thiscorridor, a parallel shared -use path is proposed Line easier. A east west corridor is severely lacking. Street with an approximate width of 6 feet. on SW 6 anpp The South Bayshore/South Miami Avenue corridor is the most widely used cycling/recreational corridor in all of Miami -Dade County along with the Rickenbacker Causeway. If is incumbent to protect cyclists from the distracted drivers who also use this OnlimMapRespomes_ 2/25/2026 corridor. There are schools, hospitals, and other destinations on this cenidor which should make it a priority for protection. While Comment noted. The county is currently in process of designing the Line the right of way may be narrow a choice has to be made: safety for humans or removal/replacement of a trees to make room for Commodore Trail improvements, separation of bike and micro -mobility devices. This is the "signature" corridor where your decision will be either a testament to vour Driorltv of safetv. or.reckless i for the . City of Miami Bicycle Master Plan Miami -Dade County Department of Transportation and Public Works Comments and Responses 2026 2026 City of Miami Bicycle Master Plan Department of Transportation and Public Works (DTPW) Comments and Responses Page KH Response 3 Page numbers were added for the Appendix. The comment reflects an editorial or reporting preference that differs from the guidance we received from the City. No additional changes were made as the comment does not affect the substance of the report. 5 The Policy of implementing the highest and best quality bicycle facility without removing travel lanes for bicycle facilities. The comment reflects an editorial or reporting preference that differs from the guidance we received from the City. No changes were made as the comment does not affect the substance of the report. 5 7 The plan has been updated to include the Miami Loop. 9 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. Funding at this point is not clear. Therefore, the reference to funding was removed. 10 10 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 11 If the title of the project did not include the year, it was not included in the title. 11 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 12 If the title of the project did not include the year, it was not included in the title. 12 BLOS E: refer to the prior sentence with the description. 12 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 13 Proposed text changes are editorial preference. No changes were made as the comment does not affect the substance of the report. 13 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 14 If the title of the project did not include the year, it was not included in the title. This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. If the title of the project did not include the year, it was not included in the title. 14 15 15 Proposed text change is an editorial preference. No changes were made as the comment does not affect the substance of the report. 16 Text updated. This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 16 2026 City of Miami Bicycle Master Plan Department of Transportation and Public Works (DTPW) Comments and Responses Page KH Response It 1 17 If the title of the project did not include the year, it was not included in the title. 17 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 17 Proposed text change is an editorial preference. No changes were made as the comment does not affect the substance of the report. 17 A note has been added that the DTPW and/or City of Miami will need to assess the feasibility of repurposing right-of-way to add a protected bicycle lane. 18 If the title of the project did not include the year, it was not included in the title. This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. If the title of the project did not include the year, it was not included in the title. 18 19 19 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 20 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 21 The pilot study was citywide. This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 21 22 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 23 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. 29 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. Text updated to include age/skill of rider. 31 31 Text updated to lowercase "A". 31 This document is intended to function as an interactive PDF. The figures are provided in high resolution to allow for zooming. Please zoom in to view them in detail. Combination of designs as shown in the provided graphics. 32 33 Speeds of over 25 mph and volumes over 3,000 vehicles per day were added. (Change Text order: Bicycle Lanes first and Buffered Bicycle Lanes second. 33 Proposed text change is an editorial preference. No changes were made as the comment does not affect the substance of the report. 33 "comfortability and" removed. 2026 City of Miami Bicycle Master Plan Department of Transportation and Public Works (DTPW) Comments and Responses Page KH Response 41 Proposed text changes are editorial preference. No changes were made as the comment does not affect the substance of the report. 43 Proposed modifications are editorial preference. No changes were made as the comment does not affect the substance of the report. 70 The City has no bicycle boulevards in -place, only sharrows. The first goal of this master plan is to complete a grid network of bicycle treatments. A second tier effort would be to review the existing facilities and determine if they are the most appropriate. The focus of this study was providing connectivity within the City of Miami. Therefore, no modifications were made to the maps. 71 72 The focus of this study was providing connectivity within the City of Miami. Therefore, no modifications were made to the maps. 72 A bicycle boulevard was added to SW 34th Avenue/SW 34th Court to provide connectivity to the proposed treatments on SW 36th Avenue. 72 A bicycle boulevard was added to Oak Avenue. 72 Noted. 73 NW 3rd Street is the east/west proposed corridor with bicycle treatments north of W Flagler Street. 73 SW 32"d Avenue continues on SW 33rd Avenue adjacent to the Auburndale Elementary school. 73 There are right-of-way constraints along SW 17t Street. 73 There are right-of-way constraints along SW 19t Street. 73 SW 29 th Avenue ends, as does the proposed bicycle boulevard. 73 Refer to facilities proposed on SW 23rStreet, SW 26t Street, SW 22" Avenue, SW 19t Avenue, and existing facility on SW 32"d Avenue. 74 SW 4t Street to the Miami River Greenway is the path under 1-95. Please refer to the interactive map as it has the details on existing, proposed, and funded bicycle improvements: https://maps.kimley- horn.com/portal/apps/webappviewer/index.htmI?id=9877e4e2441f4456baf59954b2c3687c 74 75 Bicycle Boulevards were added to NW 56 IhAvenue between W Flagler Street and NW 5 thStreet. 75 Bicycle Boulevards were added to NW 53r Avenue between W Flagler Street and NW 7 thStreet. 75 The focus of this study was providing connectivity within the City of Miami. Therefore, no modifications were made to the maps. 76 Connection was added at NW 45 th Avenue. 76 The highest and best quality bicycle facility given the right-of-way width was provided. 76 An additional bicycle boulevard was added SW 34 thAvenue, south of W Flagler Street. 76 Provides connectivity to SW 42" Avenue. Will remain. 78 North/south connectivity is provided further west at NW 18t Avenue. 78 To provide connectivity in Edgewater. 2026 City of Miami Bicycle Master Plan Department of Transportation and Public Works (DTPW) Comments and Responses Page KH Response 78 Please refer to the interactive online map. 78 Comment related to trail not clear. A shared use path is provided on NE 17 Ih Street. 78 78 NE 17t Street proposed improvement modified for limits of NE 1 st Avenue to NE 2nAvenue and existing bicycle lanes between N Miami Avenue and NE 1st Avenue. 78 NE 15t Street bicycle lanes were updated to reflect existing facilities. Connections were added to the Underdeck/Heritage Trail. 78 80 The connection is provided to gather cyclists east of NW 10t Avenue. City of Miami Bicycle Master Plan Miami Transit Alliance Comments and Responses 2026 Criteria for Selection 1. Beyond district -by -district allocation. At least one project per district ensures citywide reach, while the remaining five projects should be selected based on network need and merit. The Top 10 City Roadway Improvements list has been updated to ensure that each district has one (1) improvement included in the list. Additionally, the final report has been updated to identify the district(s) each proposed improvement falls in. 2. Safety -first. Bicycle boulevards or"sharrows" are not acceptable bicycling infrastructure and create unsafe conditions for both bicyclists and motorists. Sharrows require robust traffic calming to be acceptable alternatives to dedicated bike infrastructure. Given the propensityfor speeding, and the severityof bike and pedestrian crashes around Miami, sharrows should not be among the top 10 prioritized within this scope. The Top 10 City Roadway Improvements list has been updated to exclude bicycle boulevard improvements. Note that a bicycle boulevard is proposed for one block of the Miami River Greenway, as this segment is constrained and no additional bicycle facility can be accommodated here. 3. Centering community context & equity. The projects that would most benefit communities are those where cycling and pedestrian activity is in high demand, whether due to need or preference. Project selection should prioritize neighborhoods with: a. lower median incomes; b. higher prevalence of zero -vehicle households; c. verifiable traffic safety disparities such as higher rates of traffic crashes; and d. high rates of cycling and pedestrian activity. The Top 10 City Roadway Improvements list has been updated to prioritize such neighborhoods. 4. Network connectivity. Direct connectivity to existing, dedicated bicycle infrastructure and trails, closing gaps and strengthening existing cycling network. Note that the improvements listed in the Top 10 City Roadway Improvements list provide connectivity to the existing bicycle facilities network. 5. Multimodal access. Integration with connections to high -ridership transit stops, such as Metrorail and Metrobus hubs, to facilitate first- and last -mile travel, as well as connections to community assets such as schools, parks, businesses, and trails. These projects should include appropriate bike parking amenities. The Top 10 City Roadway Improvements list has been updated to identify adjacent amenities and facilities served byeach improvement. 6. Implementability. Focus on City -owned streets to avoid jurisdictional impediments to speed project delivery. The Top 10 City Roadway Improvements list only includes improvements along City - maintained roadways. F.61ity Biscayne Boulevard To NE 6"' Street From NE 87' Street Bicycle Facility Type Shared -Use Path Full City Bicycle Facility JlRoadway State Maintained Prioriti,ation Scores District(s) 2,5 N.tcs provide min 8R, preferred 10ff; About 15R sidewalk in many areas of corridor; Very wide sidewalk on either side of Biscayne Blvd that can be converted to a shared -use path with lane markings and buffer from roadwa Priorith,ation Total 96 SW 1" Street SW 24°i Avenue SW South River Drive Bicycle Lanes State Maintained 3 FOOT to determine. Three -lane one-way road, on -street parking on both sides of the roatlway; Many pavement markings show no parking along corridor; W Fla ler has bicycle lanes as go-by 84 SW 3'Avenue/Coral Way SW 13"' Street SW 32n° Road Protected Bicycle Lanes State Maintained 3 Restripe travel lanes to 10 feet. Add protected 3-fool buffer to bicycle lanes. Armadillo demsmations may be installed within the buffer. 84 Rickenbacker Causeway S Miami Avenue City of Miami Limits Shared -Use Path County Maintained Within City 2 83 NW 79' Street NW 7°i Avenue Bayshore Drive Bicycle Lanes State Maintained 5 FOOT to determine. Redesignate travel lanes as 10ff to provitle a SR bike lane EB; 4 travel lanes, 3 EB, 1 WB; segment may so r uire moth in on -Street arkin fora 4 k bike lane from Bisca ne Blvtl to 8° Court SW 13"' Avenue SW 3'° Avenue SW 8' Street Shared -Use Path City Maintained 3 Expand current sidewalk/path in Bay of Pigs park to 10R. Provides connectivity to transit stops along SW ff i Street and SW 22ntl Street along with Coral Way Community Center Playground and Sts. Peter & Paul Catholic School. 78 Commodore Trail N Prospect Drive Rickenbacker Causeway Shared -Use Path County Maintained Within City 2 Commodore Trail 77 SW/NW 19' Avenue US-1 SW 9' Street Protected Bicycle Lanes City Maintained 3,4 Wide roadway with no on street parking both sides; No lane markings, possible to mark lanes at minimum widths with on -street bike lanes 76 NE 11' Street NW 3'° Avenue Biscayne Boulevard Bicycle Lanes City Maintained 2,5 klentifed as previous project to construct bike lanes; Segment west has project completed; Lane was built on street side of on- Street rkm ; SR sw, 7.5 R arkin SR bike. 10ff fool travel lanes, 7.5 ark, SR sw 76 SW/NW 19' Avenue SW 91 Street NW 3'° Street Bicycle Lanes City Maintained 3 Maintain on -street parking and reduce travel lanes to 10 feel to provide bicycle lanes. 76 SW 6' Street SW 27°i Avenue SW 5' Avenue Shared -Use Path City Maintained 3,4 Shared -Use facility of a raised separated bike lane on one side of mad (total path act 15 ff) , this would be possible with lane 72 elimination on one-way road; Shared use path (w/sw included), on -street parking separated from sw, one lane through, parking N Federal Highway NE 36"' Street NE 54"' Street Protected Bicycle Lanes City Maintained p 5 Implementation involves converting existing perpendicular on -street parking to parallel on -street parking. Additionally, construct 71 the protected bicycle lanes into the existing on -street parking/male. Connectivity to transit stops along US-1 and NE 2 Ave NE 2n° Street N Miami Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 2 71 SW 16' Avenue S Dixie Highway 9 Y SW 8"' Street Bicycle Lanes City Maintained 3 CAN DO 5/6FT LANES: Connects SW 8"' Street to Underline, also connection to Martins Park if network north of SW 8"' is completed: Minimal on -street parking is used; Landscape buffer; Conversion to one-way possible 70 SW 8"' Street SW 27"' Avenue SW 5"' Avenue Bicycle Lanes State Maintained 3,4 FOOT to determine. Three -lane one-way roadway wffh on -street parking on both sides; Possible to reduce lane width or mmove one lane of on -street arkin for dual direction bic cle am 70 SW 37"' Avenue Grand Avenue S Dixie Highway Bicycle Lanes County Maintained Within Ci 2 implement 5 foot bike lanes; 44 feet of pavement width, can eliminate one NB travel lane because INS is free -Row; connects to US-1 and rovides dedicated facilities; connects to BB on south 70 NE 3'° Street NW North River Drive Biscayne Boulevard Bicycle Boulevard City Maintained 2,5 signage and pavement markings 70 NW 12°i Avenue NW 14' Street NW 37' Street Shared -Use Path State Maintained 1 Incorporate multi -use path into the area underneath the Metromil raised line; Path can wind through the median space, or on either side of the median beneath the tracks 69 SW 3'° Avenue SW 22n° Street SW 1"Avenue Protected Bicycle Lanes City Maintained 3 Planned lane reduction along roadway segment Providel0-fool travel lane, 10-foot protected bicycle lane, and on -street parking on either side of roadwe . 69 NW 2n° Avenue NW 38"' Street NW 71" Street Protected Bicycle Lanes City Maintained 5 8 R Protected Bicycle Lanes on both sides of the roadway using wide Swale on -street parking areas.Provides connectivity to fi7 Nand transit stops NW 54"' St. Existin bike lanes between NW 57"' Stand W 58"' St. NE/NW 29' Street NW 18' Avenue east of NE 0 Avenue Bicycle Lanes City Maintained 1, 2, 5 Provide 5-foot bicycle lanes. 67 SW 25"' Road SW 1" Avenue SW 9' Avenue Protected Bicycle Lanes City Maintained 3 Can reduce median, reduce lane widths and on -street parking widths to incorporate bike lanes on both sides of roadway fifi SW 19, Street SW 22n° Avenue SW 12°i Avenue Shared -Use Path City Maintained 3 8R shared use path on south side; Schools and parks near roadway fifi NW 1"Avenue NW 20"' Street NW 14°i Street Protected Bicycle Lanes City Maintained 5 protected two-way cycle track on east side of roadway. relocate on -street parking to west side of roadway fifi NW 10"' Street NW 3'° Avenue Biscayne Boulevard Bicycle Lanes City Maintained 2,5 Resemble bike lanes on segment west of this; 5ft aw, 7.5 park, 5fl bike lane, 10ff travel lanes, 7.5 park, 5R sw 65 SW 2n° Street SW 1" Court SW North River Drive Protected Bicycle Lanes City Maintained 5 Construct two-way bicycle track or two (2) one-way bicycle lanes as pad of planned lane repurposing project. Provides 65 nectivi to Miami River Gra nwa and a istin bicycle facilff alon SW 2n° Street. Repurpose travel lane in each direction to fit 5 fl bike lanes. This improvement is consistent with the Wynwood NRD Streetscape NW 5' Avenue NW 22n° Street NW 36' Street Bicycle Lanes City Maintained 5 Master Plan. Provides connectivity to transit slops along NW 36"' Street along with Jose De Diego Middle School and Paul L 64 Dunb NW 32n° Street NW 23'° Avenue E Coast Avenue Bicycle Boulevard City Maintained 1,5 ROW not wide enough for dedicated facility; on -street parking on both sides; passes multiple schools and activity centers 64 NW 2n° Avenue NW 3'° Street NW 11' Terrace Bicycle Boulevard County Maintained Within City 5 64 SW 19' Street SW 32n° Avenue SW 22"° Avenue Bicycle Boulevard City Maintained 4 8R shared use path on south side; Schools and parks near roadway 63 NW 1" Place NW 14°i Street NW 2 1 " Street Protected Bicycle Lanes City Maintained, County Maintained 5 Repurpose one (1) of the NB one-way travel lanes to implement protected bicycle lanes. Existing on -street parking to remain. 63 Within Ci provides connectivity to transit Stops along NW 21"Street and NW 14"' Street. NE 8"' Street NW 7°i Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 2,5 fit SE 1" Avenue SE 6"' Street SE 3' Street Shared -Use Path City Maintained, CountyhtiMaintained 2, 5 shared use path on on east side, expanding sidewalk out umil SE 1" Avenue, ROW thins at SE 1"; rid of right turn lane to 62 Win Ci implement two way cycle track; shift roadway north near SE 4 and S Miami to fit SW 11"' Street SW 3'° Avenue SW 1" Court Bicycle Boulevard City Maintained 3 reasoning for 11"' is due to mid -block crossing of SW 2n° Ave fit S Bayshore Drive Halissee Street SW 32n° Road Bicycle Lanes County Maintained Within City 2 DTPW recommendation to connect to Commodore Trail fit S Miami Avenue SW le Road SW 14°i Terrace Bicycle Lanes County Maintained Within City 3 Modify median to accemodate bike lanes fit SW 3'° Avenue SW 32n° Road SW 22"° Terrace Bicycle Boulevard City Maintained, State Maintained 3 Provide bicycle boulevard to connect adjacent proposed protected bicycle lanes along SW 3'° Avenue/Coral Way. fit NW 3'° Street NW 22n° Avenue NW South River Drive Bicycle Boulevard City Maintained 3 60 NW 10' Avenue NW 20' Street NW 71" Street Bicycle Boulevard City Maintained 1,5 frequent on -street parking makes it less likely to implement bike lanes, ROW is narrow in many areas; connects to Jackson Memorial Hn itel at south end 60 NE 1" Avenue F395 NE 17°i Street Bicycle Lanes County Maintained Within City 2 5R bike lanes on east side of roadway; take existing dimensions from bike lane facilities to the south 60 F.61ity Brickell Bay Drive To SE 12°i Street Fr.. SE 8' Street Bicycle Facility Type Protected Bicycle Lanes Full City Bicycle Facility JlRoadway misdiction City Maintained Prioriti,ation Scores District(s) 2 Not— Two way cycle track in on -street parking; remove on -street parking on both sides or eliminate a travel lane to construct the cycle track Priorith,ation Total 60 NW 1" Street NW 1"Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 2,5 60 NW 6' Street NW 7°i Avenue NW 3'° Avenue Bicycle Lanes City Maintained 5 5ft sidewalk, 7.5 ft on -street parking, 5ft bike lane, 10ft travel lanes, 7.5ft on -street parking, 5ft sidewalk; 6u Street is a one-way 59 it w/NW 5' Street NW 71" Street NW 17"' Avenue NW 12"' Avenue Protected Bicycle Lanes County Maintained 5 Two way 1lft protected cycle track on south side of roadway; reducing on -street parking to 8fl parallel lane; shift lanes north; using Swale and on -street parking as space for two way 11ft cycle track 59 City Maintained, N Miami Avenue 1395 NE 17°i Street Bicycle Lanes County Maintained 2 5ft bike lanes on east side of roadway; take existing dimensions from bike lane facilities to the south 58 Within City NW 2n° Avenue SW 1" Street NW 3'° Street Bicycle Boulevard County Maintained Within City 5 upgrades facility from sharrows to BB 58 SW 12°i Street SW 1"Avenue Brickell Plays Bicycle Boulevard City Maintained 3 58 NW 7 1 " Street NW 12°i Avenue NE 4' Avenue Bicycle Lanes City Maintained 5 5ft bike lanes on both sides 58 SW 17°i Avenue S Bayshore Drive S Dixie Highway Bicycle Boulevard County Maintained Within Ci 2 Consistent with proposed bike lane facilities to the north; Connects to Bayshore Dr; Sufficient ROW in grass/landscape buffer on both sides of roadwa ; Commodore Trail connection 57 SW 32n° Avenue SW 22n° Street SW 8' Street Bicycle Lanes City Maintained 4 Very wide roadway that appears possible to have lane widths, males, and street parking reduced to implement bike lanes; 57 borders the Coral Gate Park. Expected redevelopment between SW 11 St & SW 8 St may be able to incorporate bike lanes. Brickell Bay Drive SE 15°i Road SE 14' Street Shared -Use Path City Maintained 2 taking away on on -street parking on east side, replacing exsting lane with 10-12ft shared use path; parking shifted to west side as bulb -out 5 le arkin also im lament by Ge boulevard 57 NW 12°i Avenue NW North River Drive NW 11' Street Shared -Use Path City Maintained 5 56 SE 1" Avenue Se 4°i Street SE 1" Street Protected Bicycle Lanes County Maintained Within City 2 two way cycle track replacing designated night turn lane 55 Alatka Street S Be Shore Drive S Dixie Highway Bicycle Boulevard City Maintained 2 allow opening to US-1 on north end 55 Ludlam Trail SW 8, Street N Of W Flagler Street Shared -Use Path County Maintained Within City 4 55 NW 11' Street NW 27°i Avenue NW 23'° Avenue Protected Bicycle Lanes City Maintained 1 27' to 23'° site of previous safety study, noted that a bike lane could be implemented in south side Of Medway, two way rotected bike lanes on south side swale 55 SW 4"' Street SW 31"Avenue SW 4"' Avenue Bicycle Boulevard City Maintained 3, 4 Fairly tight ROW with minirtal space being used for on -street parking; does not have room to incorporate bike lanes 54 NW 39' Street NW 17°i Avenue NW 10' Avenue Protected Bicycle Lanes City Maintained 1 Two-way cycle track, take away travel lane because whole segment is one way mad 54 SE 3'° Street SE 1" Avenue S Biscayne Boulevard Bicycle Boulevard City Maintained, State Maintained 2 54 NW 75' Street NW 8' Avenue NE 3'° Place Bicycle Boulevard City Maintained 5 school and multiple residential homes fall along corridor, conencls to N-S bike facilities; explore option of converting On -street rkin to bike lanes 53 NW 46' Street NW 17°i Avenue NW 2n° Avenue Buffered Bicycle Lanes County Maintained Within City 5 County to determine. ROW expands to incluee lanes; keep 6R sw on north side, parking lane, buffered bike lane, wb travel, eb travel, then re -construct South side; re av south, bike lane, then arkin then sw 53 NE 4°i Avenue NE 54' Street NE 71" Street Bicycle Lanes City Maintained 5 5 ft bike lanes both sides; sw (5ft), bike lane, on -street parking (10ft), two -lanes (1 Oft), on -street parking (10ft), bike lane, sw 53 NW North River Drive NW 22n° Place NW 24°i Avenue Shared -Use Path City Maintained 1 Improvement would provide additional bicycle facilities from end of ewsting Miami River Greenway on north side Of river. 53 SW 5"' Avenue SW 111 Street W Flagler Street Bicycle Boulevard City Maintained 3 Two-way roadway; Connects to transit stop; Connects to multiple bicycle facilities 52 SW 23'° Avenue SW 16, Street NW 4'Street Bicycle Boulevard City Maintained 4 connects to proposed bike lanes south of segment, passes many parks and activity centers 52 NW 5"' Court NW 62n° Street NW W Street Protected Bicycle Lanes City Maintained, State Maintained 5 segment is one-way, adequate room to convert to two-way cycle track (11 ft) on east side of road, shift lanes to west, south of the intersection; 10R travel lanes, 8.5 ft parkinglane, 6.5 fool sidewalk, leaves with 13 feet 52 NW 17°i Street NW 9"' Avenue NW 3'Avenue Bicycle Lanes City Maintained 115 5ft bike lanes, very wide lane widths can be reduced 52 NW 3'° Avenue NW 25' Street NW 29' Avenue Shared -Use Path City Maintained 5 Wynwood stmelscape plan as a Wooned; street that doesnl have curbs and priontims peels 52 SW 10, Street SW 1"Avenue S Miami Avenue Bicycle Boulevard City Maintained 3 52 NW 3'° Avenue NW 19, Street NW 14°i Street Buffered Bicycle Lanes City Maintained 5 52 NW 14°i Avenue NW 50' Street NW 67' Street Bicycle Boulevard City Maintained 5 5 ft bike lanes north of nw 67u St and bike boulevard south of NW 67°'street 51 SW 23'° Street SW 27' Avenue SW 32n° Road Bicycle Boulevard City Maintained 3,4 Connects to Vizcaya station. Informal on -street parking and 5' grass strip on both sides of roadway. 51 SE le Road Brickell Avenue Brickell Bay Drive Bicycle Lanes City Maintained 2 Improvement connects to the existing and proposed Brickell Baywalk. 51 NW 6' Avenue NW 21"Terrace NW 35' Street Shared -Use Path City Maintained 5 predicoted on FDOT allowing their ROW to be used for pn,, nan-only boulevartl; OR use a shard use path on west side, match cross-section in W nwooe streetsca a master Ian; eel a ark conice 1 in W nwootl Sireetsca is 50 NE 27°i Street N Miami Avenue NE 5' Avenue Bicycle Boulevard City Maintained 2,5 ROW not wide enough for a dedicated facility 50 SW 10' Street SW 3'Avenue SW 1" Court Bicycle Boulevard City Maintained 3 reasoning for 10"' is due to mid -block crossing of SW 2n° Ave 50 NW South River Drive NW 28' Avenue Delaware Parkway Shared -Use Path City Maintained 1 50 NW 22n° Avenue NW 11' Street NW 14°i Street Shared -Use Path County Maintained Within Ciby 1 NW 7°i Avenue NW 5' Street NW 6' Street Shared -Use Path State Maintained 5 50 SE 10' Street Brickell Plata Brickell Avenue Bicycle Boulevard City Maintained 3 Possible to implement bicycle lanes into the grass buffer on north side of roadway (sppm. 7ft); Two-lane section, One-way; Connects to MetroMover Station; Com taxes infr. network connectin to Untlenine 49 SW 16"' Avenue SW 8"' Street SW 1" Street Protected Bicycle Lanes City Maintained 3 Mark w Single lanes; put in two way bike lanes; keep on -street parking; sidewalk, two-way cycle track, on -street parking, one- we /one -lane, arkin lane, sidewalk 49 SW 37' Avenue Main Highway Grand Avenue Bicycle Boulevard County Maintained Within Citywith 2 ROW is tight, and there is a lot of existing thick vegetation that should not be removed; one -lane each direction provides safety Slower s eeds; ve etation rovieea anaeim c netts to other bike facilities 49 NW 5' Avenue NW 7°i Avenue NW 3'° Avenue Bicycle Lanes City Maintained 5 NoteS in previous recommendations as bike lane, construction has not been started; appears to be a one-way pair w/NW 5° Streets ace ne# to on -street arkin will be converted to bike lane 49 NW 16' Avenue SW 1" Street NW 7°i Street Bicycle Boulevard City Maintained 3 Bike boulevard 49 NW 2n° Avenue NW 71" Street NW 79' Street Bicycle Lanes City Maintained 5 5ft bike lanes 49 NW North River Drive NW 19' Avenue NW 22n° Avenue Shared -Use Path City Maintained 1 Improvement would provide additional bicycle facilities from end of ebsting Miami River Greenway on north side of river. 49 NW South River Drive NW 8' Avenue NW 12°i Court Bicycle Boulevard City Maintained 1,3 49 SW 22n° Avenue Overbrook Street S Dixie Highway Bicycle Lanes City Maintained 2 Possible for NB bike lane, SB implement sharrow because of on -street parking obstruction; OR have pockets of on -street parking instead of whole lane, build pockets into utility area then can build lanes on both sides 48 F.61ity SW 13"' Street T. SW 32n° Avenue Fr.. SW 10"' Avenue Bicycle Facility Type Bicycle Boulevard Full City Bicycle Facility JlRoadway City Maintained Prioriti-tion Scores District(s) 3, 4 Not— Unmarked, paved, and informal on -street parking throughout segment that could be convened to at least one bike lane; could Priorithcation Total 48 explore possibilityof one-wa r w/SW 14o or 12°' SW 22n° Avenue W Flagler Street SW 8' Street Bicycle Boulevard County MaiCintained Within 3,4 sharrows provide bicyclist awareness for Ns connections to other bike boulevards 48 NW 11' Street NW 33'° Avenue NW 27°i Avenue Bicycle Boulevard City Maintained 1 27u to 23site of previous safety study, noted that a bike lane could be inplemented in south side of roadway; two way protects bike lanes on south side Swale 48 NW 1" Avenue NW 25"' Street NW 29"' Street Shared -Use Path City Maintained 5 Wynwood Streelscape plan as a Worried; street that doesnl have curbs and prioritizes peels 48 NE 2n° Avenue NE 17°i Street NE 17°' Street Protected Bicycle Lanes City Maintained 2 remove grass strip on east side to construct two-way concrete protected cycle track; skew roadway in the intersection west to fit cycle track on east side next to 6R sidewalk 48 Brickell Bay Drive SE 14°i Street SE 12' Street Bicycle Boulevard City Maintained 2 long term conversion to bike lanes by eliminating on street parking 48 NW South River Drive SW 2n° Street NW 8' Avenue Bicycle Boulevard City Maintained 3 48 SW 11"' Street SW 16' Avenue SW 15' Road Bicycle Boulevard City Maintained 3 Provides additional bicvcla infrastructure near SW 8' Street; on -street parking conversion to bike lane not likely 47 SW 23'° Street SW 37' Avenue SW 27°i Avenue Buffered Bicycle Lanes City Maintained 4 7-8 R buffered bike lanes on both sides of the road. No protected bike lanes due to significant amount of driveways. 47 SE 2n° Avenue S Miami Avenue S Biscayne Boulevard Bicycle Boulevard City Maintained, State Maintained 2 47 NW North River Drive NW 22n° Avenue NW 22"° Place Bicycle Boulevard City Maintained 1 Improvement would provide additional bicyGe facilities from end of ebsting Miami River Greenwsy on north Side of river. Note this im rovement connects the ad'acent ro osed shared use ath alon the Miami River Greanwa . 47 Oak Avenue Brooker Street Mary Street Bicycle Boulevard City Maintained 2 47 NW 35' Street NW 27°i Avenue NW 12' Avenue Bicycle Boulevard City Maintained 1 Not much ROW to work with unless on -street parking is eliminated; important corridor as it connects to Allapattah metrorail station and is close to multi le transit Stops 46 SW 32n° Avenue Grand Avenue S Dixie Highway Bicycle Boulevard City Maintained 2 Not enough ROW to implement bike lanes; cenidor is location of recent safety study; corridor serves as a problematic crash location and connects to multi le o ular roadwa s 46 SW 23'° Avenue SW 27°i Street SW 16' Street Bicycle Boulevard City Maintained 4 8R protected bike lanes on both sides of the roadway in place of where vehicles currently park 46 NW 28' Street NW 17°i Avenue NW 8' Avenue Buffered Bicycle Lanes City Maintained 1 first priority to build is 29'" to north; wide on street parking, cars currently park perpendicular to road; two aft buffered bike lanes or 11R two ay rotected bike track on one side 46 NE 14°i Street N Bayshore Drive Herald Plaza Bicycle Boulevard City Maintained 2 46 NW North River Drive NW 3'° Street NW 7°i Avenue Bicycle Boulevard City Maintained 5 46 Day Avenue SW 37' Avenue SW 27°i Avenue Bicycle Boulevard City Maintained 2 ROW for bike lanes does nexist On -street parking on west end of segment, but only for five blocks; sharrows should increase awareness on this two-lanote roadwa 45 SW 6' Street SW 35' Avenue SW 27°i Avenue Shared -Use Path City Maintained 4 Shared -use path, two 11R travel, 6R sidewalk, BR sw (shared use p, two 7 fi parking lanes; retluoing space in ROW for shared se ath; reduce Iane widths and on street arkin ;can build into ebsting on -street arkin to rovide bike lane 45 NW 29"' Avenue NW 7"' Street NW 15"' Street Protected Bicycle Lanes City Maintained 1 on -street parking turns parallel, eliminate perp. parking; sidewalk, Eth bike track protected bike lane, parallel parking, two travel lanes, on street arkin , 8R bike track rotected lane, sidewalk 45 NW 17°i Street NW 37' Avenue NW 29' Avenue Bicycle Boulevard City Maintained 1 ROW not wide enough for a dedicated facility 45 SW 7°i Avenue SW 4' Street NW 4' Street Protected Bicycle Lanes City Maintained 3 11R two wa c cle track' will have to remove lane between SW 4°' and SW 4°' St 45 NE 17°i Street NE 2n° Avenue Biscayne Boulevard Shared -Use Path City Maintained 2 shared use path down middle median, keep palm trees on either side of median, remove trees in middle to construct a 12R-wide 45 shared use path connecting NE 2 Ave and Bisce ne N Miami Avenue NW 13' Street NW 11' Street Bicycle Boulevard County Maintained Within City 2 45 NW 3'° Street NW 27°i Avenue NW 22n° Avenue Bicycle Boulevard City Maintained 4 Provides a connection from proposed alley -bicycle lane to NW 22n° Avenue, which is near Citrus Grove Middle School; Route is ar Sto 17381' Route asses throw h relative) calm net ht, In d' Two -we traffic 44 NW 49' Street NW 6' Avenue NE 2n° Avenue Bicycle Boulevard City Maintained 5 Connects to multiple bike facilities; on -street parking on both sides of mad; ROW not wide enough for dedicated facility 44 Rickenbaeker Causeway S Miami Avenue City of Miami Limits Buffered Bicycle Lanes County Maintained Within City 2 44 NW North River Drive NW 7°i Avenue NW 12' Avenue Bicycle Boulevard City Maintained 5 44 SW 26' Street SW 37' Avenue SW 22n° Avenue Bicycle Boulevard City Maintained 4 Route passes through neighborhood with wide landscape buffers and on -street parking that appears to not be used often; 43 Connection between Coral Gables and tanned bic cle lanes on SW 22n° Ave SW 36' Avenue SW 22n° Street SW 27°i Street Bicycle Boulevard City Maintained 4 Connects to other proposed bicycle lane on north end and school at south end; Sufficient ROW with grass butler between 43 sidewalk and roadway; currently on -street parking; Bike lane one direction b/c of slim ROW, and maybe sharrow on other side NW 14"' Street NW 36"' Avenue NW 22n° Avenue Bicycle Lanes City Maintained 1 widen Shoulder markings to incorporate bike lanes into roadway; falls in line with previous traffic management master plan gdrian . 11R travel lanes, 7 R buff bike lanes, 12R arkin each sitle, 5 ft sw 43 NW 23'° Street NW 22n° Avenue NW 19' Avenue Protected Bicycle Lanes City Maintained 1 11R two way cycle track on north side of road 43 NW 23'° Street NW 5' Avenue N Miami Avenue Bicycle Boulevard City Maintained 5 43 Hibiscus Street Franklin Avenue Bird Avenue Bi cle Boulevard Ci Maintained 2 43 NW 12°i Avenue NW 67"' Street NW 62n° Street Shared -Use Path City Maintained 5 Expand existing path to 10R 42 NW 2 1 " Street NW 3'° Avenue N Miami Avenue Bicycle Boulevard City Maintained 5 signage, lane markings 42 NW 35' Court NW 7°i Street NW 11' Street Shared -Use Path City Maintained 1 Widen path in median to shared use path; connection to bike facility to south 41 NW South River Drive SR 836 NW 18' Court Bicycle Boulevard City Maintained 1 41 NW 24°i Avenue NW 14' Street NW 27' Avenue Bicycle Boulevard City Maintained 1 41 NE 1" Avenue NE 13' Street NE 11' Street Bicycle Boulevard County Maintained Within City 2 41 Tamiami Canal Road W Flagler Street NW 7°i Street Bicycle Lanes City Maintained, County Maintained 1,4 parking, g p g, ry wide 5 R bike lanes; sw, on -street kin bike lane, through traffic, bike lane, street parking, sw;Ve de Swale on west side of 40 Within City roadway that could be reduced to accomcdate a bike lane; could also consider a sidewalk expansion SW 10' Street SW 27°i Avenue SW 16' Avenue Bicycle Boulevard City Maintained 3,4 Passes by schools and provides alternative route from SW 8"' Street; may be able to adjust lane widths and work with bike utters ce 40 NW 28' Street NW 27°i Avenue NW 17' Avenue Bicycle Boulevard City Maintained 1 ROW not wide enough for dedicated facilit 40 NW 3'° Avenue NW 8' Street NW 11' Street Bicycle Boulevard City Maintained 5 40 SW 60' Avenue SW 81 Street NW 7' Street Bicycle Boulevard City Maintained 1,4 Near West End park, providing bicycle infrastructure seems logical as it is likely that the park generates frequent biking activity 39 SW 21" Road SW 1"Avenue SW 11' Street Bicycle Lanes City Maintained 3 Informal on -street parking possible to convert to bike lane(s); also large Swale area capable of supporting bike lane in some 39 F.61ity NW 35"' Avenue To W Flagler Street Fr.. NW 7°i Street Bicycle Facility Type Bicycle Lanes Full City Bicycle Facility JlRoadway City Maintained Prioriti,ation Scores District(s) 4 Not— 100 feet ROW, implement bike lanes Priorith,ation Total 39 NW 60' Street NW 6' Street NE 2n° Avenue Bicycle Boulevard City Maintained 5 39 SE 5"' Street S Miami Avenue S Miami Avenue Bicycle Boulevard City Maintained 3 Boulevard connects to Miami AVenue bridge 39 Herald Plaza NE 14°i Street NE 15' Street Bicycle Lanes City Maintained 2 39 NW 11' Street NW 20' Avenue NW 21" Court Shared -Use Path City Maintained 1 39 SW 62n° Avenue SW 8' Street Tamiami Canal Road Bicycle Lanes County Maintained Within Ci 1 4 take away parking by utility poles because on -street parking shifts into grass strips; sw, on -street parking (replace grass strip), 5 ft bike lanes both sides, travel lanes 38 SW 29' Avenue SW 20' Street W Flagler Street Bicycle Boulevard City Maintained 4 Wide Swale parking that could be reduced to incorporate bike lariats); pavement would have to be ewended as well; connects to landmark at north end 38 NW 40' Street NW 18' Avenue NW 10' Avenue Protected Bicycle Lanes City Maintained 5 11R two way protected bike track on south side of roadway. Coordinate ROW with Miami-Datle Transit to implement path ad'acentto existin metrorail 38 NW 67' Street NW 5' Court NE 4' Avenue Bicycle Boulevard City Maintained 5 ROW not Sufficient for bike lanes; connects to schoolantl near Little Haiti Park 38 NW 23'° Avenue NW 28"' Street NW 38"' Street Bicycle Lanes City Maintained 1 Sft bike lanes on both sides of the road; shorten current on street parking on both sitles; sw, parking, bike lane, through lanes, bike lane, parking, sw 38 NE 3'° Avenue SE 3'° Street E Flagler Street Bicycle Boulevard City Maintained 2 38 NW South River Drive NW 19' Avenue NW 12°i Street Shared -Use Path City Maintained 1 38 NW 11' Street NW 21" Court NW 21"Avenue Bicycle Boulevard City Maintained 1 38 NW 3'° Street NW 37' Avenue NW 32n° Avenue Protected Bicycle Lanes City Maintained 4 Significant room in on-street/grass parking area, can construct 11 ft two way cycle track 37 SW 63'° Court SW 8, Street Tamiami Canal Road Protected Bicycle Lanes City Maintained 1,4 8 it protected bike lanes both sides; 6 sw, 8 on -street parking, 8 bike lane, travel lanes, bike lane, parking, sw; Very wide swales on both sides of road; connects to two major madwa s and bike routes 37 NW 64' Street NW 4°i Avenue NE 2n° Avenue Bicycle Boulevard City Maintained 5 ROW not sufficient for bike lanes, low volume road, connects to parks on both ends of segment 37 NW 6"' Avenue NW 40"' Street NW 47°i Street Protected Bicycle Lanes City Maintained 5 Wide ROW for two-way protected bike track on one side (11 ft) 37 NE 17°i Street NE 1"Avenue NE 2n° Avenue Protected Bicycle Lanes City Maintained 2 11R two-way protected bike lane on south side; e/w crossing on south side; one-way road; eliminate lane on north side 37 NW 25"' Avenue NW 28' Street NW 36' Street Bicycle Lanes City Maintained 1 5 ft bicycle lanes, shorten width of on -street parking/build into grass strip 37 NW 12°i Street NW 4' Avenue NW 1" Place Bicycle Boulevard City Maintained 5 Implement sharrow, markings and signage 37 NW North River Drive NW 25' Avenue NW 27°i Avenue Bicycle Boulevard City Maintained 1 37 Lincoln Avenue SW 22n° Avenue SW 27° Avenue Bicycle Boulevard City Maintained 2 Partially open street closures to accommodate bicycle traffic along this facility. 37 Coral Gate Drive SW 22n° Street SW 21" Street Bicycle Lanes City Maintained 4 36 NW 27°i Court W Flagler Street NW 7°' Street Bicycle Boulevard City Maintained 4 36 NW 6"' Avenue NW 47°i Avenue NW 54' Street Bicycle Boulevard City Maintained 5 possible to remove street parking to incorporate two-way cycle track; parking is rarely used and is a low volume road 36 NW 17°i Street NW 3'° Avenue NW 1"Avenue Bicycle Boulevard City Maintained 5 36 Halissee Street S Be shore Drive S Dixie Highway Bicycle Boulevard City Maintained 2 allow o e n to US-1 on north end 36 NW 13"' Street NW 4°i Avenue NW 1" Place Bicycle Boulevard City Maintained 5 Implement sharrow markings and signage 36 NW 33'° Avenue SW 5' Street NW 11' Street Bicycle Boulevard City Maintained 1,4 Grass sections and empty on -street parking in current ROW, can be convened to bike lanes; Low volume, residential roadway with connections to multiple other facilities 35 SW 17°i Street SW 32n° Avenue SW 21"Avenue Bicycle Boulevard City Maintained 3,4 Too much landscaping in swales/ROW to incorporate bike lane, lane widths cannot be reduced 35 NW 5"' Court NW 54' Street NW 60' Street Bicycle Boulevard City Maintained 5 narrow ROW, difficult to incorporate bike lanes 35 NW 25"' Avenue NW 18' Terrace NW 28' Street Bicycle Boulevard City Maintained 1 ROW not Capable of supporting dedicated facility 35 NW 36' Avenue NW 14°i Street NW 20' Street Protected Bicycle Lanes City Maintained 1 wide on -street parking that could be reduced to incorporate a two-way 11 ft protected bicycle track on one side of the roaway, 35 NW 25"' Avenue NW 36' Street NW 38' Street Bicycle Boulevard City Maintained 1 Implement sharrow, markings and signage 35 SW 4°i Street SW 60' Avenue SW 42n° Avenue Bicycle Boulevard City Maintained 4 50R ROW, only able to support bike boulevard 34 SW 17°i Street SW 21"Avenue SW 12' Avenue Shared -Use Path City Maintained 3 Widen out grass strip area on south side to incorporate 8 ft shared use track; everything in curb to curb stays the same; build path into 10fi grass strip 34 NE 4°i Avenue NE 42n° Street NE 50' Street Shared -Use Path City Maintained 5 8 R paved shared use path on east side 34 NW 13' Avenue NW 7°i Street Miami River Bicycle Boulevard City Maintained 1 34 SW 22n° Avenue S Bayshore Drive Overbrook Street Bicycle Boulevard City Maintained 2 ROW not available for bike lane, but sharrows would increase bicyclist awareness 33 NW 53'° Street NW 6"' Avenue NE 2' Avenue Bicycle Boulevard City Maintained 5 Connection under F95 and to other areas of significance (Miami Ave, 2n° Ave, almost to FEC Rail); On -street parking on both sides looks to be underutilized' could possibly fit bike lanes maybe convert to one way 33 NW 7 1 " Street NW 4°i Avenue Biscayne Boulevard Bicycle Boulevard City Maintained 5 Very wide on -Street parking on both sides of the roadway that can be eliminated or reduced in width to incorporate a dual- direction bike lane; connects to multiple N-S bike lanes facilities throughout corridor 33 SW 6' Street S Miami Avenue S Miami Avenue Bicycle Boulevard City Maintained 3 ties into underline and provides connection to S Miami Avenue bridge; riverwalogreenway is planned with new development 33 NW 18' Avenue NW 15' Street NW 23'° Street Bicycle Boulevard City Maintained 1 Plenty of unused on -street parking to convert to on-streel bicycle lanes, or opportunity to widen sidewalk to accomodate 10' Sidewalk or mired use eth; connects to multi le ac8vil centers 33 Carter Street Day Avenue US-1 Bicycle Boulevard City Maintained 2 Bi cle Boulevard 33 NE 23'° Street Biscayne Boulevard NE 0 Avenue Shared -Use Path City Maintained 2 33 NW 4°i Street NW 53'° Avenue NW 45' Avenue Bicycle Boulevard City Maintained 1,4 Might be possible to reduce on street parking width to include bike lanes; Connects to Flagler Memorial Park 32 NW 15' Avenue NW 40' Street NW 50' Street Bicycle Boulevard City Maintained 5 median provides shade for bike boulevard 32 NW 15' Avenue NW 50' Street NW 62n° Street Bicycle Boulevard City Maintained 5 Not adequate space for bike lanes, although there is on -street parking on both sides; Provides connection/bike infrastructure between two bike lane routes 32 NW 47°i Avenue SW 8' Street NW 7' Street Bicycle Boulevard City Maintained 1,4 Provides constant route for multiple blocks; space in swale is occupied by large shade trees, not ideal to remove these for bike lane 32 SW 43'° Avenue SW 8"' Street NW 11"' Street Bicycle Boulevard City Maintained 1,4 Too much landscaping in ROW to incorporate bike lanes; otherwise this would be a good location for lanes as it is near busy street of NW 42n° Ave 32 Plaza Street Franklin Avenue Day Avenue Bicycle Boulevard City Maintained 2 Bicycle Boulevard 32 NE 60' Street NE 2'Avenue NE 4'Avenue Bicycle Boulevard City Maintained 5 51t bike lane 32 NW 29' Avenue NW 15' Street NW 17°i Street Bicycle Boulevard City Maintained 1 Implement sharrow markings and signage 32 NW 18' Avenue NW 28' Street NW 36"' Street Bicycle Boulevard City Maintained 1 Plenty of unused on -street parking to convert to on -street bicycle lanes, or opportunity to widen sidewalk to accemodate 10' sidewalk or mixed use ath; connects to multi le acfivil centers 31 NW 3itl Street Tamiami Canal Road NW 57' Avenue Protected Bicycle Lanes City Maintained 1,4 Two-way protected bike lanes on one side of roadway; eliminate on-street/male parking to accomodate protected bike lanes 31 F.61ity NW V Street T. NW 47u Avenue Fr.. NW 38' Court Bicycle Facility Type Bicycle Boulevard Full City Bicycle Facility JlRoadway City Maintained Prioriti,ation Scores District(s) 1,4 Not— not enough ROW to fit bike boulevard Priorith,ation Total 31 Tamiami Canal Road SW 8' Street W Flagler Street Bicycle Boulevard City Maintained q Very wide Swale on west side of roadway that could be reduced to accomodate a bike lane; could also consider a sidewalk expansion 31 SW 72nd Avenue SW 4°i Street W Flagler Street Bicycle Boulevard City Maintained 4 Very large swale space on most of the west side of the roadway to incorporate a bike lane 31 Shipping Avenue Plain Street SW 27°i Avenue Bicycle Boulevard City Maintained 2 31 SW 32nd Avenue SW 8' Street SW 6' Street Bicycle Boulevard City Maintained 4 ROW and roadway narrows; BB possible 31 NW 64' Street NW 12°i Avenue NW 7' Avenue Bicycle Boulevard City Maintained 5 connects to trail/path along nw 12u avenu 31 NW 5' Avenue NW 40' Street NW 54' Street Bicycle Lanes City Maintained 5 5R bike lanes; bike lane protected by on -street parking; sw, grass strip, bike lane, on -street parking, through lanes; look to reduce median or rass stri to ft the 5 R lane 31 NW 23'd Street NW 27' Avenue NW 22' Avenue Bicycle Boulevard City Maintained 1 Connects to high ridership transit stop; Landscape buffer on both sides of roatlway, wide lanes can be decreased in width to accomodale lanes; Near metromover 31 Matilda Street Grand Avenue Bird Avenue Bicycle Boulevard City Maintained 2 Install two-way cycle track along roadway segment by removing a travel lane. 31 NW 3'd Avenue NW 20' Street NW 19' Street Bicycle Lanes City Maintained 5 31 NW 55"' Street NW 19"' Avenue NW 7"' Avenue Bicycle Boulevard City Maintained 5 On -street parking on both sides of roadway, mainly for residents and appears to be frequently used; Road currently has no bike infrastrucutre; NW 55u as an all mulitmodal travel instead of 54u 30 NW 23'd Street NW 19' Avenue NW 12°i Avenue Bicycle Boulevard City Maintained 1 Connects to high ridership transit stop; Landscape buffer on both sides of roadway, wide lanes can be decreased in width to accomadate lanes; Near malmmover 30 NW a Street Tamiami Canal Road NW 55' Court Bicycle Boulevard City Maintained 1 Evaluate width to determine if bike lanes are implementable, on-street/grass parking could be reduced 30 SW 66' Avenue SW 8' Street Tamiami Canal Road Bicycle Lanes City Maintained q SR bike lanes built into on -Street parking; shift to parallel parking; Very witle swales on either side of roadway that can be converted; widen avement to construct a bike lane 30 SW 7°i Avenue SW 12' Avenue SW 11' Street Shared -Use Path City Maintained 3 Many areas with informal parking spots, one side of parking could be converted to on -street bike lane 30 NW 57' Street NW 2nd Avenue NE 4'Avenue Bicycle Boulevard City Maintained 5 Connects to multiple other bicycle facilities; passes next to school; ROW too constrained for dedicated facility 30 NW 42nd Street NW 6' Avenue N Miami Avenue Bicycle Boulevard City Maintained 5 ROW not wide enough for dedicated facility; on -street parking on both sides of road 30 NW 42nd Streeet N Miami Avenue NE 2' Avenue Bicycle Boulevard City Maintained 5 ROW not wide enough for dedicated facility; on -street parking on both sides of road; connects to multiple bike facilities 30 Overbrook Street SW 27°i Avenue SW 22' Avenue Bicycle Boulevard City Maintained 2 open closed section at 26' Avenue for bicycles 30 NW 22nd Street NW 5' Avenue NW 3'Avenue Bicycle Boulevard City Maintained 5 Will connect proposed bike lanes on NW 3 Ave to lanes on NW 5 Ave; New development proposed for lot directly north 29 NW 60' Street NW 17°i Avenue NW 9' Avenue Bicycle Boulevard City Maintained 5 connedis to crosswalk by school on west, will jog up to connect to park on west end 29 NW 27'Street NW a Avenue N Miami Avenue Bicycle Boulevard City Maintained 5 connection to railroad crossing 29 SW 4°i Street Tamiami Canal Road SW 60' Avenue Bicycle Lanes City Maintained 4 5R bike lanes; sw, street parking, bike lane, through lanes, bike lane, street parking, sw; convert street parking to parallel by red uoin width 29 NE 4°i Avenue NE 50' Street NE 54' Street Shared -Use Path City Maintained 5 29 SW 34' Avenue S Dixie Highway SW 27°i Street Bicycle Boulevard City Maintained 4 29 NW 3'd Street NW 57' Avenue NW 53'd Avenue Bicycle Boulevard City Maintained 1,4 Evaluate width to determine if bike lanes are implementable, on-street/grass parking could be reduced; Connects to Flagler Memorial Park 28 NW 18' Street NW 19' Avenue NW 14°i Avenue Bicycle Boulevard City Maintained 1 ROW not wide enough for dedicated facility 28 NW 17°i Street/NW 16' Street NW 15' Street Road Nw 12' Avenue Bicycle Boulevard City Maintained 1 ROW not wide enough for dedicated facility; connects to other proposed facilities, Jackson memorial hospital, and Metrorail er 28 NW 13' Avenue NW 12°i Street NW 14' Street Bicycle Boulevard City Maintained 1 28 NW 53'd Street NW 19' Avenue NW 14°i Avenue Bicycle Boulevard City Maintained 5 Connects to alley -bike lanes; on -street parking on both sides, could exi lore possibility of expanding sidedwalks and reducing lane widths without taking away parkingto provide bike lanes 27 NW 23'd Avenue NW 4°i Street NW 7' Street Bicycle Boulevard City Maintained 1,4 27 SW 49' Avenue SW 8' Street SW 4°i Street Protected Bicycle Lanes City Maintained 4 one lane each direction, 6R sw, 8R parking lanes, 8 ft protected bike lanes; Wide Swale parking on both sides, could be reduced or eliminated to incorporate bike lane 27 NE 81" Street NE 4u Place Biscayne Boulevard Bicycle Lanes City Maintained 5 On -street 5 R bike lanes; lots of pavement 27 NW 19' Avenue NW 40' Street NW 58' Street Bicycle Boulevard City Maintained 5 connects to multiple schools and metro station 27 NW 23'd Avenue NW 20' Street NW 28' Street Bicycle Boulevard City Maintained 1 ROW not wide enough for dedicated facility 27 NE 22nd Street NE 2' Avenue Biscayne Boulevard Shared -Use Path City Maintained 2 27 SW 56' Avenue SW 8' Street W Flagler Street Bicycle Boulevard City Maintained 4 Connects parks on south and north ends; inconsistent ROW, not enough space to implement a bike lane 26 NW 14°i Avenue NW 67' Street NW 71" Street Bicycle Lanes City Maintained 5 5 R bike lanes north of nw 67u St and bike boulevard south of NW 67u street; change to parallel parking, construct bike lanes into rass strip,roleotedb the parking 26 Sandi Street/Espanola Drive/Tigertail Avenue SW 22nd Avenue Alatka Street Bicycle Boulevard City Maintained 2 opposition to bicycle boulevard on tigertail avenue, this is proposed revised route 26 SE 32nd Road Brickell Avenue SW Miami Court Bicycle Boulevard City Maintained 2 Connects Commodore Trail to Metrorail Station 26 NE 4' Avenue NE 22' Street NE 24°i Street Protected Bicycle Lanes City Maintained 2 26 Miami Baywalk NE 21" Street NE 34' Street Shared -Use Path City Maintained 2 26 NW 63'd Street NW 17°i Avenue NW 15' Avenue Bicycle Boulevard City Maintained 5 connects to proposed bike lanes to the east 25 NW 3'd Street NW 32nd Avenue NW 30' Avenue Bicycle Boulevard City Maintained 4 ROW tightens, but could still explore lane reduction and on -street parking reduction to construct bike lanes; Connects to school and proposed bike lanes to west 25 Poinciana Avenue SW 42nd Avenue Main Highway Bicycle Boulevard City Maintained 2 Tight ROW, cant add bike lanes; route has adequate shading; one -lane each direction maintains lower speeds; Lots of Traffic Celmin ro osed on se merit 25 NW 30' Avenue NW 3'd Street NW 4°i Street Bicycle Boulevard City Maintained 4 25 Nw 4°i Street NW 30' Avenue NW 28' Avenue Bicycle Boulevard City Maintained 4 25 NW 6' Street NW 33'd Avenue NW 27°i Avenue Bicycle Boulevard City Maintained 4 25 NE 81" Street Biscayne Boulevard N Bayshore Drive Bicycle Boulevard City Maintained 5 25 F.61ity Franklin Avenue To SW 37' Avenue Fr.. Plam Street Bicycle Facility Type Bicycle Boulevard Full City Bicycle Facility JlRoadway City Maintained Prioriti-tion Scores District(s) 2 N.trs Bicycle Boulevard Priorithcation Total 25 SW 7°i Street SW 37' Avenue SW 27° Avenue Bicycle Boulevard City Maintained 4 Implements bike facilities that connect to existing bike lanes east of SW 27 Ave; not enough space in Swale/street parking area to incur rate bike lane 24 NW 46' Street NW 19' Avenue NW 17°i Avenue Bicycle Boulevard County Maintained Within City 5 Tight ROW difficult to include bike lanes 24 NW 8' Avenue NW 28' Street NW 29' Street Bicycle Boulevard City Maintained 1 24 NW 25"' Street NW 5"' Avenue N Miami Avenue Bicycle Boulevard City Maintained 5 24 NW 32"d Street NW 27°i Avenue NW 23'd Avenue Bicycle Lanes City Maintained 1 SR bicycle lanes; sw, grass utility strip, 5 R bike lane, parallel parking, through lanes, parking, bike lane, grass strip, aw; not rotected because of frequent drivewa s, bike lanes not rolecletl b on -street Arkin 23 NW 26' Street NW 12°i Avenue NW 10' Avenue Bicycle Boulevard City Maintained 1 all route for shared -use path under metrorail to connect to another facility 23 NE 4°i Avenue NE 23'd Street NE 23'd Terrace Shared -Use Path City Maintained 2 23 NW 56' Avenue NW 5' Street W Flagler Street Bicycle Boulevard City Maintained 1,4 23 NW 45"' Avenue NW 4°i Street NW 3'd Street Bicycle Boulevard City Maintained 1 23 SW 52"d Avenue SW 8' Street W Flagler Street Bicycle Boulevard City Maintained 4 On -street parking on either side has potential to be converted to bike lanes, but unlikely that repaving will occur here; sherrows ovide some Sense of bike awareness 22 NW 30' Avenue NW 14°i Street NW 17' Street Bicycle Boulevard City Maintained 1 Long-term possible for bike lanes 22 NW 6' Street NW 49' Avenue NW 45' Avenue Bicycle Boulevard City Maintained 1 Runs parallel to NW 7° Street 22 NW 9' Avenue NW 60' Street NW 61" Street Bicycle Boulevard City Maintained 5 nnects to park 22 NW 56"' Street NW 19"' Avenue NW 7°i Avenu Bicycle Boulevard City Maintained 5 nnects to ark and School near west side; elements school near center of se ment; si nalistl crossin on 17° 22 NE 71" Street Biscayne Boulevard NE 10"' Avenue Bicycle Boulevard City Maintained 5 two-way divided road, low -volume, connects to Baywood park; need to construct cut -through that connects east part of 71"Ave to Biscayne Blvd 22 NW 51"Avenue W Flagler Street NW 7"' Street Bicycle Boulevard City Maintained 1 4 On -street parking looks frequently used; with new pavement it may be possible to reduce width of Swale parking to accemodate one bike lane 21 SW 21" Street Coral Gate Drive SW 32' Avenue Bicycle Lanes City Maintained 4 Alternative to taking Coral Way 21 Loquat Avenue SW 42' Avenue SW 37' Avenue Bicycle Boulevard City Maintained 2 21 Washington Street Lincoln Avenue Andros Avenue Bicycle Boulevard City Maintained 2 21 SW 34"' Avenue SW 6' Street W Flagler Street Bicycle Boulevard City Maintained 4 21 NW 49"' Avenue SW 4°i Street NW 6' Street Bicycle Boulevard City Maintained 1,4 ROW becomes more constrained north of SW 0 Street 20 NE 81" Street Biscayne Boulevard NE 7°i Avenue Bicycle Boulevard City Maintained 5 One-way closures need to be modified; do bike lane/shanow up; almost a 5R wide bike lane that is a keyhole through traffic calming device; run bike lane on side of end of road pavement, not Sidewalk 20 NE 5"' Avenue NE 79' Street NE 81" Street Bicycle Boulevard City Maintained 5 Implement sharrow markings and signage 20 NW 41" Street NW 19' Avenue NW 18' Avenue Bicycle Boulevard City Maintained 5 Not enough ROW Space, Connects to proposed bike track south on NW 40"' and would lead into Metro Rail Station to the west 20 NW 56' Street NW 6' Avenue NW 2"d Avenue Bicycle Boulevard City Maintained 5 Connection to proposed bike lane facilities 20 NW 16' Terrace NW 19"' Avenue NW 15"' Avenue Bicycle Boulevard City Maintained 1 ROW not wide enough for dedicated facility 20 NW 13"' Avenue NW 11 ' Street NW 12'Street Bicycle Boulevard City Maintained 1 two-waV, Shifts to one wav north of 12d' Ave; ROW not wide enou h here for dedicated facilil 20 Park Avenue SW 42"d Avenue SW 37' Avenue Bicycle Boulevard City Maintained 2 20 NW 53'd Avenue NW 7°i Street W Flagler Street Bicycle Boulevard City Maintained 1,4 20 NW 32"d Avenue NW 14°i Street NW 20' Street Bicycle Boulevard City Maintained 1 Long-term possible for bike lanes 19 NE 6"' Court NE 72"d Terrace NE 77°i Street Bicycle Boulevard City Maintained 5 ROW not wide enough for bike lanes; on -Street parking on both sides of road; provides an alternative to US-1 19 Charles Terrace Jefferson Street SW 37' Avenue Bicycle Boulevard City Maintained 2 18 O hee Drive Espanola Drive Halissee Street Bicycle Boulevard City Maintained 2 18 La Playa Boulevard Kiaora Street Poinciana Avenue Bicycle Boulevard City Maintained 2 17 Kirk Street Lincoln Avenue Swanson Avenue Bi cle Boulevard City Maintained 2 17 NW 52"d Street NW 11' Avenue NW 7°i Avenue Bicycle Boulevard City Maintained 5 Bicyclists can Continue through the back lot of the Commercial center west of the line, after following the neighborhood routes further west of the Commercial center 16 NW 19"' Avenue NW North River Drive NW 18' Street Bicycle Boulevard City Maintained 1 16 Swanson Avenue Aviation Avenue Overbrook Street Bicycle Boulevard City Maintained 2 open close out at Bird and Aviation, leading into Swanson, for bicycles 14 Justice Road Poinciana Avenue Loquat Avenue Bi cle Boulevard CityMaintained 2 13 Bri hton Road Cityof Miami BoundaryWoodridge Road Bi cle Boulevard CityMaintained 2 12 Waadrid a -ad Brighton Avenue Began. Avenue Bi cle Boulevard City Maintained 2 12 Bra a . Avenue Woodridge Road Kiaora Street Bicycle Boulevard City Maintained 2 12 Kiaora Street La Playa Boulevard Sagan. Avenue Bi cle Boulevard CityMaintained 2 12 Battersea Road SW 42"d Avenue SW 37' Avenue Bicycle Boulevard City Maintained 2 12 Appendix C Opinions of Probable Costs OPINION OF PROBABLE COST Bicycle Boulevard - 11 Feet Wide For 1,000 Linear Feet Kimley �)) Horn 3/2/2026 M NUMBER DESCRIPTION UNIT QTY. UNIT COST TOTAL COST SIGNING & PAVEMENT MARKING PAY ITEMS 0327 70 6 MILLING EXISTING ASPHALT PAVEMENT, 1 1/2" AVG DEPTH SY 1222 $ 3.00 $ 3,666.00 0337782 ASPHALTIC CONCRETE FRICTION COURSE, TRAFFIC C, FC-9.5, PG 76-22 (1.5-) TN 101 $ 37.00 3,737.00 ROADWAY TUTALI $ 7,403.00 SIGNING & PAVEMENT MARKING PAY ITEMS 0711 1 11 SINGLE POST SIGN, F&I GROUND MOUNT, UP TO 12 SF EA 2 $ 561.00 $ 1,122.00 0710 11160 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR SYMBOL EA 6 $ 82.00 $ 492.00 0710 11170 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROW EA 6 $ 50.00 $ 300.00 071090 PAINTED PAVEMENT MARKINGS, FINAL SURFACE LS 1 $ 1,914.00 $ 1,914.00 0711 11160 THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL EA 6 $ 143.00 $ 858.00 0711 11170 THERMOPLASTIC, STANDARD, WHITE, ARROW EA 6 $ 86.00 $ 516.00 SIGNING & PAVEMENT MARKING TOTAL $ 5,202.00 SUBTOTALS 12,605.0 CONTINGENCY ILS 1 20% Is SUBTOTAL GRAND TOTAL 1,040.40 1,040.40 40 Unit prices are per FDOT Current 12 Month Moving Market Area 13 Average (2025/01/01 to 2026/01/28) Cost of Permitting, Utility Relocation are not included in this Opinion of Probable Cost. The Consultant has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Consultant at this time and represent only the Consultant's judgment as a design professional familiar with the construction industry. The Consultant cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs. Opinion of Probable Cost does not include right-of-way acquisition, easements, survey, geotechnical information, and subsurface exploration. Kimley>Morn 3/2/2026 OPINION OF PROBABLE COST Standard Bicycle Lane (Reconstruction) - 5 Feet Wide For 1,000 Linear Feet DESCRIPTION UNIT QTY. UNIT COST TOTAL COST ROADWAY PAY ITEMS 0 4 TYPE B STABILIZATION SY 778 $ 1.50 5 711 OPTIONAL BASE, BASE GROUP 11 SY 778 $ 37.00 7782 ASPHALTIC CONCRETE FRICTION COURSE, TRAFFIC C, FC-9.5, PG 76-22 1'. TN 43 $ 212.00 0 1 10 ICONCRETE CURB & GUTTER, TYPE F LF 1000 $ 50.00 ROADWAY TOTAL SIGNING & PAVEMENT MARKING PAY ITEMS 011101 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, SOLID, 6" GM 0.378 $ 1,420.00 011160 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 82.00 011170 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROW EA 2 $ 50.00 090 PAINTED PAVEMENT MARKINGS, FINAL SURFACE LS 1 $ 1,420.00 1 11160 THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 143.00 1 11170 THERMOPLASTIC, STANDARD, WHITE, ARROW EA 2 $ 86.00 1 16101 THERMOPLASTIC. STANDARD -OTHER SURFACES WHITE. SOLID. 6" GM 0. 178 1 S 5.870.00 LS 1,167.00 28,786.00 9,116.00 50,000.00 89,069.00 536.76 164.00 100.00 1,420.00 286.00 172.00 2,218.86 4,898.00 18.794.00 nit prices are per FDOT Current 12 Month Moving Market Area 13 Average (2025/01/01 to 2026/01/28) 1 ost of Permitting, Utility Relocation are not included in this Opinion of Probable Cost. ie Consultant has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are 3sed on the information known to Consultant at this time and represent only the Consultant's judgment as a design professional familiar with the construction industry. The Consultant cannot and does not guarantee that proposals, ds, or actual construction costs will not vary from its opinions of probable costs. pinion of Probable Cost does not include right-of-way acquisition, easements, survey, geotechnical information, and subsurface exploration Kimley>Morn 3/2/2026 OPINION OF PROBABLE COST Standard Bicycle Lane (Milling and Resurfacing) - 5 Feet Wide For 1,000 Linear Feet DESCRIPTION UNIT QTY. UNIT COST TOTAL COST ROADWAY PAY ITEMS 0327 70 6 MILLING EXISTING ASPHALT PAVEMENT, 1 1/2" AVG DEPTH SY 556 $ 3.00 $ 1,668.00 0337782 ASPHALTIC CONCRETE FRICTION COURSE, TRAFFIC C, FC-9.5, PG 76-22 (1.5..) TN 46 $ 37.00 1 $ 1,702.00 ROADWAY TOTALI $ 3,370.00 SIGNING & PAVEMENT MARKING PAY ITEMS 0710 11101 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, SOLID, 6" GM 0.378 $ 1,420.00 $ 536.76 0710 11160 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 82.00 $ 164.00 0710 11170 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROW EA 2 $ 50.00 $ 100.00 071090 PAINTED PAVEMENT MARKINGS, FINAL SURFACE LS 1 $ 1,420.00 $ 1,420.00 0711 11160 THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 143.00 $ 286.00 0711 11170 THERMOPLASTIC, STANDARD, WHITE, ARROW EA 2 $ 86.00 $ 172.00 0711 16101 ITHERMOPLASTIC, STANDARD -OTHER SURFACES WHITE, SOLID, 6" GM 0.378 $ 5,870.00 $ 2,218.86 SIGNING & PAVEMENT MARKING TOTAL $ 4,898.00 RM SUBTOTAL CONTINGENCY LS 20% $ 1,654.00 SUBTOTAL GRAND TOTAL Unit prices are per FDOT Current 12 Month Moving Market Area 13 Average (2025/01/01 to 2026/01/28) Cost of Permitting, Utility Relocation are not included in this Opinion of Probable Cost. The Consultant has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Consultant at this time and represent only the Consultant's judgment as a design professional familiar with the construction industry. The Consultant cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs. Opinion of Probable Cost does not include right-of-way acquisition, easements, survey, geotechnical information, and subsurface exploration. Kimley >>> Horn 3/2/2026 OPINION OF PROBABLE COST Buffered Bicycle Lane (Reconstruction) - 7 Feet Wide with 3 Feet Wide Buffer For 1,000 Linear Feet DESCRIPTION UNIT QTY. UNIT COST TOTAL COST ROADWAY PAY ITEMS 0160 4 TYPE B STABILIZATION SY 1334 $ 1.50 $ 2,001.00 0285 711 OPTIONAL BASE, BASE GROUP 11 SY 1334 $ 37.00 $ 49,358.00 0337782 JASPHALTIC CONCRETE FRICTION COURSE, TRAFFIC C, FC-9.5, PG 76-22 1'. TN 74 $ 212.00 $ 15,688.00 0520 1 10 CONCRETE CURB & GUTTER, TYPE F LF 1000 $ 50.00 $ 50,000.00 ROADWAY TOTAL $ 117,047.00 SIGNING & PAVEMENT MARKING PAY ITEMS 0710 11101 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, SOLID, 6" GM 0.387 $ 1,420.00 $ 549.54 0710 11160 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 82.00 $ 164.00 0710 11170 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROW EA 2 $ 50.00 $ 100.00 071090 PAINTED PAVEMENT MARKINGS, FINAL SURFACE LS 1 $ 1,420.00 $ 1,420.00 0711 11160 THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 143.00 $ 286.00 0711 11170 THERMOPLASTIC, STANDARD, WHITE, ARROW EA 2 $ 86.00 $ 172.00 0711 16101 THERMOPLASTIC, STANDARD -OTHER SURFACES WHITE, SOLID, 6" GM 0.387 $ 5,870.00 $ 2,271.69 SIGNING & PAVEMENT MARKING TOTAL $ 4,964.00 SUBTOTAL CONTINGENCY LS 200 $ 24,402.20 SUBTOTAL GRAND TOTAL Unit prices are per FDOT Current 12 Month Moving Market Area 13 Average (2025/01/01 to 2026/01/28) Cost of Permitting, Utility Relocation are not included in this Opinion of Probable Cost. The Consultant has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Consultant at this time and represent only the Consultant's judgment as a design professional familiar with the construction industry. The Consultant cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs. Opinion of Probable Cost does not include right-of-way acquisition, easements, survey, geotechnical information, and subsurface exploration. Kimley>)Morn 3/2/2026 OPINION OF PROBABLE COST Buffered Bicycle Lane (Milling and Resurfacing) - 7 Feet Wide with 3 Feet Wide Buffer For 1,000 Linear Feet DESCRIPTION m 11 UNIT 1 QTY. UNIT COST TOTAL COST ROADWAY PAY ITEMS 0327 70 6 MILLING EXISTING ASPHALT PAVEMENT, 1 1/2" AVG DEPTH Sy 1111 $ 3.00 $ 3,333.00 0337782 ASPHALTIC CONCRETE FRICTION COURSE, TRAFFIC C, FC-9.5, PG 76-22 (1.5..) TN 92 $ 212.00 $ 19,504.00 ROADWAY TOTALI $ 22,837.00 SIGNING & PAVEMENT MARKING PAY ITEMS 0710 11101 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, SOLID, 6" GM 0.387 $ 1,420.00 $ 549.54 0710 11160 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 82.00 $ 164.00 0710 11170 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROW EA 2 $ 50.00 $ 100.00 071090 PAINTED PAVEMENT MARKINGS, FINAL SURFACE LS 1 $ 1,420.00 $ 1,420.00 0711 11160 THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 143.00 $ 286.00 0711 11170 THERMOPLASTIC, STANDARD, WHITE, ARROW EA 2 $ 86.00 $ 172.00 0711 16101 ITHERMOPLASTIC, STANDARD -OTHER SURFACES WHITE, SOLID, 6" GM 0.387 $ 5,870.00 $ 2,271.69 SIGNING & PAVEMENT MARKING TOTAL $ 4,964.00 RM SUBTOTAL CONTINGENCY LS 20% $ 5,560.20 SUBTOTAL GRAND TOTAL Unit prices are per FDOT Current 12 Month Moving Market Area 13 Average (2025/01/01 to 2026/01/28) Cost of Permitting, Utility Relocation are not included in this Opinion of Probable Cost. The Consultant has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Consultant at this time and represent only the Consultant's judgment as a design professional familiar with the construction industry. The Consultant cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs. Opinion of Probable Cost does not include right-of-way acquisition, easements, survey, geotechnical information, and subsurface exploration. Kimley >>> Horn 3/2/2026 OPINION OF PROBABLE COST Shared Use Path - 10 Feet Wide For 1,000 Linear Feet ITEM NUM DESCRIPTION UNIT QTY. UNIT COST TOTAL COST ROADWAY PAY ITEMS 0160 4 TYPE B STABILIZATION SY 1111 $ 1.50 $ 1,666.50 0285 711 OPTIONAL BASE, BASE GROUP 11 SY 1111 $ 37.00 $ 41,107.00 0337782 ASPHALTIC CONCRETE FRICTION COURSE, TRAFFIC C, FC-9.5, PG 76-22 1" TN 61 $ 212.00 $ 12,932.00 0570 1 2 PERFORMANCE TURF, SOD SY 778 $ 6.00 $ 4,668.00 ROADWAY TOTAL $ 79,252.00 SUBTOTAL ,$ 79,252.00 CONTINGENCY ILS 1 20% $ 15,851.00 SUBTOTAL $ 15,851.00 GRAND TOTAL MEL 95,103.00 Unit prices are per FDOT Current 12 Month Moving Market Area 13 Average (2025/01/01 to 2026/01/28) Cost of Permitting, Utility Relocation are not included in this Opinion of Probable Cost. The Consultant has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Consultant at this time and represent only the Consultant's judgment as a design professional familiar with the construction industry. The Consultant cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs. Opinion of Probable Cost does not include right-of-way acquisition, easements, survey, geotechnical information, and subsurface exploration. Kimley �)) Horn 3/2/2026 OPINION OF PROBABLE COST Protected Bicycle Lane (Widening/Reconstruction) - 7 Feet Wide with 2 Feet Wide Tubular Marker Buffer For 1,000 Linear Feet DESCRIPTION UNIT QTY. UNIT COST TOTAL COST ROADWAY PAY ITEMS 0160 4 TYPE B STABILIZATION SY 1225 $ 1.50 $ 1,837.50 0285 711 OPTIONAL BASE, BASE GROUP 11 SY 1225 $ 37.00 $ 45,325.00 0337782 ASPHALTIC CONCRETE FRICTION COURSE, TRAFFIC C, FC-9.5, PG 76-22 1" TN 68 $ 212.00 $ 14,416.00 0520 1 10 CONCRETE CURB & GUTTER, TYPE F LF 1000 $ 50.00 $ 50,000.00 0704 1 1 TUBULAR MARKER, DURABLE, 36" WHITE POST EA 10 $ 113.00 $ 1,130.00 ROADWAY TOTAL $ 112,709.00 SIGNING & PAVEMENT MARKING PAY ITEMS 0710 11101 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, SOLID, 6" GM 0.378 $ 1,420.00 $ 536.76 0710 11160 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 82.00 $ 164.00 0710 11170 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROW EA 2 $ 50.00 $ 100.00 071090 PAINTED PAVEMENT MARKINGS, FINAL SURFACE LS 1 $ 1,420.00 $ 1,420.00 0711 11160 THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 143.00 $ 286.00 0711 11170 THERMOPLASTIC, STANDARD, WHITE, ARROW EA 2 $ 86.00 $ 172.00 0711 16101 THERMOPLASTIC, STANDARD -OTHER SURFACES WHITE, SOLID, 6" GM 0.378 $ 5,870.00 SIGNING & PAVEMENT MARKING TOTAL SUBTOTAL $ 2,218.86 $ 4,898.00 $ 117,607.00 CONTINGENCY ILS 20% $ 23,521.40 SUBTOTAL $ 23,521.40 GRAND TOTAL $ 141,128.40 Unit prices are per FDOT Current 12 Month Moving Market Area 13 Average (2025/01/01 to 2026/01/28) Cost of Permitting, Utility Relocation are not included in this Opinion of Probable Cost. The Consultant has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Consultant at this time and represent only the Consultant's judgment as a design professional familiar with the construction industry. The Consultant cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs. Opinion of Probable Cost does not include right-of-way acquisition, easements, survey, geotechnical information, and subsurface exploration. Kimley >>> Horn 3/2/2026 OPINION OF PROBABLE COST Protected Bicycle Lane (Milling and Resurfacing) - 7 Feet Wide with 2 Feet Wide Tubular Marker Buffer For 1,000 Linear Feet DESCRIPTION m 11 UNIT QTY. UNIT COST TOTAL COST 1 ROADWAY PAY ITEMS 0327 70 6 MILLING EXISTING ASPHALT PAVEMENT, 1 1/2" AVG DEPTH SY 1225 $ 3.00 $ 3,675.00 0337782 ASPHALTIC CONCRETE FRICTION COURSE, TRAFFIC C, FC-9.5, PG 76-22 (1.5..) TN 101 $ 212.00 $ 21,412.00 ROADWAY TOTALI $ 25,087.00 SIGNING & PAVEMENT MARKING PAY ITEMS 0710 11101 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, SOLID, 6" GM 0.378 $ 1,420.00 $ 536.76 0710 11160 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 82.00 $ 164.00 0710 11170 PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROW EA 2 $ 50.00 $ 100.00 071090 PAINTED PAVEMENT MARKINGS, FINAL SURFACE LS 1 $ 1,420.00 $ 1,420.00 0711 11160 THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL EA 2 $ 143.00 $ 286.00 0711 11170 THERMOPLASTIC, STANDARD, WHITE, ARROW EA 2 $ 86.00 $ 172.00 0711 16101 ITHERMOPLASTIC, STANDARD -OTHER SURFACES WHITE, SOLID, 6" GM 0.378 $ 5,870.00 $ 2,218.86 SIGNING & PAVEMENT MARKING TOTAL $ 4,898.00 RM SUBTOTAL CONTINGENCY LS 20% $ 5,997.00 SUBTOTAL GRAND TOTAL Unit prices are per FDOT Current 12 Month Moving Market Area 13 Average (2025/01/01 to 2026/01/28) Cost of Permitting, Utility Relocation are not included in this Opinion of Probable Cost. The Consultant has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Consultant at this time and represent only the Consultant's judgment as a design professional familiar with the construction industry. The Consultant cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs. Opinion of Probable Cost does not include right-of-way acquisition, easements, survey, geotechnical information, and subsurface exploration.