miami-beach-bicycle-pedestrian-master-plan-draft-reportcity of miami beach
bicycle pedestrian master plan
prepared by: the street plans collaborative
201 5
MIAMI BEACH LRT
City Of MiaMi BeaCh Staff
Jimmy morales, City manager
Kathie BrooKs, assistant City manager
Jose gonzalez, Pe
eriC CarPenter Pe
Josiel Ferrer, ei
Xavier FalConi, Pe
a C K n o w l e d g e m e n t s
the Street PlanS COllaBOrative
anthony garCia
miKe lydon
Julie Flynn
suom FranCis
eriC Katz
stePhanie rioFrio
atkinS
Paul manniX, Pe
darlene Fernandez, Pe
Junias adaJuste, atKins
howard davis
dario gonzales
Christelle gossein
Biran FolK
daniel morales
marCella Paz Cohan
Paul Balev
Carolina Bolado
ron mayer
isaBel aroCha
adam sChwarz
margaret moizel
Jean KoCh
Charlie raBins
harvey Burstein
a. Friedman
wanda mouzon
PrOjeCt teaM
thanKs go out to the Following grouPs and individuals who oFFered inPut into the Creation oF the Plan:
Krissie thomPson
marK samuelian
laura dominguez
PatriCia henoo
leslie gonzalez
Christine Florez
sara vill-iloCh
marK weihorn
Jill turner
marC gellman
Karen rivo
Kaizin von arX
danielle harF
miChael diFiliPPi
Kathleen Cattie
Justen thomas
wendy JaCoBs
larry rosen
marK mCClenney
shawn Bryant
John laBus
Julian guerara
rene nagen
terese ingram
nanCy duKe
nanCy lieBman
BoBBy duKe
Charles lowrio
Ken BeresKi ii
diana susi
sheryl gold
mihaly lennert
gary hunt
Commissioner miCKy steinBerg
Commissioner miChael grieCo
Commissioner Joy malaKoFF
Commissioner Jonah wolFson
Commissioner edward l. toBin
Commissioner deede weithorn
THE IDEAS AND DRAWINGS IN THIS REPORT ARE PROVIDED FOR INFORMATIONAL PURPOSES ONLY. IF USED FOR CONSTRUCTION. THE CONTRACTOR ASSUMES ALL RESPONSIBILITY FOR LOCAL CODE COMPLIANCE. ALL DRAWINGS, PLANS, SKETCHES ETC. ARE PROVIDED BASED UPON INFORMATION PROVIDED BY THE CLIENT AND DRAWN IN ACCORDANCE WITH COMMON BUILDING PRACTICES AND LOCAL CODES. ALL DIMENSIONS AND SPECIFICATIONS SHOULD BE VERIFIED BY CLIENT AND/OR CONTRACTOR BEFORE ACTUAL CONSTRUCTION BEGINS. STREET PLAN AS-SUMES NO LIABILITY FOR CHANGES AND/OR REVISIONS MADE TO PLANS BY CLIENT AND/OR CONTRACTOR.
City Of MiaMi BeaCh City COMMiSSiOn
mayor PhiliP levine
M IAMI S AN F RANCISCO N EW Y O R K
2. PLANNING PROCESS 25
5. BICYCLE PARKING 73
3. CRITERIA & APPROACH 37
1. GOALS & POLICY 07
PUBLIC INPUT 26
CITYWIDE CRASH DATA 32
PERFORMANCE MEASURES 38
CRITERIA 39
BICYCLE PLANNING KIT 44
GOALS 9
POLICY 13
4. BICYCLE NETWORK PLAN 47
GREEN BIKE LANES 48
CITYWIDE CONTEXT & PHASING 50
NORTH BEACH 55
MIDDLE BEACH 61
SOUTH BEACH 67
EXISTING CONDITIONS 74
CITYWIDE PROPOSED PLAN 77
SOUTH BEACH 78
MIDDLE BEACH 80
NORTH BEACH 82
BICYCLE PARKING TYPES 84
6. APPENDIX 91
CRASH DATA 92
LITERATURE REVIEW 95
STREET DESIGN ANALYSIS 105
BICYCLE AND PEDESTRIAN COUNTS 183
IMPLEMENTATION CHART 187
- This Page Intentionally Blank-
PAGE 4
EXECUTIVE SUMMARY
More people are riding bikes and walking around Miami
Beach than ever before. From the advent of CitiBike, to
having one of the most robust bicycle scenes in South
Florida, active transportation plays a key role in the life of
Beach residents and visitors. As the data in the following
pages shows, a third of people on Miami Beach at any
one time are riding, walking or taking transit; a statistic that
requires a robust policy change.
Every great plan has a strong vision behind it, along with
the consensus of staff, elected officials, and residents. Key to
implementing this plan will be the development of low stress,
safe and convenient bicycle and pedestrian streets that will
encourage bicycling and walking, enhance the environment
and improve public health and quality of life.
This document, and the process that created it, mark a shift
in the priorities of city leaders and staff toward a balanced
transportation network. One that elevates human based
modes - bicycling, walking and taking transit - as viable
forms of transportation for a majority of city residents.
Approximately 45% of City residents, commuters, and
tourists currently walk, bike or use transit as their primary
means of transportation. This is a substantial percentage of
the population whose transportation needs are addressed
by the policies and designs in this report and in the 2015
Transportation Master Plan (TMP).
The projects and implementation strategy shared within
reflect the desire of the Mayor, City Commission, and City
Manager and Staff to increase the proportion of city residents
who walk and bike as their main form of transportation from
19% today up to 26% in 2020, and 32% in 2035.
The Bicycle Network Plan in the pages that follow includes
over 20 Miles of new and improved bikeways. The plan is
has been divided into three distinct categories of projects
that will provide for significantly improved bicycle and
pedestrian safety and access, and addresses connectivity
neighborhood by neighborhood.
Each category of projects builds on previous efforts and tries
to improve bicycle access incrementally with the goal of
increasing bicycle and pedestrian modeshare, while having
a longer term view of improvements to the network as
funding and conditions permit. The three categories are:
CATEGORY 1 PROJECTS, AKA “FILLING
IN THE GAPS,” projects that provide short
term improvements to the existing network. These
projects fill in gaps within the existing bicycle
network over the next five years.
CATEGORY 2 PROJECTS, AKA
“IMPROVEMENTS TO EXISTING,” are
improvements that can be made to the existing
bikeway network (as identified in this report).
CATEGORY 3 PROJECTS are those that will
require extensive changes, and which may require
significant political will and further study to pursue.
These projects may be desirable in their impact on
bicycle modeshare, but their political / financial
feasibility requires further study.
The 20 year plan envisions a network of protected bike
lanes on major corridors, and a network of greenways
on residential streets. Existing bike lanes and sharrows
on major corridors should be converted into protected
bicycle facilities, and critical connections at 71 Street,
63 Street, 51 Street, and Alton at Chase Ave should be
made. Major interventions in the plan occur on state
or county roads, where the volume of traffic is above
25,000 ADT or the speed above 35 mph.
Critical regional connections at the MacArthur Causeway,
the Venetian Causeway, the Julia Tuttle and the JFK
Causeway all require investments in separate bicycle
and pedestrian infrastructure to accommodate inter-city
regional travel between Miami Beach and mainland
Miami.
Notable in the long term plan is a synthesis with potential
rail linkages on 5 Street and Washington. These
investments in rail transit infrastructure along with the
improvements shown here will lead to the 14% bicycle
mode share by 2035 (A 9% increase over 20 years.)
While these plans cannot predict changes in political
climate, costs, or other factors that may impact the
order in which these projects are done, city leaders are
encouraged to go beyond the recommendations of this
report whenever possible. Decision makers should allow
for a flexible and aggressive implementation strategy
than what is shown on these maps if conditions allow.
PAGE 6
VISION, GOALS & POLICIES
SETTING A VISION
More people are riding bikes and walking around Miami Beach than ever before. From the advent of
CitiBike, to having one of the most robust bicycle scenes in South Florida, active transportation plays a
key role in the life of Beach residents and visitors. As the data in the following pages shows, a third of
people on Miami Beach at any one time are riding, walking or taking transit; a statistic that requires a
robust policy change.
Every great plan has a strong vision behind it, along with the consensus of staff, elected officials, and
residents. Key to implementing this plan will be the development of low stress, safe and convenient
bicycle and pedestrian streets that will encourage bicycling and walking, enhance the environment and
improve public health and quality of life.
This document, and the process that created it, mark a shift in the priorities of city leaders and staff
toward a balanced transportation network. One that elevates human based modes - bicycling, walking
and taking transit - as viable forms of transportation for a majority of city residents.
To that end this report starts with a statement of vision and guiding principals and policy action items
(Chapter 1), followed by a discussion of our data collection process (Chapter 2), culminating in the
description of three phases in the development of the bicycle network (Chapter 3) and a street level
analysis that shows how key intersections and roadways can be redesigned to prioritize bicyclists and
pedestrians (Chapter 4). All of which will ne reinforced by a robust appendix with more information
regarding crash data, implementation analysis, and calibrated street sections (Chapter 6).
PAGE 8
The plan in these pages seeks as its main goal
to increase the number of people who safely
bike and walk around Miami Beach.
Through research shared on the adjacent
page we have estimated Miami Beach’s
travel mode split. These numbers show how
residents and tourists today travel around
Miami Beach right now. Approximately
45% of City residents, commuters, and
tourists currently walk, bike or use transit as
their primary means of transportation. This is
a substantial percentage of the population
whose transportation needs are addressed
by the policies and designs in this report and
in the 2015 Transportation Master Plan (TMP).
The projects and implementation strategy
shared within reflect the desire of the Mayor,
City Commission, and City Manager and Staff
to increase the proportion of city residents
who walk and bike as their main form of
transportation from 19% today up to 26%
in 2020, and 32% in 2035.
To achieve these goals, we have made basic
assumptions about the relationship of mode
share to the bicycle and pedestrian network
density, the potential development of a rail
connection between mainland Miami and
Miami Beach, and the continued increase
countywide of non-motorized transportation.
These goals place Miami Beach at the forefront
of 21 Century transportation planning in
Miami-Dade County, and will propel Miami
Beach into a national leadership position with
regard to transportation.
SETTING GOALS
CURRENT
MODE
SPLIT
2035
MODE
SPLIT
2020
MODE
SPLIT
26% Bike/Ped
9% Bike
17% Ped
32% Bike/Ped
14% Bike
18% Ped
20% Bike/Ped
5% Bike
15% Ped
PAGE 9
SETTING GOALS
We researched Miami-Dade Transit routes within the city, City
sponsored circulators, the 2014 Miami Beach Community
Satisfaction Survey, the 2008-2013 American Community Survey,
2010 Census data, and other related demographic studies to
establish a baseline view of how people move around Miami
Beach today.
Among other details, the data shown to the right, indicates:
• An estimated 122,000 people are on Miami Beach on any
given day.
• 29% of residents do not use cars as their daily form
of transportation.
• Over half of the population of South Beach is on
foot at any given time.
• When we factored in tourists, 45% of the daily
population of Miami beach does not have a car. A
good reason to invest in better infrastructure.
• 36% of the population on any given day is taking
transit.
These facts should come as no surprise to Miami Beach residents
or visitors. Elected officials, staff, and regional stakeholders should
view this data as a clear mandate to prioritize pedestrians and
bicyclists in the design of city streets.
CALCULATING BASELINE
Total Population:87,779*
Total Area:8.7 Sq Mi.
Est. Annual Tourists: ◊12.6 Million
Est Daily Tourists:◊34,500
Est. Daily Commuters:
Total Daily Population:
Total Daily Transit
Ridership:
Percentage of Tourists
who rented cars:
Estimated Percentage
of non-car tourists:
25,000
30%
68%
Modes of Transportation to Work:†
Total working
population
48,761
Car/Truck/Van
(Drove alone)**
59% (28,969)
Walk 14% (6,724)
Public Transit 10% (4,837)
Bicycle 5% (2,452)
Other 4% (1,941)
* 2010 U.S. Census
◊Estimated number of visitors spending
at least 1 night - Greater Miami
Convention & Visitors Bureau “2010
Greater Miami and Beaches Visitor
Industry Overview”
†2009-2013 American Community
Survey, “Means of Transportation to
Work by Age”
**According to the 2009 - 2013
American Community Survey,14%
(4,063) of those traveling by Car,
Truck or Van carpooled.
othertransitwalkbikework @
home
59%
10%
4%
8%
5%
14%
car
26% Bike/Ped
9% Bike
17% Ped
20% Bike/Ped
5% Bike
15% Ped
PAGE 10
PERFORMANCE MEASURES: MODESHARE
hOw Can we MeaSure the SuCCeSS Of thiS
Plan?
Traditionally, the success of streets has been measured
through the efficiency in which goods and services
are moved through out the network.
This plan uses as its main metric of success an increase
in the number of people who bike and walk.
Tripling the bicycle modeshare over the next thirty
years will mean that we need to make significant
changes to our infrastructure design and policy in the
years to come. While we do not yet have the ability
to track bicycle or pedestrian mode share in real
time, we can collect important data points that will
help us estimate the potential impact of the projects
proposed in this plan in the hopes of better informing
implementation of the plan.
The plan will rely on two important metrics that will
begin to help staff and stakeholders understand how
investments made in infrastructure will translate to
modeshare gains.
The first is the percentage of the total street
network that has some designated bicycle
facility, either protected or unprotected. Research
shows that cities can achieve a basic level of bicycle
modeshare of X% if the ratio of bicycle facility lane
miles to total lane miles exceeds .2. That means that
if over 20% of the street network has bicycle facilities
then the bicycle modeshare will be in the range of up
to 5-6%
Improvements in policy, including items listed in
the following pages, can help further solidify and
marginally increase this number, but to reach double
digit gains in bicycle ridership envisioned in this
report will involve the expansion of protected lanes
around the city. A second metric, the percentage
of the bicycle network that is low stress, will
determine how much more bicycle mode share the city
achieves.
By looking at other comparable cities, like Santa
Monica and Key West, we can derive ratios for each
of these metrics that will allow us to determine the
impact of a particular project.
Other important, and measurable data that can tell us
if the plan is working include:
• Decrease in street fatalities and injuries for all age
groups.
• Increase in transit ridership
• The number of trips by walking, cycling, and transit
increases.
• Vehicle travel is reduced.
• Prevailing speeds of vehicles on local streets
decrease.
• Street water runoff is reduced.
• Retail sales and tourism increase.
• Resident satisfaction increases.
• Tenant retention increases.
• Traffic congestion is greatly reduced.
PAGE 11
Achieving these mode split goals will mean designing
and building bicycle facilities that people will use.
Understanding the types of facilities that people feel
comfortable and safe using will help implement a
practical plan. Research suggests that most people fit into
four broad categories when it comes to their relationship
to bicycling (and subsequent preferences for bicycle
facility type).
A general description of each type along with typical
bicycle facilities appropriate for each are described
below and in the pages that follow. Our approach seeks to
appeal to the Type 3 riders on major roads with protected
facilities, in addition to the traditional approaches that
place on-street facilities for Type 1 and 2 riders.
tyPe 1: StrOng and fearleSS
• Experienced riders who bike regularly;
• More likely to use bicycles to complete longer trips;
• Commuters, racers, messengers, recreational cyclist;
• Prefer route that provides direct access to destination;
• Comfortable sharing roadway with vehicular traffic;
• More aware of traffic rules as they relate to bicycles;
• More likely to prefer wide outside curb lanes ;
• Preferred Facility Type: roadway shoulder, travel
lane
tyPe 2: enthuSed and COnfident
• Skilled bicyclist who bike with varying regularity;
• More likely to use bicycling to complete a part of a
trip (e.g. origin to bus stop and bus);
• Prefer low-speed, low traffic routes;
• Likely to use sidewalks;
• Prefer separation from vehicular traffic;
• Preferred Facility Type: designated on- or off-
road bicycle facilities depending on speed and
volume.
tyPe 3: intereSted But COnCerned
• Beginner bicyclist; may not have bicycled for a long
time;
• Would bicycle more with low stress routes that may
not provide direct access;
• Likely to use sidewalks, prefer separation from cars;
• Preferred Facility Type: off- road bicycle facilities
(shared path, protected bike lane)
To help communicate the need to accommodate the most
vulnerable users, Street Plans helps stakeholders visualize
Roger Geller’s oft-cited framework for bicycle planning
and design.
CRITERIA AND APPROACH
BiCyCle FaCility Criteria
Choosing the right type of bicycle facility for a
given route involves understanding the volume,
speed and street type as well as a consideration
of the desired rider demographic. Here are
general guidelines for the design and placement
of bicycle routes.*
For Streets Below 25 mph and 7 - 10,000 ADT:
• Bicycle Boulevard
• Bike Lane
• Off-road Greenway
For Streets Between 25 mph and 35 mph,
10 - 18,000 ADT:
• Bike Lane
• Off-road Greenway
• Shared use path
For Streets Between 35 mph and above, over
20,000 ADT:
• Off-street Greenway
• Shared use path
• Protected bike lane
On streets over 35 mph and 20,000 ADT,
protected facilities are recommended as these
are safety thresholds. The average bicyclists feel
the greatest safety and comfort while driving on
the road where traffic travels under 40 mph.
* http://nacto.org/cities-for-cycling/design-guide/
PAGE 12
The goals and accompanying policy recommendations in this section
are divided into eight categories. Partially based on the League
of American Bicyclists’ “Five E’s”, together with some practical
implementation needs. The categories are:
Engineering
Encouragement
Education
Enforcement
Equity
Funding
Implementation
Evaluation
The goals and policy changes proposed herein contain as their core
ethos the following principles:
Design for all ages, physical abilities, or income levels
Encourage people to travel by walking, bicycling, and transit,
and to drive less
Foster commerce and promote the economic well-being of both
businesses and residents
Reduce energy consumption, greenhouse gas emissions and
other air pollution
Acknowledges that streets are civic space with a social function
that connects people through everyday interaction.
Involve the community in shared responsibility for street design
Create inviting places with engaging architecture, street
furniture, landscaping, and public art that reflect the diversity
and cultures of the city of Miami Beach.
Encourage active and healthy lifestyles
Integrate environmental stewardship, water management,
energy conservation, and preservation of plant life
Enhance the safety and security of streets, from both a traffic and
personal perspective
Create livable neighborhoods
Reduce street water runoff and pollution, and maximize infiltration
and reuse of storm water
GOALS
The walking school bus program encour-
ages biking and walking to school with
one or more adults.
Parklets are a way to enhance the pedes-
trian realm
The walking school bus program encour-
ages biking and walking to school with
one or more adults.
PAGE 13
gOal 1: engineering - PrOvide a Citywide netwOrk Of Safe,
COnvenient and aCCeSSiBle BiCyCle and PedeStrian faCilitieS
fOr all uSerS.
aCtiOn 1.1: adOPt a gOal Of develOPing 80% Of the
Street netwOrk with BiCyCle faCilitieS
Increasing the number of lane miles of bicycle facilities
around the city is an important step in increasing the
number of people who bike around.
aCtiOn 1.2: enSure that the Citywide BiCyCle netwOrk
addreSSeS the needS Of different tyPeS Of uSerS frOM
exPerienCed CyCliStS On arterial rOadwayS tO lOw StreSS
rOuteS On lOCal rOadS.
aCtiOn 1.3: eStaBliSh a MaintenanCe PrOgraM and
StandardS that enSure Safe and uSaBle BiCyCle and
PedeStrian faCilitieS.
aCtiOn 1.4: Strive tO PrOvide aMenitieS faCilitieS
Such as bicycle parking and storage, lighting,
landscaping, signing, pavement marking, signalization
and seating to improve the utility and comfort of
bicyclists and pedestrians.
aCtiOn 1.5: iMPrOve wayfinding and viSiBility
The strategic design and location of route signs will
do much to improve the visibility of the city’s bicycle
network. Such signs should be placed in highly
conspicuous places like downtown, highly transited
areas, and neighborhood centers. In addition, signs and
maps should be located at bicycle shops, transit stations
and bicycle parking shelters.
aCtiOn 1.6: adOPt a “viSiOn 0” POliCy
gOal 2: enCOurageMent - PrOMOte and enCOurage
CyCling and walking aS viaBle fOrMS Of tranSPOrtatiOn,
healthy fOrMS Of exerCiSe, and aS a POSitive Benefit tO the
envirOnMent.
aCtiOn 2.1: eStaBliSh Bike- tO -wOrk week aCtivitieS
Partner with the MPO, local employers and other
organizations to host commuter contests, group rides and
GOALS: POLICIES
PAGE 14
incentives for bicycle commuting during bike-to-work week. Use
BIKEMIAMIBEACH.ORG portal to promote and document these
activities.
aCtiOn 2.2: raiSe PrOfile Of natiOnal Bike MOnth
Sponsor, support, promote and/ or collaborate with
municipalities, businesses and non-profit organizations to
promote group rides and events during the month of May,
which is National Bike Month.
aCtiOn 2.3: PrOMOte BiCyCle COMMuting
Work with employers to develop programs, incentives and
end-of-trip facilities that encourage employees to commute via
bicycle. Use BIKEMIAMIBEACH.ORG and social media pages
to encourage people to connect with each other so that they
may ride to work/transit together rather than drive.
aCtiOn 2.4: uPdate BikeMiaMiBeaCh.Org
Update the City’s Bicycle Pedestrian website, bikemiamibeach.
org, with ongoing bicycle, pedestrian and transit information.
This should include the latest regional bikeway information (
paths, multimodal travel, etc), street design information, and
other relevant information.
aCtiOn 2.5: SPOnSOr MOnthly faMily reCreatiOnal faMily
rideS
Work with the Miami Beach Police Department and any/all
local advocacy organizations to organize a seasonal, monthly
recreational ride.
aCtiOn 2.6: PrOvide adequate PuBliC BiCyCle Parking at
City-SPOnSOred eventS
In addition to permanent bicycle parking through out the City,
provide temporary bicycle parking valet stations at large City-
Sponsored events if held in locations where parking facilities
cannot supply the demand.
aCtiOn 2.7: Create and uPdate Bike/walk MaP
As the on-street bikeway is built out , and shared use paths
and new crossings are added, create a map displaying all
on and off street bikeways. This map should include traffic
safety information, the location of significant destinations and
be distributed in portable print and on-line form. Update and
re-distribute the map on an annual basis.
aCtiOn 2.8 enCOurage eMPlOyerS tO PrOvide faCilitieS fOr
eMPlOyeeS whO Bike tO wOrk
GOALS & POLICIES
Policy and Street design are interdepen-
dent in regards to Safe Routes to school
programs.
Numerous locations in The City can
be enjoyed by bicycle or walking. A
comprehensive map of facilities and
landmarks should be paired with City-
sponsored tours.
BikeMiamiBeach.org serves as a portal
for information between The City and the
public where comments and updates are
posted and tracked.
PAGE 15
GOALS & POLICIES
(e.g., locker rooms, showers and bicycle parking)
through coordination with South Florida Commuter
Services.
ACtiOn 2.9 enCOurage BiCyCle and PedeStrian
training and Safety PrOgraMS
In conjunction with local institutions, non-profit
organizations and bicycle and pedestrian interest
groups.
aCtiOn 2.10: enCOurage Creative Bike / PedeStrian
COMMunity engageMent
Foster creative engagement through bicycle/pedestrian
- themed art exhibitions at local museums and street
fairs; create bicycle film festival where residents and
visitors may create short films that promote multimodal
culture and highlight Miami Beach.
gOal 3: iMPleMentatiOn - PrOMOte lOng terM
iMPleMentatiOn and evaluatiOn Of BiCyCle and PedeStrian
Planning and develOPMent.
aCtiOn 3.1: eStaBliSh BiCyCle / PedeStrian dePartMent
Establish a permanent bicycle and pedestrian
coordinator within the city, to coordinate the work of
Public Works Department.
aCtiOn 3.2: eStaBliSh Street deSign COMMittee
Provide a forum for bicycle, pedestrian, and street
planning and discussion through an official commission
sanctioned committee, to include the stakeholders
responsible for this document, in addition to
representation from the City Department of Parks and
Recreation, the Planning Department, the Department of
Public Works and the Transportation Department.
aCtiOn 3.3:
Establish mechanisms to ensure full public participation
in developing citywide policies, plans and programs.
Increasing the number of officers on bike helps
make the streets safe for bicyclists and pedestrians
and may influence modeshare split for the interest-
ed but concerned group.
Initiatives like a Bicycle Film Festival hosted in Mi-
ami Beach, heighten the profile of The City’s upcom-
ing multimodal network.
Bike Valet services draw a large numbers of people
to community events and help relief congestion.
PAGE 16
GOALS & POLICIES
aCtiOn 3.4:
Encourage the development of bicycle and
pedestrian plans in adjacent municipalities and the
county that connect to and support city bicycle and
pedestrian projects.
aCtiOn 3.5: Establish policies that track and report
systems use and progress in implementing projects.
From an interactive online map
aCtiOn 3.6:
Seek changes to zoning, land use, policy and
roadway design to promote bicycle and pedestrian
friendly infrastructure and development projects.
gOal 4: funding - Strive tO PrOvide adequate funding
reSOurCeS fOr Planning, develOPing and Maintaining
BiCyCle and PedeStrian infraStruCture.
aCtiOn 4.1:
Coordinate with ongoing Miami Beach Public
Works projects to leverage bicycle and pedestrian
investment using public resources.
aCtiOn 4.2:
Seek eligible federal and state grants for bicycle
and pedestrian planning and development.
aCtiOn 4.3:
Coordinate with adjacent municipalities and the
county to leverage bicycle and pedestrian investment
using public and private resources.
aCtiOn 4.4:
Research financing options for bicycle and
pedestrian facilities.
aCtiOn 4.5:
Strive to provide equity in funding for bicycle and
pedestrian projects.
gOal 5: eduCatiOn - deSign Marketing, eduCatiOn,
The provision of appropriate bicycle parking has a direct
influence on ridership. Bike corrals are an efficient way to
convert underutilized space.
Bike to work day is a national event that raises the profile
of commuting to work.
PAGE 17
GOALS & POLICIES
enCOurageMent and enfOrCeMent CaMPaignS tO aPPeal tO
CyCliStS and nOn- CyCliStS alike.
Campaigns have the opportunity to highlight the fact that all
people may be categorized as a particular type of user of the
public realm at specific times.
Too often, campaigns unintentionally reinforce the widely
held belief that bicycling is , and always will be , a marginal
activity reserved for children and athletic, risk-adverse men.
By contrast, successful efforts market bicycling as a normal
mode of transportation, that does not require expensive
equipment, extreme travel patterns and or spandex outfits.
These bicycle stereotypes will only appeal to a very limited
number of cyclists and will not aid in the development of a
healthy bicycle friendly community.
A way to think of breaking the stereotypical associations
of cycling mentioned above is to realize how walking does
not carry the same connotation. When most people think of
walking to the neighborhood store, they don’t necessarily
associate it with marathon running. Most people would say
they would walk instead of drive a close distance to: stretch,
get fresh air, do something different, because its convenient,
and they might get to interact with the neighbors. The same
can be said about riding a bicycle to run errands.
While the city should take lead on local bicycle safety issues,
most education, encouragement and enforcement campaigns
require regional cooperation. The City should partner with the
county and MPO whenever possible.
Actions for advancing education, encouragement,
enforcement, and evaluation effort are outlined below. In
all cases of printed material, the city should ensure that all
printed and web education materials are printed in various
languages.
aCtiOn 5.1: eduCate MOtOriSt and BiCyCliStS aBOut
rightS and reSPOnSiBilitieS
Utilize the BIKEMIAMIBEACH.ORG website portal to
provide pedestrians, bicyclists and motorists with safety
information.
Additional publications, brochures, public service
announcements (PSA’s) and social media should be used
to connect the general public to safety information.
A street design committee can be an excellent incuba-
tor for ideas that can be tested through tactical urban-
ism methods.
PAGE 18
aCtiOn 5.2: eduCate reSidentS aBOut new faCility tyPeS
Use all of the methods listen in action #1 to educate
Miami Beach motorists and bicyclists about new bikeway
network facility and countermeasure types as they are
implemented. These include, but are not limited to share
use lane markings, protected bike lanes, new signal
coordination, bicycle signal detection systems, etc.
aCtiOn 5.3: exPand Safe rOuteS tO SChOOl PrOgraM
PartnerShiPS
Pursue funding to expand safe routes to school programs
through out the city. Provide municipal support to help
schools dovetail their efforts with any other existing school-
and - city related safety programs like : helmet giveaways,
bicycle rodeos and safety trainings.
aCtiOn 5.4: enCOurage City eMPlOyeeS/reSidentS tO
BeCOMe “league Of aMeriCan BiCyCliStS “ league Certified
inStruCtOr (lCi)” On an annual BaSiS
Encourage at least 6 employees and police officers to LCI
training. Work with the LCI’s to host bicycle skills courses.
gOal 6: enfOrCeMent - Create a BiCyCle-friendly City, By
addreSSing the Safety COnCernS Of all PeOPle; thOSe whO
ChOOSe tO drive, walk aS well aS thOSe whO ChOOSe tO
BiCyCle.
aCtiOn 6.1: inCreaSe enfOrCeMent Of unlawful BiCyCliSt,
and MOtOriSt BehaviOr.
The Miami Beach Police Department should focus on
enforcement of the following unsafe and illegal motorist
and bicyclist behavior.
unSafe MOtOriSt BehaviOrS:
- Turning without using turn signals
- Overtaking bicyclists without at least 3 feet clearance
- Parking/ Traveling in bicycle facility.
- Opening doors in the path of byclists a.k.a “dooring”
- Rolling through stop signs
- Harassing or assaulting bicyclists
- Driving under the influence of drugs or alcohol
- Speeding
unSafe BiCyCliSt BehaviOrS
- Ignoring traffic control devices
- Bicycling against the flow of traffic (where prohibited)
- Bicycling without lights at night
- Minors bicycling without helmets
- Failing to yield to pedestrians
GOALS & POLICIES
PAGE 19
GOALS & POLICIES
- Bicycling while under the influence of drugs
or alcohol
aCtiOn 6.2: train OffiCerS annually aBOut traffiC
lawS
Police officers who serve(d) in the bicycle patrol
unit, or who are well-versed in traffic law as it
pertains to bicycle safety, should lead an annual
workshop to cover best practices in bicycle and
motor vehicle law enforcement. Such workshops
should cover:
- The 3 foot law
- The”dynamics” of the door zone
- Right hook collision conflicts
- Methods for reducing conflict among users
aCtiOn 6.3: iMPrOve traffiC Safety and
eduCatiOnal OutreaCh MaterialS
The Miami Beach Police Department should
work with other City departments and local non-
profits like Green Mobility Network to develop an
informational card or traffic law safety pamphlet
to distribute with issued warning for all infractions
involving a bicyclist
aCtiOn 6.4: inCreaSe nuMBer Of OffiCerS On
BiCyCleS and fOOt
To sensitize officers to the joys and challenges of
bicycling, and walking, work with the Miami Beach
Police Department to expand the number of police
officers serving in the bicycle patrol unit.
aCtiOn 6.5: MaP PrOBleM areaS
The Miami Beach Police Department should identify
problem areas where the incidence of conflict
between people bicycling, walking and driving are
high, in order to create strategies for enforcement
and design alternatives.
The BiKemiamiBeaCh.org portal interactive
map should be used to continue to identify conflict
areas, and augmented with crash statistics so
that the public is aware of the most problematic
segments of the city.
PAGE 20
aCtiOn 6.6: Create BiCyCle/PedeStrian/ MOtOriSt
COlliSiOn rePOrt PrOgraM
The Police department should work with State and
County officials to create a protocol for bicyclists,
pedestrian, and motorists to report aggressive or
otherwise unsafe behavior.
aCtiOn 6.7: fund enfOrCeMent initiativeS
Work with local non-protit organizations, like
Green Mobility Network, Miami-Dade County,
FDOT and other local, regional and national
organizations to identify and obtain funding for
bicycle encouragement programs and initiatives.
gOal 7: evaluatiOn - eStaBliSh MeChaniSMS and
PrOCedureS that infOrM and evaluate the BiCyCle
PedeStrian initiativeS PrOPOSed and iMPleMented
The collection, evaluation, and publishing of bicycle
related data should play an integral role in furthering
the community’s awareness of the City’s effort to
improve bicycle conditions. These bicycle master plan
evaluation recommendations are intended to enable
the City of Miami Beach to measure its implementation
success.
aCtiOn 7.1 : PuBliSh a MaP ShOwing the exiSting
and PrOPOSed Bike netwOrk
An inventory of the current an d planned
infrastructure so that the City and the public can
track the implementation process in real-time.
The map should be updated annually in print
but updated more regularly on the web and be
available for download via BIKEMIAMIBEACH.
ORG
aCtiOn 7.2 MaP annual BiCyCle and PedeStrian
CraSh StatiStiCS
The number of reported bicycle crashes should
be compared against the number of average
daily bicyclists counted-annually. The crash rate
percentage derived from this equation should
be then tracked over time to determine bicycle
ridership levels and its effect on safety trends. The
GOALS & POLICIES
PAGE 21
GOALS & POLICIES
results should be published on BIKEMIAMIBEACH.
ORG.
aCtiOn 7.3: develOPed a weB-BaSed, and uSer-
generated CraSh/PrOBleM rePOrting PrOgraM
Bicycle crashes are generally underreported.
Because bicycle crash reports represent only those
cases in which the police are called,many accidents,
specially bicycle-on-bycicle crashes and hit-and-runs,
go underreported. The implementation of a simple
web interface that allows bicyclists to upload their
own information regarding crashes, would help
create a more robust data set that could be compared
to official police data.
aCtiOn 7.4: COnduCt BiCyCle-PedeStrian COuntS
Bicyclist counts should be held at up to 10 locations
throughout the city every other year to measure any
increases or decreases in bicycling and general shifts
of transportation modes.
The counts should be taken at the same location,
approximate time of day and similar weather
conditions. These counts should also include
observations about behavior and travel patterns.
aCtiOn 7.5: COnduCt BiCyCle COuntS BefOre and
after the iMPleMentatiOn Of Bike laneS In order
to have a record of how bikeway implementation
impacts ridership over time, bike counts should be
taken prior to implementation and compared against
the periodic post implementation counts.
aCtiOn 7.6: traCk uPCOMing rOadway PrOjeCtS at
the City, COunty and State level
Coordinate with City, County and State departments
to ensure the inclusion of bicycle and pedestrian
infrastructure within capital improvement and
County/ State public works projects.
aCtiOn 7.7: evaluate where BiCyCle faCility
MaintenanCe May Be needed
Integrate restriping, pothole filling, sign replacing,
etc, into City, County and State capital improvement/
maintenance plans. Consider using a web - based
tool to let citizens report maintenance issues.
MIAMI BEACH
PAGE 22
POLICY: COMPLETE STREETS
aCtiOn 7.8: inStall BiCyCle COunterS alOng key
rOuteS
Bike counters provide real time proof of the
demand for bicycling. Bicycle counters incentivize
ridership and gather information that can be
provided online to the public for free, letting all
who are interested view the daily changes in
bicycle traffic around the city.
gOal 8: equity and inCluSiOn - in Order fOr the
BiCyCle PedeStrian MaSter Plan tO Be SuCCeSSful
and BeCOMe a MOdel fOr CitieS arOund the COuntry/
wOrld; reSidentS, tOuriStS and thOSe whO COMMute
tO the iSland fOr wOrk need tO Be equally COnSidered
when gaging the MultiMOdal level Of ServiCe Of
variOuS alternativeS.
aCtiOn 8.1: nOte all exiSting MajOr COnneCtiOn
rOuteS
Maintain an inventory of the current North- South,
East-West major connections within the island
and from the main land to the island. Revision
of annual data gathered by the Greater Miami
and Beaches Visitors Bureau and Census should
inform the design of streets that might be used by
commuters or serve major destinations.
aCtiOn 8.2: PrOvide frequent aCCeSS tO the
BeaCh walk/ atlantiC way
The Beach Walk, or board walk, or Atlantic Trail,
is considered a crucial north south connector for
Miami Beach. It serves as a recreational trail as
well as a scenic route for commuters.
There are multiple areas along the board walk
that do not currently allowed bicycles, thus
defeating the nature of a multi-use or shared use
path as part of a bicycle/pedestrian network.
In addition, parts of the network where the
boardwalk becomes the Atlantic Way have very
limited public access from adjacent streets, thus
limiting the use of this route as part of a larger
network.
The City of Miami Beach must identify main
routes and work with stakeholders along the
Atlantic Way/ Board Walk to provide frequent public
access.
aCtiOn 8.3: PrOvide ada enhanCeMentS at all
BeaCh aCCeSS POintS
upgrade all beach access points to be ADA compliant
facilities. This included, but is not limited to: braille
signs and ADA accessible beach paths. Consider
the rental or use- through-deposit beach/sand wheel
chairs.
Complete Streets policies are being adopted by cities
around the country and adapted to local community needs.
Among the different policies there are 10 comprehensive
themes that make up an ideal and comprehensive Complete
Streets policy:
• Set a clear vision (how and why implement
changes)
• Specifies ALL USERS of all ages and abilities as
well as transit
• Applies to both new and retrofit projects, including
design, maintenance and operations for the entire
right of way
• Encourages street connectivity and aims for an
integrated network for all transportation modes
• Is adoptable by all agencies to cover all roads
• Directs the use of the best and latest design
criteria and guidelines while being flexible to
accommodate specific circumstances.
• Is context sensitive & informs community vision
• Establishes performance standards with measurable
outcomes.
• Includes specific next steps for the implementation
of the policies.
viBrant and COMPlete StreetS Can Be aChieved thrOugh a
variety Of POliCieS:
Ordinances, resolutions and policies developed by
stakeholders from the community and agency staff that
are formally adopted by an elected board of officials.
The Miami Beach Street Design Guide
Inclusion in comprehensive plans
PAGE 23
direCtiveS
dePartmental PoliCy
City departments can issue their own Complete
Streets policy directive. These policies are usually
created internally by the department; the tend to
be more detailed than resolutions and generally
have support from transportation professionals.
According to the Complete Streets manual “If departmental
leadership is strong and committed to Complete Streets,
but elected officials’ support is wavering, this is a good
option for your community”
eXeCutive order
Issued by the city’s chief executive, often the Mayor.
These types of orders help to define a problem and
direct internal departments to implement policies and
changes in order to address the issue.
Executive orders can be very effective , however, without
continuous support, their effect is limited to the time the
issuing Mayor serves in office.
Citizen vOte
taX levy
Some communities may decide to implement additional
tax in order to fund transportation improvements. Tax
levies are approved by a general vote of residents and
have detailed goals like : Pavement or sidewalk repair,
street trees/ landscaping, bicycle network implementation.
Ballot
A citizen-led campaign for a Complete Streets law enacted
not by a body of elected officials but by direct ballot by
the general voting public. Ballot measures create strong
community support however, important stakeholders like
transportation departments and elected officials may be
left out of the planning process.
POLICY: COMPLETE STREETS
Internal policies developed by transportation
agencies
Executive orders from elected officials, such as
Mayors or Commissioner
COunCil driven
ordinanCes
Legally require the needs of all users be addressed
in transportation projects and change city code
accordingly. They might also apply to private
developers by changing of a zoning code or other
developing requirements. Ordinances require strong
community support and support of elected officials.
They are enforceable by law.
resolutions
The City Commission could start by passing a
Complete Streets resolution showing political support
for the approach.
Plans
Complete Streets policies can be integrated within
comprehensive plans. New plans, or amendments
provide an opportunity to engage communities.
A complete streets approach should serve as the
overarching theme in a plan, and should give equal
weight to all transportation modes and design
decisions. Policies should be well regarded by the
community and inform the budget process.
City PoliCy
Complete Streets policy can be directly adopted as
official policy by the City Commission. This type of
approach allows cities to form robust partnerships with
the community, business sector, health officials, private
developers, planning and engineering firms. These
policies tend to be very detailed and are held to a vote.
However, like resolutions and ordinances, city
policy is non-binding. That said, the strong support
for change from the community, business sector and
elected officials usually results in implementation
with high involvement.
miami BeaCh street design guidelines
Using documents like this guide serves as a first
step of implementation. Periodic revision of design
guides and implementation of new design guidelines
is encouraged.
BICYCLE PRIORITY CORRIDORS &
NEIGHBORHOOD GREENWAYS
Miami Beach has a mix of leisure and commuter bicy-
clists at all times. Providing infrastructure for bicyclists is
crucial to the success of Miami Beach as a multi-modal
city.
As the name implies, a bicycle priority corridor rear-
ranges transportation modes giving priority of design
and the right of way to bicyclists.
In Miami Beach, Neighborhood Greenways are a type
of bicycle priority corridor.
Greenways are part of a continuum of countermea-
sures that may be implemented when retrofitting streets.
Greenways are defined in detail in the Street Design
Guidelines.
The following are characteristics of Bicyclist Priority Cor-
ridors:
• Bicyclist Priority corridor signage along routes
promotes slower motor vehicle speeds to encourage
leisure riding as well as commuting for all users.
• Designated areas are in proximity to transit.
• Require Street trees/ Shade trees/ Shade structures
on sidewalks.
• Crossing signals give enough time for crossing
safely.
• Travel lanes have a reduced width of 10 feet.
• Provide bike boxes and turn boxes at all intersec-
tions.
• Provide bike repair stations along route.
• Require Street trees/ Shade trees/ Shade structures
on sidewalks.
• Provide green signal turn and bike signals when
required.
• Reduce travel speed.
• Reduce design speed through implementation of traf-
fic calming countermeasures.
• Provide short and long-term bicycle parking along
route/zone.
PAGE 24
POLICY: BICYCLE PRIORITY CORRIDORS
PAGE 25
POLICY: PEDESTRIAN PRIORITY ZONES
PEDESTRIAN PRIORITY ZONES
(PPZ)
Pedestrians are said to be the most vulnerable
users of the public realm. Design is at the core of
this vulnerability. Rethinking streets as pedestrian
priority zones becomes an encompassing
framework for all modes of transportation in an
urban environment.
Pedestrian priority zones accommodate all users in
the public realm while highlighting the safety and
comfort of pedestrian travel. Pedestrian priority
zones are usually found in shopping districts,
however, elements of PPZ’s should be regularly
applied to zones of high vehicular traffic in order to
improve pedestrian safety though out The City.
The following are characteristics of Pedestrian
Priority Zones (PPZ):
• Clear pedestrian path of 6 feet minimum.
• Sidewalks on both sides of the street every-
where vehicle travel is present.
• Curbs are aligned with ramps and sidewalks.
• All intersections have visible crosswalks of 10
feet.
• Crossing signals give enough time for crossing
safely.
• Travel lanes have a reduced width of 10 feet.
• Provide curb extensions (bulb outs) at
intersections.
• Enhance mid block crossing and lighting.
• Require Street trees/ Shade trees/ Shade
structures on sidewalks.
• Prohibit right turns on red. Provide green signal
turn.
• Reduce posted speed limit to 25 mph
maximum.
• Reduce design speed by implementing traffic
calming methods and pedestrian oriented
countermeasures listed in the Street Design
Guidelines.
what we heard
Improvements most frequently
mentioned in residents’ comments:
• Provide more bike parking
• Finish the beachwalk
• Lower speed limits
• Add more protected bicycle
facilities
• Widen sidewalks
• Create connected routes
We also asked residents to show
us the most dangerous (and scary)
locations for folks to ride around
Miami Beach. Here are some of
the top contenders:
• Collins @ 63 Street
• Collins @ 41 Street
• Alton Road @ Julia Tuttle
Causeway
• Alton Road @ North
Michigan
• Dade Boulevard @ North
Michigan
• Washington @ 9 Street
• 5 Street @ West Avenue
• MacArthur Causeway
PUBLIC INPUT
PLANNING PROCESS
THE PLANNING PROCESS
The project team looked at the existing transportation network, including bikeways and transit ridership,
and street volume to establish a baseline measurement of how people move around Miami Beach. We
also talked to residents and neighborhood associations throughout the project to get the everyday view,
while also riding around The City in a field test of streets in our handlebar survey (page 25).
The Planning Process revealed general themes that require attention at a city-wide level. Miami Beach has
some of the best tree lined streets in Miami-Dade County and is one of the most compact. Urban cities in
the Country. Streets in Miami Beach are well traveled by bicyclists and pedestrians alike, but challenges
abound, from missing street trees on many streets, to the lack of protected bicycle facilities.
The character and speeds on many residential streets are appropriate enough to prioritize bicycle traffic,
while more intense interventions are saved for the main thoroughfares around the city. Throughout Miami
Beach there are locations where the volume of bicyclists and pedestrians is so great that the street design
in these areas should prioritize pedestrian and bicycle safety. In other locations the needs of moving
commuters at rush hour times north and south must be carefully balanced against the needs of bicyclists,
pedestrians, and neighborhood residents.
PAGE 28
PUBLIC INVOLVEMENT
Since the start of the Bike Miami Beach process there have been nu-
merous meetings, workshops and opportunities for public input into
the creation of the plan.
One major result of the project has been the creation of the Bike Mi-
ami Beach Website, a portal for all things bicycle on Miami Beach.
We’ve used the website as a planning and input tool, but we also
intend to leave it to city staff to continue the dialogue about bicycles
on Miami Beach.
Three public meeting have been held so far (in 2012 and 2014) that
have discussed the Miami Beach context and the latest street design
techniques and methods. Residents crowded around maps of the city
and were asked to identify challenging intersections, and notable
destinations.
The project team has also met with numerous neighborhood associa-
tions, and conducted interviews with individuals who are civically
engaged and active in the design of city streets. The overwhelm-
ing response has been positive in the direction of advancing street
designs that provide low-stress, protected bicycle facilities, and more
ample pedestrian accommodations.
Street Plans conducted part of the Handle-
bar Survey along side residents during a
Saturday morning ride.
WEBSITE
The project website was launched
in 2012 and is another way that
the public can learn more about the
project, view updates to the plan, and
provide feedback into the creation of
the plan. The website has functioned
as the main source of information for
the public on everything bicycling in
Miami Beach. It has also functioned
as an extension of the public process
for those residents and visitors who
have been unable to join us in person,
with an online survey option, and an
interactive map.
PUBLIC INPUT
Street Plans held a bicycle street design
workshop in May 2014.
PAGE 29
HANDLEBAR SURVEY
Central to the process of producing the master plan was a thorough
analysis of the existing conditions as seen through the eyes of a cyclist
and pedestrian. The aptly named ‘handlebar survey’ is a quantitative
and qualitative analysis of streets around the city
The project team canvassed the city with measuring wheels and
speed guns to document conditions facing cyclists every day. The
completed survey includes information such as lane widths, traffic
volumes, and posted speeds, to best inform the choice of bicycle
facility for each route.
• Current bicycle demand
• The level of comfort and perceived safety felt while bicycling a
wide variety of streets
• Existing street widths, types, and characteristics
• Bicycle network gaps
• Presence of signalized intersections
• Posted and actual vehicular speeds
• Land use characteristics
• Local and regional open space connections
• Public transportation options/bicycle integration
• Bicycle parking supply/demand
• Bicycle parking type, location, and quality
• Bicycle trip generators
• Existing bikeway infrastructure
• Interactions between all street users
• Safe/unsafe routes
• Wayfinding amenities
While a majority of the streets were covered in each neighborhood,
only select “arterial” and “collector” streets went through the formal
survey analysis process. Such thoroughfares typically contain land
uses that generate the most bicycle trips, but are also known to be the
most uncomfortable for bicycling. Based on the information collected,
each of these streets are given an average “cycling experience”
score. While not comprehensive, the Handlebar Survey certainly
provides a representational snapshot of cycling in Miami Beach, and
is Attachment A to this document.
PUBLIC INPUT
PAGE 30
Name: Monica Ribera
Age:39
Miami Beach resident
Commutes primarily by: Car and bus
Perception of pedestrian safety in Miami Beach (daytime): 5
“I like the bike lanes and cross walks along Collins Avenue, and they should have
more of that on the western part of the city.”
“I think there should be more bike lanes and dog parks. I also don’t like seeing all the
trash, I see trash everywhere and I don’t see any trash bins around.“ (She points to
trash along the bus stop bench)”
Name: Chad Blaize
Age: 33
Resident of Miami Beach
Commutes primarily by: Bicycle
Perception of bicycle safety in Miami Beach(daytime): 3
“I feel drivers have no respect for pedestrians, they feel they own the road. I use the bike
lanes when I travel and I think we should have more. Euclid and 16 are the two bike
lanes I use the most. The most desirable place I would ride my bike would be Meridian
because of the shade but that just isn’t possible with the amount traffic.
“I think West Avenue should have a bike lane. Also, the share-road on Washington Av-
enue gives a false impression of rider security. I don’t feel safe at all when riding along
Washington.”
Name: Erick Hernandez
Age: 19
Works in Miami Beach
Commutes primarily by: Bus and DecoBike
Perception of bicycle safety in Miami Beach(daytime): 5
Perception of bicycle safety in Miami Beach(night time): 1
“I think they(bike/pedestrian conditions)fine the way they are now, but if I had to do
something I would make the streets wider and include more bike lanes. They also
should improve the condition of the CitiBikes.”
“I most often use the bus, when I have time I like to ride bike to and around the beach
because it’s no nice out here. “
PUBLIC INPUT
We canvassed the city and asked folks on foot and by bike about their first hand accounts of walking and biking
on Miami Beach. Here are some of their responses.
PAGE 31
William Zalquett
Age: 49
Miami Beach resident for 20 years
Commutes primarily by: Bike
Perception of bicycle safety in Miami Beach(daytime): 0
“I don’t feel safe at all. I don’t ride on the streets, I prefer the sidewalks. I do my best
to be courteous of pedestrians and I realize that I should be on the street, but I just
don’t feel safe when on the street.”
“I think driver’s education is the main problem. I also feel Miami Beach visitors are
more respectful than the residents are. Education to residents needs to be improved
including littering.”
PUBLIC INPUT
Name: Marie Kolbert
Age:41
Miami Beach resident for 19 years
Commutes primarily by: Bicycle
Perception of bicycle safety in Miami Beach : 4
“ I have been commuting to work in Wynwood for the past 10 years. I have seen
many accidents and recently, positive changes. A Pedestrian Bicycle Master Plan is
a big step forward but as someone who has not driven a car in the past decade, I
feel that driver/community education must be a mandatory ongoing campaign in the
local media, print and school system, I am proud of my transportation choice but it is
very dangerous sometimes, I would like for people like me to feel protected”
Name: Steve Pierre
Age: 28
Miami Beach resident for 3 years
Commutes primarily by: Bike and bus
Perception of bicycle/pedestrian safety in Miami Beach(daytime): 2
“I feel generally safe, but I don’t feel like drivers respect us on bikes, I think bike lanes
and sidewalks should be widened”.
PAGE 32
MIAMI BEACH ATLANTIC GREENWAY
MASTER PLAN (2008)
Summary: Adopted in December of 2008, the
Atlantic Greenway Master Plan (AGN) is the guiding
planning documenting for the development of bicycle
facilities in Miami Beach.
The AGN Plan includes an inventory of all existing
conditions in the City; provided an analysis of the
conditions found; created a master plan of bikeway
improvements; and outlines an implementation plan.
Analysis: The strengths of the AGN Plan include
the level of existing conditions collection and analysis
work. Indeed, the Plan paints a clear picture of the
opportunities and need to create a complete and con-
nected citywide bikeway system. However, the AGN
Plan fell noticeably short on a lot of best practice
measures. In addition, it does not promote the creation
of additional green areas within the City of Miami
Beach. Among the major points from this document
are:
• Overall the inventory seems acceptable for this
type of study and general connectivity objectives
are good. The report lacks conclusions based on
the inventory for transit, impacts on roadway cross
sections, connectivity, vehicular and bike parking,
safety, utility impacts, specific cost and traffic
counts.
• The AGN does not provide substantial definition
or description of the proposed ‘greenway’
physical requirements or minimum standards.
• The AGN does not significantly address separate
treatments for bikes and pedestrians.
• The report does not explain the objectives for each
trail in the AGN nor does it ask basic questions
including:
o Why is it being proposed?
o Why this location?
o Why is it a bike lane as opposed to path or
a route?
It is difficult to validate a plan with the Community
without reasonable conclusions on why certain
decisions were made.
• Issues such as bike parking, trailheads, bike
lockers, minimum standards for adjacent
development which will respond to future
enhanced bike facilities are not addressed.
• AGN does not provide typical cross sections
reflective of the majority of segments to determine
feasibility and cost impacts.
• The Master Plan does not appear to propose any
innovative approaches or facilities.
• The report highlights drainage Canals and
Waterways, but does not include a map
highlighting the current waterways and drainage
canals or discuss whether they could be revamped
to be part of the “greenway” network that the City
envisions as part of the plan.
• While the report is meant to present the
recommended projects to create and enhance
greenways, only one project (West Avenue and
17th Street), recommends (in the long-term) the
purchase of the corner lot and create a gateway/
green space park. No other actual greenways are
envisioned by the plan.
• There are no recommendations on using
multimodal transportation in order to encourage
pedestrian flow in addition to bike flow.
LITERATURE REVIEW
PAGE 33
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
PARK
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICALGARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE PARK
21ST ST. REC.
CENTER
CITY BOUNDARY LINE
F L A M
I N O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H O RE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42ND
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5TH ST.
ESPANOLA
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
OC
E
A
N
D
R
.
1ST
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
W. 44TH ST.
W.ST.
W. 36 TH ST.
W. 32N
D
S
T
.
TH ST.
W. TH
S
T
.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND
ME
R
I
D
I
A
N
A
V
E
.
ST.
85TH ST.
16TH ST.
SU
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
CO
L
L
I
N
S
CO
L
L
I
N
S
CO
L
L
I
N
S
CO
L
L
I
N
S
CO
L
L
I
N
S
AV
E
.
AV
E
.
AV
E
.
85TH ST.85TH ST.85TH ST.85TH ST.85TH ST.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
16TH ST. 16TH ST. 16TH ST. 16TH ST. 16TH ST.
15th St.
C O L L I N S A V E .
67th ST.
17TH ST
5 6 6 0
W.W.W.ST.
W.W.38 TH 38 TH 38 TH 38 TH 38 TH
44TH 44TH
43RD43RD43RD43RDST.
W.W.W.44TH 44TH 44TH
TH
S
T
.
TH
S
T
.
TH
S
T
.
TH
S
T
.
A M A M A
I N O D R .
TH
ST.ST.ST.
W.42ND ST.
W. 41ST ST. W. 41ST ST. W. 41ST ST. W. 41ST ST.
40TH ST. 40TH ST. 40TH ST. 40TH ST. 40TH ST.
PIN
E
T
R
E
E
D
R
.
42ND ST. 42ND ST. 42ND ST.
PIN
E
T
R
E
E
D
R
.
PIN
E
T
R
E
E
D
R
.
42ND ST. 42ND ST. 42ND ST.
W. 41ST ST. W. 41ST ST. W. 41ST ST.
PIN
E
T
R
E
E
D
R
.
PIN
E
T
R
E
E
D
R
.
W.W.
TH
S
T
.
TH
S
T
.
TH
S
T
.
F L A L A L
W.W.
ST.ST.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
CO
L
L
I
N
S
I
N
D
I
A
N
C
R
E
E
K
D
R
.
67TH67TH67TH ST.
HA
R
D
I
N
G
A
V
E
.
HA
R
D
I
N
G
A
V
E
.
67th ST.
BRITTANY
BAY PARK
W 24TH ST.W 24TH ST.W 24TH ST.W 24TH ST.W 24TH ST.W 24TH ST.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
W. 32N
D
S
T
.
32N
D
S
T
.
32N
D
S
T
.
32N
D
S
T
.
32N
D
S
T
.
32N
D
S
T
.
32N
D
S
T
.
32N
D
S
T
.
TH TH ST. ST. ST.
C C O O 32N
D
S
T
.
O 32N
D
S
T
.
L 32N
D
S
T
.
L 32N
D
S
T
.
L I N S A V A V A
TH TH
LINCOLN LN. NLINCOLN LN. NLINCOLN LN. N
LINCOLN RD.LINCOLN RD.
ME
R
I
D
I
A
N
A
V
E
.
ME
R
I
D
I
A
N
A
V
E
.
ME
R
I
D
I
A
N
A
V
E
.
ME
R
I
D
I
A
N
A
V
E
.
ME
R
I
D
I
A
N
A
V
E
.
ME
R
I
D
I
A
N
A
V
E
.
ME
R
I
D
I
A
N
A
V
E
.
STT
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
17TH ST. 17TH ST.
LINCOLN RD.LINCOLN RD.LINCOLN RD.LINCOLN RD.LINCOLN RD.LINCOLN RD.LINCOLN RD.LINCOLN RD.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
LINCOLN RD.LINCOLN RD.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
LINCOLN RD.
LINCOLN LN. NLINCOLN LN. NLINCOLN LN. NLINCOLN LN. N
17
LINCOLN LN. NLINCOLN LN. N
77TTH S
20TH ST.
18TH ST.
19T19THH ST. ST.
WE
S
T
A
V
E
.
WE
S
T
A
V
E
.
18TH ST. 18TH ST.
BA
Y
R
D
.
16TH ST. 16TH ST.
15th St.15th St.15th St.15th St.15th St.15th St.15th St.
16TH ST.
AL
T
O
N
R
D
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
9TH ST. 9TH ST. 9TH ST.
8TH ST. 8TH ST.
MI
C
H
I
G
A
N
A
V
E
.
11TH ST. 11TH ST. 11TH ST.
9TH ST. 9TH ST.
WE
S
T
A
V
E
.
9TH ST. 9TH ST. 9TH ST. 9TH ST.
14TH ST. 14TH ST. 14TH ST. 14TH ST. 14TH ST.
12TH ST. 12TH ST. 12TH ST. 12TH ST. 12TH ST.
A V A V A
E .
5 6 6 0
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
4TH 4TH
MI
C
H
I
G
A
N
A
V
E
.
MI
C
H
I
G
A
N
A
V
E
.
MI
C
H
I
G
A
N
A
V
E
.
MI
C
H
I
G
A
N
A
V
E
.
1ST 1ST 1ST
3RD 3RD ST. ST. ST.
AL
T
O
N
R
D
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
AL
T
O
N
R
D
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
LE
N
O
X
A
V
E
.
MI
C
H
I
G
A
N
A
V
E
.
W. 47TH ST.W. 47TH ST.W. 47TH ST.
W. 46TH ST.
S. POINTE DR.S. POINTE DR.S. POINTE DR.S. POINTE DR.S. POINTE DR.S. POINTE DR.
72ND
AV
E
.
BY
R
O
N
BY
R
O
N
A
V
E
.
A
V
E
.
A
V
E
.
TRANSIT INTENSITY DIAGRAM
tOP MetrOBuS StatiOnS
lOCatiOn daily riderS
Lincoln Rd. + Washington Ave.3,113
Harding Ave. + 72nd St.1,696
Indian Creek Dr. + 41st St.1,533
Abbott Ave. + 69th St.1,058
Collins Ave. and 69th St.996
Washington Ave. and 5th St.972
LEGEND:
RIDERSHIP INTENSITY
3,000 - 4,000
2,000 - 3,000
1,000 - 2,000
500 -1,000
100 - 500
N
Understanding general transportation demograph-
ics in the city is important as it provides a baseline
measurement to help city leaders improve transporta-
tion options. As it relates to bicycle and pedestrian
planning, mapping transit usage patterns allows
the project team to identify locations where we
can reasonably expect a higher level of bicycle or
pedestrian activity.
Paying special attention to areas of high transit
use is a priority of this plan. Miami-Dade Transit
bus ridership information (based on boardings) for
locations within the City of Miami Beach was synthe-
sized into this transit intensity graph.
Average Weekday Transit
Ridership
44,212 total rides
Metrobus‡24,212
Trolley 20,000
‡September 2014 Miami-Dade County Transit
“Ridership Technical Report”
PAGE 34
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H OR E DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
AL
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42ND
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5T
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH
S
T
.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
S
U
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
BELLE
PU
R
D
Y
A
V
E
.
LINCOLN RD.LINCOLN RD.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WAY
EU
C
L
I
D
A
V
E
.
6T6TH ST. ST.
WE
S
T
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
5T
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
W. 41ST ST.
LEGEND: CRASH DATA
NUMBER OF CRASHES 2012 -2014
3 4 521
CITYWIDE CRASH DATA ANALYSIS
PAGE 35
CITYWIDE CRASH DATA ANALYSIS
BICYCLE AND PEDESTRIAN CRASHES IN MIAMI BEACH
The crash data included in the diagram on page 30 was collected from an online crash data database managed
by the University of South Florida and includes reported bicyclist and pedestrian crashes with cars. As with
other similar data, crashes between bikes or between bikes and pedestrians are represented less. Mapping
the crashed revealed several important patterns that impact the recommendations in this report. For the period
between 2012 and 2014 there were 51 reported crashes in Miami Beach, a number far lower than the
proportion of bicyclists would lead to believe.
The first, and most obvious pattern is that most of the crashes happen on state roads, or at intersections with state
roads. This is not surprising, since these are also the roads which carry the highest volume of automotive traffic,
and thus require a higher standard of bicycle facility than what is currently built. Alton, Washington, Collins, and
71 Street account for most of the crashes.
A second observation is that crashes happen on busy local or county streets where there are a high number of
bicyclists and pedestrians with no protected bicycle facility (West, Meridian, 17 Street, 11 Street).
Finally there are a number of crashes existing bicycle facilities. Upgrading these routes to protected facilities will
help address this issue. (16 Street, Euclid, 5 Street)
The citywide stats (shown above) indicate that South Beach is the area with the largest concentration of crashes,
with 58.5% of the total.
Biscayne Point
Normandy Isles
North Shore
La Gorce
Oceanfront
Nautilus
Bayshore
Venitian Islands
City Center
Flamingo/Lummus
West Avenue
Star, Palm & Hibiscus Islands
South Pointe
9.2%
12.3%
6.7%
12.3%
17.9%
21%
9.2%
NORTH BEACH - 1
5.3
%
S
O
U
T
H
B
E
A
C
H - 5 8 .5 %
M
I
D
-
B
E
A
C
H
-
2
6
.
2
%
PAGE 36
1 2
3
45
6
7
8
9
1011
12
13
1415
16
17
Miami Beach ranks # 6 city in the country
for bicycle commuting among cities with
a population between 65 -100,000, with
5.29% of its residents commuting to work.
8.5%
7.8%
7.6%
6.6%
5.3%
Davis,CA
Palo Alto,CA
Mountain View, CA
Miami Beach,FL
Somervile,MA
Missoula, MT
24.5%
EXISTING BICYCLE CONTEXT
Florida ranks #17 in a 2013 analysis of
bicycle commuting in American cities, but it
also ranks worst in the county with regard to
bicycle and pedestrian safety. A quick look at
the crash data maps show that the majority of
reported crashes happen on high speed and
high capacity roads.
Infrastructure improvements to bicycle
networks and pedestrian amenities like the
ones proposed in this plan have the potential
to reverse traffic congestion while improving
quality of life for residents.
Miami Beach
43.6%
Downtown
18.1%
Airport Area
16.5%
North
Dade/
Sunny Isles
10.8%
Coral Gables
4.2%
South Doral
0.9%
Key Biscayne
1.3%
Coconut Grove
0.5%
Distribution of Total Overnight
** Greater Miami Beaches Visitors Bureau
According to the Greater Miami and Beaches Visitors
Bureau, over 40% of visitors who come to Miami stay in
Miami Beach. Accommodating this population, which
amounts to over 30,000 people per day, with well
designed streets for walking and biking is a smart move
from an economic perspective. GMBVB data shows
that favorable impressions of Greater Miami have
recently declined among domestic and international
visitors alike, with roughly one fourth of visitors finding
transportation to be a negative aspect of their trip.*
The general prognosis for bicycling and walking in Miami Beach looks good. There are currently 29.5 miles of
bikeways in the city, and more to come. The large bicycle modeshare here in comparison to other parts of Miami-
Dade County is encouraging, despite the ongoing challenges of outdated road design standards and general
driver behavior. That being said, it is also telling that despite having higher rates of non-motorized transportation,
the City did not have a proportionally higher incidence of bicycle/pedestrian crashes as compared to the rest of
the county. This is evidence of the theory of ‘safety in numbers’ at work.
PAGE 37
EXISTING BICYCLE CONTEXT
CITIBIKE
The CitiBike bicycle share program has been embraced by City of
Miami Beach residents in an unprecedented manner since it launched
in 2011. According to the CitiBike Blog, CitiBike ridership between
March 2011 and June 2012 accomplished the following:
· Made 1,003,520 trips
· Covered 2,950,808 miles
· Logged 17,704,848 minutes of ride time
· Offset 2,550,000+ pounds of harmful CO2· Burned 100,000,000+ calories
In August 2012, the Environmental Coalition of Miami and the
Beaches (ECOMB) recognized CitiBike with the 2012 Emerald
City award for their efforts to promote sustainable practices in the
community.
In addition, in October 2013 the program generated over 3,000,000
rides making it the busiest bike share fleet in the country per bike.
Bike Share programs like CitiBike, attract tourism without adding
parking and congestion to the streets, making getting around the city
enjoyable and safe for tourists and residents alike. CitiBike Miami
Beach was featured on Discovery Network’s TLC Latin America as
one of the “Miami Hip & Trendy” amenities that is a must-do for locals
and visitors.
In addition to offering a healthy and sustainable alternative to getting
around town, CitiBike partnered with Discovery Miami Beach in
2012 to offer self guided audio tours of the Art Deco district. Visitors
can now discover the rich architectural history of Miami Beach while
exercising at their own pace. Most recently, CitiBike has extended
their partnership to local businesses through DecoRewards, through
which BEACHPASS members get perks and rewards around the city.
VETERANS PARK
501 502 503
402
E B A Y H A R B O R D R
E B A Y H A R B O R D R
W BAY HARBOR DR
W
B
A
Y
H
A
R
B
O
R
D
R
E BROADVIEW DRBROADVIEW TERRACE 100TH STREET100TH STREET 99TH STREET99TH STREET 98TH STREET98TH STREET 97TH STREET
95TH STREET95TH STREET
94TH STREET
96TH STREETBROAD CAUSEWAYBROAD CAUSEWAY BAL HARBOUR96TH STREET
94TH STREET
93RD STREET
92ND STREET
91stSTREET
101ST STREET101ST STREET 102ND STREET102ND STREET 103RD STREET103RD STREETW B R O A D V I E W D R
PAGE 38
PAGE 39
METHODOLOGY,
CRITERIA, & APPROACH
PAGE 40
PERFORMANCE MEASURES: MODESHARE
hOw Can we MeaSure the SuCCeSS Of thiS
Plan?
Traditionally, the success of streets has been measured
through the efficiency in which goods and services
are moved through out the network.
This plan uses as its main metric of success an increase
in the number of people who bike and walk.
Tripling the bicycle modeshare over the next thirty
years will mean that we need to make significant
changes to our infrastructure design and policy in the
years to come. While we do not yet have the ability
to track bicycle or pedestrian mode share in real
time, we can collect important data points that will
help us estimate the potential impact of the projects
proposed in this plan in the hopes of better informing
implementation of the plan.
The plan will rely on two important metrics that will
begin to help staff and stakeholders understand how
investments made in infrastructure will translate to
modeshare gains.
The first is the percentage of the total street
network that has some designated bicycle
facility, either protected or unprotected. Research
shows that cities can achieve a basic level of bicycle
modeshare of X% if the ratio of bicycle facility lane
miles to total lane miles exceeds .2. That means that
if over 20% of the street network has bicycle facilities
then the bicycle modeshare will be in the range of up
to 5-6%
Improvements in policy, including items listed in
the following pages, can help further solidify and
marginally increase this number, but to reach double
digit gains in bicycle ridership envisioned in this
report will involve the expansion of protected lanes
around the city. A second metric, the percentage
of the bicycle network that is low stress, will
determine how much more bicycle mode share the
city achieves.
By looking at other comparable cities, like Santa
Monica and Key West, we can derive ratios for each
ZERO
TOLERANCE
of these metrics that will allow us to determine the
impact of a particular project.
Other important, and measurable data that can tell us
if the plan is working include:
• Decrease in street fatalities and injuries for all age
groups.
• Increase in transit ridership
• The number of trips by walking, cycling, and transit
increases.
• Vehicle travel is reduced.
• Prevailing speeds of vehicles on local streets
decrease.
• Street water runoff is reduced.
• Retail sales and tourism increase.
• Resident satisfaction increases.
• Tenant retention increases.
• Traffic congestion is greatly reduced.
• Decrease in Carbon Dioxide emissions.
PAGE 41
Achieving the mode split goals on page 6 will mean
designing and building bicycle facilities that people will
use. Understanding the types of facilities that people
feel comfortable and safe using will help implement a
practical plan. Research suggests that most people fit into
four broad categories when it comes to their relationship
to bicycling (and subsequent preferences for bicycle
facility type).
A general description of each type along with typical
bicycle facilities appropriate for each are described
below and correspond to the facilities listed previously.
Our approach seeks to appeal to the Type 3 riders on
major roads with protected facilities, in addition to the
traditional approaches that place on-street facilities for
Type 1 and 2 riders.
tyPe 1: StrOng and fearleSS
• Experienced riders who bike regularly;
• More likely to use bicycles to complete longer trips;
• Commuters, racers, messengers, recreational cyclist;
• Prefer route that provides direct access to destination;
• Comfortable sharing roadway with vehicular traffic;
• More aware of traffic rules as they relate to bicycles;
• More likely to prefer wide outside curb lanes ;
• Preferred Facility Type: roadway shoulder, travel
lane
tyPe 2: enthuSed and COnfident
• Skilled bicyclist who bike with varying regularity;
• More likely to use bicycling to complete a part of a
trip (e.g. origin to bus stop and bus);
• Prefer low-speed, low traffic routes;
• Likely to use sidewalks;
• Prefer separation from vehicular traffic;
• Preferred Facility Type: designated on- or off-
road bicycle facilities depending on speed and
volume.
tyPe 3: intereSted But COnCerned
• Beginner bicyclist; may not have bicycled for a long
time;
• Would bicycle more with low stress routes that may
not provide direct access;
• Likely to use sidewalks, prefer separation from cars;
• Preferred Facility Type: off- road bicycle facilities
(shared path, protected bike lane)
To help communicate the need to accommodate the most
vulnerable users, Street Plans helps stakeholders visualize
Roger Geller’s,Portland’s bicycle coordinator oft-cited
framework for bicycle planning and design.
BiCyCle FaCility Criteria
Choosing the right type of bicycle facility for a
given route involves understanding the volume,
speed and street type as well as a consideration
of the desired rider demographic. Here are
general guidelines for the design and placement
of bicycle routes.*
For Streets Below 25 mph and 7 - 10,000 ADT:
• Bicycle Boulevard
• Bike Lane
• Off-road Greenway
For Streets Between 25 mph and 35 mph,
10 - 18,000 ADT:
• Bike Lane
• Off-road Greenway
• Shared use path
For Streets Between 35 mph and above, over
20,000 ADT:
• Off-street Greenway
• Shared use path
• Protected bike lane
On streets over 35 mph and 20,000 ADT,
protected facilities are recommended as these
are safety thresholds. The average bicyclists feel
the greatest safety and comfort while driving on
the road where traffic travels under 40 mph.
* http://nacto.org/cities-for-cycling/design-guide/
PERFORMANCE MEASURES: MODESHARE
PAGE 42
PrOPOSed CategOrieS fOr eaSe Of iMPleMentatiOn
SCOre:
Ease of Implementation: Projects will be award-
ed 0-3 points, based on how easy they would be to
implement (0 points for projects that would require
extensive right-of-way negotiations with private prop-
erty owners or expensive engineering, and up to 3
points for projects within the public right-of-way with
minimal changes to traffic patterns).
Public Input: Projects will be awarded 0-3 points,
based on how frequently they were identified by the
public as a desirable facility throughout the public
outreach process for this report (0 points for a proj-
ect that was not identified by the public, and up to
3 points for projects that were mentioned multiple
times).
PrOPOSed CategOrieS fOr iMPaCt On MOde Share
SCOre:
Improves Safety: Projects will be awarded 1-4
points, based on their impact to safety.
Points in this category will be tied to the four facility
types recommended in the plan, with 1 point repre-
senting the least protected facility (shared markings)
and 4 points representing the most protected, “low
stress” facility type (shared path). In this way, the
Safety score can be a grounding metric for validat-
ing low-stress facilities.
Projects at sites with a pedestrian-car collision in
the past three years will be awarded 2 additional
points
This approach prioritizes taking action at conflict
points based on the most up to date crash data at
the time of analysis.
Provides Safe Routes to School: Projects will be
awarded 0-3 points, based on their proximity to one
or more schools:
• 0 points – not within .25 miles of a school
•.5 points for location within .25 miles of a
single, small or mid-sized school
While the project prioritization process will integrate
a certain degree of professional judgment, we intend
to base our evaluations on defensible qualitative and
quantitative metrics. These metrics will allow us to
score each project in two areas:
• Ease of implementation
• Impact on modeshare
We will assign each project a score in these two ar-
eas based on points awarded using a prioritization
matrix. The matrix will include the categories below,
and each project will be scored across all categories
to arrive at a point total. Projects with the highest
point totals would reflect the highest level of favor-
able characteristics in a given area. Because some of
the categories are dynamic, we will build the matrix
in Excel, so that it may be edited and recalibrated in
the future as needed.
CRITERIA AND APPROACH
PAGE 43
• 1 point for location within .25 miles of a large
school or more than one school facility
• 1.5 points for location within .10 miles of a
school
• 2 points for location within .10 miles of a
large school or more than one school facility
•2.5 points for location that directly borders a
school
• 3 points for location that directly borders a
large school or more than one school facility
Community Destinations: Projects will be awarded
0-3 points, based on their proximity to one or more com-
munity destinations. Community destinations are defined
as municipal buildings, post offices, recreation centers,
and libraries.
• 0 points for a location not within .25 miles of
a community destination
• 0.5 points for location within .25 miles of a
single, moderately trafficked community destina-
tion.
• 1 point for location within .25 miles of a high-
ly trafficked community destination or more than
one community destination
• 1.5 points for location within .10 miles of
a community destination
• 2 points for location within .10 miles of a
highly trafficked community destination or
more than one community destination
• 2.5 points for location that directly borders
a community destination
• 3 points for location that directly borders a
highly trafficked community destination or
more than one community destination
Park Access: Projects will be awarded 0-3 points,
based on their proximity to public parks.
• 0 points for a location not within .25 miles
of a park
• 0.5 points for location within .25 miles of
a single, moderately trafficked park
• 1 point for location within .25 miles of a
highly trafficked park or more than one park
• 1.5 points for location within .10 miles of
a park
• 2 points for location within .10 miles of a
highly trafficked park or more than one park
• 2.5 points for location that directly borders
a park
• 3 points for location that directly borders a
highly trafficked park or more than one park
Beach Access: Projects will be awarded 0-3 points,
based on the degree to which they provide access to
the beach:
• 0 points – not located within .25 miles of
a beach access point
• 1 point for location within .25 miles of a
beach access point
• 2 points for location within .10 miles of a
beach access point
• 3 points for a facility that directly borders
the beach
Increased Connectivity: Projects will be award-
ed 1-3 points, based on the extent to which they in-
creased connectivity between facilities.
• 1 point for a location within 1 block of an
existing facility or a proposed facility in the
planning or design phase
• 2 points for a location intersecting an exist
ing facility or a proposed facility in the plan-
ning or design phase.
• 3 points for a project that intersects mul
tiple existing facilities or proposed facilities
in the planning or design phases.
CRITERIA AND APPROACH
PAGE 44
Order-of-Magnitude Cost: Projects will be awarded
0 - 3 points, based on an order-of-magnitude cost esti-
mate:
• 0 points for the costliest projects and up
to 3 points for projects estimated to cost less
than $150,000
Curb Appeal: Projects were awarded 0-2 points,
based on their aesthetic value
• 0 points for a project that is inconsistent with
the standards set in the street design guide, and up to 2
points for projects that greatly enhance the attractiveness
of the streetscape.
Impact on Traffic: Projects will be awarded 1-3 points,
based on their potential impact to traffic, defined as a
noticeable increase in congestion:
• 1 point for projects with a significant impact
on traffic
• 2 points for projects with small or moderate im
pact on traffic
• 3 points for projects with no impact on traffic
Access to Transit: Projects will be awarded 0-3 points,
based on their distance from a transit stop:
0 points for a location not within .25 miles of a transit
stop
• 0.5 points for location within .25 miles of a
transit stop
• 1 point for location within .25 miles of a tran-
sit stop with high ridership volumes or more than
one transit stop
• 1.5 points for location within .10 miles of a
transit stop
• 2 points for location within .10 miles of a tran
sit stop with high ridership volumes or more than
one transit stop
• 2.5 points for location that directly borders a
transit stop
• 3 points for location that directly borders a
transit stop with high ridership volumes or more
than one transit stop
CRITERIA AND APPROACH
PAGE 45
STREET DESIGN GUIDELINES
The Miami Beach Bicycle Master Plan is paired with The
Miami Beach Street Design Guide. The Street Design
Guide serves as the technical guide for the implementation
of bicycle and pedestrian facilities along with general
streetscape recommendations based on complete street
guidelines.
The Miami Beach Street Design Manual has been
drafted to address the needs of the growing population
and a desire to improve pedestrian and bicycle facilities
to create more walkable communities. The guide has
been developed to address the following needs:
• To accommodate existing driver behavior which is
unique to Miami Beach due to its diverse population.
• To design streets that create a safe environment for
all users , recognizing cultural differences.
• To act as a tool for the transition of Miami Beach
from a vehicle trip based society to a multi-modal
society and supporting the long term vision of the
Miami Beach Transportation plan.
• To revitalize street networks in order to allow
greater route choice for pedestrians and bicyclists
thus relieving traffic congestion and promoting
physical activity.
• To promote the creation of third-places where rich
social interactions can take place by redesigning
existing streetscapes.
This document will refer to specific pages of The Miami
Beach Street Design Guide where further information is
provided.
PAGE 46
BiCyCle Planing tOOlkit
On the following pages is a brief synopsis of some of the types of bicycle facilities that are included in this
section. Each type will be fully illustrated in the Street Design Guide. Together with the criteria listed on page 38,
these types form the basis of the plan.
BiCyCle BOx: a section of pavement aimed at preventing bicycle/car collisions at intersections, particularly
between drivers turning right and cyclists traveling through an intersection within an existing Bicycle Lane. To
improve its visibility, a Bicycle Box is often colored and includes a standard white bicycle pavement marking.
BiCyCle lane: a lane reserved for bicycle travel within a thoroughfare, marked by a painted line.
BiCyCle rOute: A route marked with signage to be amenable to bicycling. A Bicycle Route may just be a set of
coordinated signage, but it may also include other types of Bicycle facilities over its trajectory.
Bikeway: A continuously designated segment of right-of-way that provides exclusive, preferential, or equal priority
for bicycle travel. It includes the Bikeway facility (lane, path, etc. and any curbs, markings and/or protective
barriers.
COntra-flOw BiCyCle lane: A designated Bicycle Lane marked to allow bicyclists to travel against the flow of
traffic.
Shared Use PathBicycle Lane
BICYCLE PLANNING TOOLKIT
Bicycle Box
PAGE 47
Neighborhood Greenway
(light)
green Bike lane: A conventional bike lane that has been painted green, either at high alert areas, or along the
entire route.
neighBOrhOOd greenway: A low-speed and low-volume thoroughfare with shared vehicular lanes that give
movement priority to bicyclists, designed for commuting and recreational bicyclist as well as pedestrian use.
Neighborhood Greenway Lite : Low to medium intervention, possible light construction. IE: Signage, pavement
markings, actuated bike signals.
Neighborhood Greenway Heavy : Medium to heavy intervention: IE: Neighborhood circles, traffic rerouting, tree
planting, chicanes, dedicated bicycle signals.
PhySiCally-SeParated BiCyCle lane: A Bicycle Lane separated from the motor vehicle travel lanes by Curbs, rail-
ings, plantings, parked cars, and/or grade separation, etc. (Syn: cycle track, side path)
rOad diet: A road treatment that removes either on-street parking, or travel lanes, reduces travel lane width,
adds bike lanes, or widen sidewalk. Also known as traffic calming.
Shared uSe lane Marking: A pavement marking applied to a thoroughfare too narrow to accommodate Bicycle
Lanes and/or with vehicular target speeds slow enough to allow cyclists to move safely with motor vehicles.
(Syn: Sharrow)
Shared-uSe Path: A two-way physically separated facility from motor vehicular traffic with an open space or
barrier (AASHTO, 2012). Shared-use paths should always be designed to include pedestrians even if the pri-
mary anticipated users are bicyclists.
Parking Protected Bicycle Lane
BICYCLE PLANNING TOOLKIT
Neighborhood Greenway
(heavy)
- This Page Intentionally Blank-
PAGE 48
BICYCLE NETWORK PLAN
ABOUT THE RECOMMENDATIONS
The Bicycle Network Plan in the pages that follow includes over 20 Miles of new and improved
bikeways. The plan is has been divided into three distinct categories of projects that will provide
for significantly improved bicycle and pedestrian safety and access, and addresses connectivity
neighborhood by neighborhood.
Each category of projects builds on previous efforts and tries to improve bicycle access incrementally
with the goal of increasing bicycle and pedestrian modeshare, while having a longer term view of
improvements to the network as funding and conditions permit.
CATEGORY 1 PROJECTS, AKA “FILLING IN THE GAPS,” are those projects that provide
short term improvements to the existing network. These projects seek to fill in gaps within the existing
bicycle network as it is today, and has a horizon of five year time horizon.
CATEGORY 2 PROJECTS, AKA “IMPROVEMENTS TO EXISTING FACILITIES,” are
improvements that can be made to the existing bikeway network (as identified in this report). These
are envisioned as upgrades to facilities that exist today to safer facility types, as well as upgrades to
Category 1 projects.
CATEGORY 3 PROJECTS are those that will require extensive roadway changes, including lane
removal and traffic diversion, and which will require significant political will and further study to
pursue. Though these projects may be desirable in their impact on bicycle modeshare, their political
and financial feasibility requires further study.
PRIORITIZATION BY MODESHARE AND EASE OF IMPLEMENTATION
As described in the pages that follow, criteria are defined for each project, with a complete project list
included in the appendix along with typical section and intersection diagrams for major routes.
Projects were categorized then ranked using two broad set of criteria: the project’s impact on bicycle
modeshare and the ease of implementation.
While these plans cannot predict changes in political climate, costs, or other factors that may impact the
order in which these projects are done, city leaders are encouraged to go beyond the recommendations
of this report whenever possible. Decision makers should allow for a flexible and aggressive
implementation strategy than what is shown on these maps if conditions allow.
PAGE 50
GREEN BIKE LANES
As an initial first step in implementing this plan, the City
of Miami Beach will be embarking on a Green Bike
Lane Project, which as mentioned above, will make
multimodal transportation more appealing and safe for
all users. A chart on this project can be found in the
implementation section.
Green-painted bike lanes make cycling safer, by remind-
ing car drivers to watch out for cyclists when driving
across bike lanes. Green bike lanes send the clearest-
possible message that roads are not only for cars.
Green-painted bike lanes accomplish what a white
stripe next to the parking lane cannot. They organize
the streets visually and physically so that all users may
feel safe on the roadway.
Green bike lanes alone, aid in the reduction of motor
vehicle - bicyclist collisions. In addition, the higher vis-
ibility helps a wider range of users to feel safe when
biking.
A higher use of bicycles correlates with the decrease of
trips otherwise made via automobile. This often results
in financial benefits for local businesses including repeat
visits and less parking infrastructure requirements.
PAGE 51
GREEN BIKE LANES
N1 Inch = 1, 200 Ft.
1,200 Ft.2,400 Ft.0 Ft.
1In.2 In.0 In.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICALGARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
NORTH SHORE
PARKING LOT
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H ORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
AL
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42ND
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32ND
S
T
.
30 TH
ST.
27TH ST.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
SU
N
SET D
R.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
LEGEND:
BIKEWAY NETWORK
EXISTING
Bike Lane
Bike Lane Pair
PAGE 52 N1 Inch = 1, 200 Ft.
1,200 Ft.2,400 Ft.0 Ft.
1In.2 In.0 In.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICALGARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
NORTH SHORE
PARKING LOT
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H ORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42ND
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32N
D
S
T
.
30 TH
ST.
27TH ST.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
S
U
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
EXISTING BICYCLE CONTEXT
MIAMI BEACH QUICK FACTS
One of the City of Miami Beach’s best assets is the
existing network of bicycle lanes, pedestrian streets,
and compact walkable urbanism. These assets make
the city a great candidate for improvements to bicycle
and pedestrian infrastructure and will form the basis of
the bicycle master plan.
tOtal exiSting Bike netwOrk: 29.5 MileS
nuMBer Of Bikeway tyPeS: 3
exiSting BiCyCle laneS: 17 MileS
exiSting BiCyCle rOute: 7.7 MileS
exiSting Shared-uSe Path: 4.8 MileS
PROPOSED
Shared Path
Bike Lane
Neighborhood Greenway
LEGEND:
BIKEWAY NETWORK
PAGE 53 N1 Inch = 1, 200 Ft.
1,200 Ft.2,400 Ft.0 Ft.
1In.2 In.0 In.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICALGARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANYBAY PARK
ALLISON
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
NORTH SHORE
PARKING LOT
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H O RE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42ND
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
CH A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32ND
S
T
.
30 TH
ST.
27TH ST.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
S
U
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
BICYCLE NETWORK PLAN: CATEGORY 1: FILLING GAPS
LEGEND: BIKEWAY NETWORK
EXISTING
All Facilities
PROPOSED
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
CATEGORY 1: FILLING IN THE GAPS
At a minimum, the projects included in the first
phase are critical. This phase (shown to the left)
is what we call “Filling in the gaps”. This strategy
looks at the existing bicycle network as it exists
today, and suggests improvements that can be
done immediately to improve connectivity in the
near term. No curb to curb reconstruction would be
required. The anticipated mode shift achieved by
this network is 4% over a five year horizon.
PAGE 54
N1 Inch = 1, 200 Ft.
1,200 Ft.2,400 Ft.0 Ft.
1In.2 In.0 In.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
NORTH SHORE
PARKING LOT
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S HORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32ND
S
T
.
30 TH
ST.
27TH ST.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
SU
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
BICYCLE NETWORK PLAN: CATEGORY 2: IMPROVE EXISTING
CATEGORY 2: IMPROVEMENTS TO
EXISTING FACILITIES
The 20 year plan envisions a network of protected
bike lanes on major corridors, and a network of
secondary greenways on residential streets. Existing
bike lanes and sharrows on major corridors should
be converted into protected bicycle facilities, and
critical connections at 71 Street, 63 Street, 51 Street,
and Alton at Chase Ave should be made. Major
interventions in the plan occur on state or county
roads, where the volume of traffic is above 25,000
ADT or the speed above 35 mph.
Critical regional connections at the MacArthur
Causeway, the Venetian Causeway, the Julia Tuttle
and the JFK Causeway all require investments in
separate bicycle and pedestrian infrastructure to
accommodate inter-city regional travel between
Miami Beach and mainland Miami. Notable in
the long term plan is a synthesis with potential
rail linkages on 5 Street and Washington. These
investments in rail transit infrastructure along with
the improvements shown here will lead to the 14%
bicycle mode share by 2035 (A 9% increase over
20 years.)
PROTECTED BICYCLE LANE MILES23
6 BICYCLE FACILITY TYPES
5-YEAR BICYCLE
MODESHIFT 4%
LEGEND: BIKEWAY NETWORK
EXISTING
All Facilities
PROPOSED
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
PAGE 55
N1 Inch = 1, 200 Ft.
1,200 Ft.2,400 Ft.0 Ft.
1In.2 In.0 In.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLANDSTAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISONPARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
NORTH SHORE
PARKING LOT
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
FLAMI
NGO DR.
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N. SHORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
BAY DR.BIARRITZ DR.
CALAIS DR.
LA GORCE CIRCLE
A
L
L
I
S
O
N
R
D
.
N. BAY RD.
ALTON RD.
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKEVIEW DR.
W. 49TH ST.
N. BAY RD.
ALTON RD.
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
PINE TREE DR.
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
NAUTILUS DR.
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 THST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
NORMANDY DR.
71ST ST.
W. 63RD ST.
COLLINS AVE.
N.
M
I
C
H
I
G
A
N
A
V
E
.
N. JEFFERSON AVE.
N. ADAMS AVE.
MERIDIAN AVE.
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
CHASE AVE.
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
DAN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
MARSEILLE DR.
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32ND
S
T
.
30 TH
ST.
27TH ST.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
SU
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
N1 Inch = 1, 200 Ft.
1,200 Ft.2,400 Ft.0 Ft.
1In.2 In.0 In.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
NORTH SHORE
PARKING LOT
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H ORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 43
RD CT.
W. 42ND
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
CH A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32ND
S
T
.
30 TH
ST.
27TH ST.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
SU
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
BICYCLE NETWORK PLAN: CATEGORY 3: ASPIRATIONAL
CATEGORY 3: ASPIRATIONAL LONG
TERM MASTER PLAN
The 20 year plan envisions a network of protect-
ed bike lanes on major corridors, and a network
of secondary greenways on residential streets. Ex-
isting bike lanes and sharrows on major corridors
should be converted into protected bicycle facilities,
and critical connections at 71 Street, 63 Street, 51
Street, and Alton at Chase Ave should be made. Ma-
jor interventions in the plan occur on state or county
roads, where the volume of traffic is above 25,000
ADT or the speed above 35 mph.
Critical regional connections at the MacArthur
Causeway, the Venetian Causeway, the Julia Tuttle
and the JFK Causeway all require investments in
separate bicycle and pedestrian infrastructure to ac-
commodate inter-city regional travel between Miami
Beach and mainland Miami. Notable in the long
term plan is a synthesis with potential rail linkages
on 5 Street and Washington. These investments in
rail transit infrastructure along with the improvements
shown here will lead to the 14% bicycle mode share
by 2035 (A 9% increase over 20 years.)
PROTECTED BICYCLE LANE MILES40+
5-YEAR BICYCLE
MODESHIFT 4%
LEGEND: BIKEWAY NETWORK
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
PAGE 56
PAGE 57
72 %
4 %
19 %
2 %
2 %
NORTH BEACH
The communities of North Beach include Normandy Isle,
Normandy Shores, North Shore and Biscayne Pointe stretch from
the northern boundary of the city down to around 63 Street.
Both Normandy Isle and North Shore are home to some of the
most vibrant pedestrian friendly commercial districts in the City.
Indeed, these attractions place many of life’s daily needs within a
short walk or bike ride for most residents, something which is not
obvious when looking at the modeshare analysis for the area.
Crash data for the area shows that the main points of conflict
are Collins, Indian Creek Drive, 71 Street and 63 Street Bridge.
These are locations where protected bicycle facilities should be
prioritized. Overall, North Beach accounted for 15.3% of the total
crashes citywide over the past three years.
The modeshare analysis for the neighborhood, as documented
in the Miami Beach Community Satisfaction Survey, shows that
one third of residents do not use cars as their main form of
transportation. When viewed against the backdrop of compact
walkable urbanism, these numbers are encouraging.
PreviOuS Bikeway analySiS
Both the 2007 Bikeways Master Plan and the 2009 Atlantic
Greenways Network Master Plan showed several proposed routes
in this area. They included bike routes on 72 Street, 73 Street, 77
Street, 81 Street, a bike boulevard on Carlyle, a bicycle path on
Park View Island, and a bike lane on Dickens Avenue.
The Basis of Design Report for the North Shore neighborhood
was also reviewed for consistency with development of the master
plan. We reference this document in the pages ahead.
The re-paving of 71st Street included the addition
of bicycle lanes. Image: Miami Bike Scene
Miami Beach Community Ride participants enjoy
a police escort south along Indian Creek Drive.
Connecting Stillwater Park and Crespi Park,
Hawthorne is a good candidate for a bicycle
facility.
Tr
a
n
s
p
o
r
t
a
t
i
o
n
R
e
p
o
r
t
C
a
r
d
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
NORTH
SHORE
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
NORTH SHORE
PARKING LOT
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H O R E DR.
73 RD ST.
C
O
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
M A R S E I L L E D R .
43RD ST.
44TH ST.
69 TH ST.
67TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
81 ST ST.
85TH ST.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
PAGE 58
NORTH BEACH: CATEGORY 1 + 2
4
10
LEGEND: BIKEWAY NETWORK
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
9
12
18
12
13
189
8
13
27
4
11
PAGE 59
Existing bike lanes on 71st street.
A western looking view of 85th Street, which terminates
at Stillwater Park.
Bicycle parking at Crespi Park.
NORTH BEACH: CATEGORY 1 + 2
CategOry 1: filling in the gaPS
With a network of slow, residential streets, and a budding
bicycle network, the prospects for North Beach are strong.
The adjacent plan shows how the network in North Beach
may develop by focusing on connecting to or improving
existing bicycle facilities and proposing solutions that
can be implemented without curb reconstruction. These
projects represent the first five percent jump in bicycle
modeshare envisioned by the modeshare goals. The
main elements of the short term plan are:
Implement protected bike lanes on 72nd and 73rd
street , between Collins Ave. and Dickens Ave.
between Atlantic Trail. and Dickens Avenue.
Protected bike lane along Indian creek, between
Abbott and 63rd St.
Medium to light greenway along 81st from Atlantic
Trail to Crespi Blvd.
Greenway along 77th Street between the Atlantic
Greenway and Dickens Ave.
Create a greenway along Tatum Waterway Drive.
Implement a shared path along the parkview island
park, around Biscayne Elementary to Dickens Dr.
4
9
12
18
CategOry 2: iMPrOveMent tO exiSting faCilitieS
Upgrade from sharrows to protected bike lanes.
From bike lane to Protected Bike lane Atlantic Trail
to Abbott Ave.
Upgrade from sharrows to protected bike lanes.
From bike lane to Protected Bike lane on Normandy
Dr from Biarritz to Bay Drive
Upgrade from sharrows to protected bike lanes.
From bike lane to Protected Bike lane on 71st Dr
from Biarritz to Bay Drive
Upgrade Dickens Dr. from bike lanes to protected
bike lanes between 71st and Tatum Waterway Dr.
Protected bike lanes on 71st St from Biarritz to City
limits.
Protected bike lanes on Normandy Drive from
Biarritz to city limits.
Upgrade from bike lane to protected bike lane on
Indian Creek, between Abbott Ave. and Dickens
Ave.
12
13
18
9
8
13
27
4
11
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
NORTH
SHORE
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
NORTH SHORE
PARKING LOT
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
82ND ST.
FAIRWAY DR.
B
Y
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H O R E DR.
73 RD ST.
C
O
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST
.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
M A R S E I L L E D R .
43RD ST.
44TH ST.
69 TH ST.
67TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
81 ST ST.
85TH ST.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
22 23
PAGE 60
NORTH BEACH: CATEGORY 3
2
1
10
11
21
LEGEND: BIKEWAY NETWORK
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
29
CategOry 3: aSPiratiOnal
The long term plan Over the long-term existing bicycle
facilities should be upgraded. Bike lanes on major
roads should be converted into projected facilities, and
recommends the following improvements as funding
arises and demand for improved facilities grow.
Implement a protected bike lane on Harding Ave.
from 73rd St to The City limits, and from 73rd to
Indian Creek
Implement a protected bike lane on Collins Ave.from
73rd St to The City limits.
Shared path on Fairway Drive along golf course, from
Bay Drive East to Calais Drive.
Greenway on Bay Drive South
Greenway on Byron Avenue from 81st to 73rd Street.
Greenway along 85th street, from the Atlantic Trail to
Stillwater Drive .
Greenway along 69th St., from Indian Creek to the
Atlantic Trail.
Greenway on Hawthorne from 77th to Still Water Dr.
Greenway on along Crespi blvd., between
Hawthorne Ave. and 85th St.
Greenway along 85th St, from Atlantic trail to Still
Water Drive.
21
22
23
19
12
11
PAGE 61
7
4
NORTH BEACH: CATEGORY 3
A father and daughter enjoy the Miami Beach Community
Ride. As a police escorted ride, dangerous thoroughfares
like Collins Avenue temporarily feel safe for cyclists of all
abilities.
North Bay Road provides an important alternative to the
congestion and fast-moving cars found moving along Alton
Road.
The Beach Walk provides a great recreational and trans-
portation amenity, especially those looking for an alterna-
tive to Collins Avenue.
1
2
10
29
PAGE 62
PAGE 63
Middle Beach encompasses the neighborhoods between Dade
Boulevard in the South to 63 Street in the North, and includes the
communities of Allison Island, Bayshore, Nautilus, La Gorce, and
Oceanfront. The mid beach community boasts some of the best
real estate in the country, with their narrow, tree lined streets and
adjacency to the beach.
As the Transportation Report Card Shows, most of the trips in this
area are made by car. This is one of the most suburban parts of
Miami Beach, and is heavily designed around the car. 41 Street
is the only pedestrian corridor in the area, and the beachwalk is
the only protected bicycle facility.
Within the network, La Gorce Neighborhood forms a critical
connection between Nautilus to the South, and North Beach.
There are only 6 north/south corridors in Mid-beach. Four of
these converge at 63 street in La Gorce. Alton Road is a critical
north-south auto-connection, with volumes and speeds that require
protected facilities, but a protected facility along this corridor will
be difficult to accomplish in the short term. This plan proposes two
alternate low-stress routes that incorporate North Bay Road and
the 2- mile Pine Tree/La Gorce pair.
MIDDLE BEACH
Tr
a
n
s
p
o
r
t
a
t
i
o
n
R
e
p
o
r
t
C
a
r
d
89 %
6 %
5 %
0 %
1 %
Along 47th Street, bicycle lanes of varying
quality connect Pine Tree Drive with Alton
Road
Narrow sidewalks along the 41st Street
leave little room for bicycle parking or other
pedestrian-oriented amenities.
This northbound only Alton Road bicycle lane
terminates abruptly at Chase Avenue.
PAGE 64
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
VENITIAN
ISLAND
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
MIAMI BEACH
GOLF CLUB
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
21ST ST. REC.
CENTER
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
WA
S
H
I
N
G
T
O
N
A
V
E
.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
CO
L
L
I
N
S
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32N
D
S
T
.
30 TH
ST.
27TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
ME
R
I
D
I
A
N
A
V
E
.
S
U
N
SET D
R
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
2
3
MID BEACH: CATEGORY 1 + 2
3
511
15
16
17
19
20
21
22
14
3
16
2
7
15
22
24
LEGEND: BIKEWAY NETWORK
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
1
PAGE 65
Create a robust shared path along Dade
Blvd between Purdy Ave and Pine tree drive.
Protected bicycle facilities along 41st
between Pine Tree and Julia Tuttle Cswy.
Shared path on 41st St, between Indian
Creek and Pine Tree Dr.
Protected bike lane along Indian creek
between 41st and 26th St.
Shared path along Alton Rd, between N.
Michigan and Chase Ave.
Protected bike facilities along Julia Tuttle
Causeway from City limits to Alton Road
interchange.
Establish North Bay Road as a
neighborhood greenway
Extend bike lanes on W. 47th st. West from
Alton Road to North Bay Road.
Extend bike lanes on W. 42nd st from
Sheridan to Pine Tree Dr.
MID BEACH: CATEGORY 1 + 2
Design the section of the Beach Boardwalk
between 24th and 29th, to accommodate
adjacent protected bike lanes.
Design the section of the Beach Boardwalk
between 30th street to Allison park ,to
accommodate adjacent protected bike lanes.
Protected bike lane on 63rd St from Indian Creek
to Atlantic Way.
Protected bike lane on 63rd St from Indian Creek
to Alton Road.
Create bicycle lanes along W. 51st between
Alton Road and Pine Tree Drive.
Shared Path along Alton Rd, between 51st and
and North Bay Road.
Shared path Along W. 28th street between
Prairie Ave. and Pine Tree Drive.
Shared path along Chase Avenue between
Praire and Alton Road to Julia Tuttle junction.
Protected bike facilities along Pine Tree Drive
and La Gorce Drive between 51st and 63rd St.
Shared path along North Michigan between
Dade Boulevard and Alton Rd.
Protected bike lanes on Alton Road @ North Bay
Road intersection.
5
2
3
11
15
16
17
20
19
21
22
24
22
CategOry 1: filling in the gaPS CategOry 2: iMPrOveMent tO exiSting faCilitieS
2
3
7
14
15
16
20
PAGE 66
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
VENITIAN
ISLAND
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
MIAMI BEACH
GOLF CLUB
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
21ST ST. REC.
CENTER
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST
.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
WA
S
H
I
N
G
T
O
N
A
V
E
.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
CO
L
L
I
N
S
A
V
E
.
PI
N
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32N
D
S
T
.
30 TH
ST.
27TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
ME
R
I
D
I
A
N
A
V
E
.
S
U
N
SET
D
R
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
MID BEACH: CATEGORY 3
1
2
20
9
15
16
24
25
27
28
17
LEGEND: BIKEWAY NETWORK
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
PAGE 67
MID BEACH: CATEGORY 3
Digital speed readout signs remind motorists when they
are exceeding the speed limit along Alton Road.
An old Bike Route sign along North Bay Road reminds
users of the street’s history as a preferred alternative to
cycling Alton Road.
Looking east along a short residential street located
between La Gorce and Pine Tree Drive. Narrow residential
streets like this provide a pleasant cycling environment.
CategOry 3: aSPiratiOnal
In order to achieve the 2035 modeshare goals, major
connections will need to be made in the bicycle
network. Among the changes are:
9 Protected bike facilities along Pine Tree Dr.
between Dade Blvd and 51st Street.
Greenway on Prairie Avenue between 44th and
47thSt.
Greenway along 20th St. between Purdy Avenue
and N. Michigan.
Collins Ave, Protected bike lanes from 41st to 63rd
Shared Path along Maurice Gibb Memorial Park
Greenway along Purdy Ave, between the Venetian
Causeway and 20th street.
Greenway on Royal Palm Ave. between 28th and
41st street.
Shared path along the Atlantic Trail between 24th
and 29th street.
Shared path along the Atlantic Trail from 29th
street to Allison Park.
15
16
20
24
25
27
28
17
PAGE 68
PAGE 69
New bicycle lanes along 5th St. improve conditions for
skilled bicyclists. However, the eastbound lane ends
suddenly at Lenox Avenue , and without indication for
how cyclists should continue to navigate.
The 16th Street bicycle lane, west of Alton Rd. The use
of dashed lines adjacent to the parking lot entrance
visually defines a potential conflict point for motorists
and cyclists.
Sharrows on Washington Ave. help guide bicyclists
away from the opening doors of parked cars. They
also indicate to motorists that the road is a shared
space.
South Beach has the highest volume of pedestrians and
cyclists in Dade County, and competes only with Key West
for having the most cyclists per capita than anywhere else in
the southeastern United States.
For the purposes of street design, everything south of Dade
Boulevard should be considered a pedestrian and bicycle
priority zone. In the short term that means certain streets
should be converted into bicycle boulevards with limited
cut-through traffic, while other streets are wide enough
to accommodate parking protected bike lanes now in
anticipation of future reconstruction projects.
In the long term, the overall strategy on Miami Beach is to
provide sidewalk level protected bike lanes on major streets,
with parallel bicycle boulevards through Flamingo Park. The
long term plan also envisions a shared path loop around
south beach using the Baywalk on one side, and Beachwalk
on the other.
Crash Data shows that South Beach has the highest
concentration of crashes in all of Miami Beach. Major hot
spots include the intersection of Alton Road and 17th Street
and 5 Street and West Avenue.
SOUTH BEACH
53 %
25 %
17 %
2 %
1 %
Tr
a
n
s
p
o
r
t
a
t
i
o
n
R
e
p
o
r
t
C
a
r
d
PAGE 70
10
1 Inch = 1, 200 Ft.
1,200 Ft.0 Ft.
1In.0 In.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND
STAR
ISLAND
VENITIAN
ISLAND
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREEPARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
A L T O N R D .PRAIRIE DR.POST AVE.ROY AL PALM AVE.SHERIDAN AVE.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .N . A D A M S A V E .M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PI
N
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32N
D
S
T
.
30 TH
ST.
27TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
16TH ST.
S
U
N
SET
D
R
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST. 6
7
8
10
14
23
24
29
30
1
5
10
17
21
23
LEGEND: BIKEWAY NETWORK
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
SOUTH BEACH: CATEGORY 1 + 2
1
CategOry 1: filling in the gaPS
The street network in South Beach is one of the best
in the world. Despite the challenges presented by
over designing the streets for cars, a network of tree-
lined residential streets, and a robust bicycle culture,
the short-term plan proposes an aggressive expansion
of protected paths around South Beach. There
are also opportunities to dovetail with upcoming
reconstruction projects, such as the project planned
for West Avenue.
PAGE 71
The eastern terminus of the 16th Street bicycle lane
directs bicyclists into a row of parked cars.
SOUTH BEACH: CATEGORY 1 + 2
Meridian Avenue attracts bicyclists for several reasons,
including it’s beautiful, consistent tree canopy. 10
14
CategOry 2: iMPrOveMent tO exiSting faCilitieS
17
10
1 Redesign Path along the Atlantic Trail from 3rd st
to 5th st.
Protected bike lane facilities along West Ave,
between 20th and 5th St.
Protected bike lanes along Meridian Ave, between
Dade Bldv and 16th St.
Protected bike lanes along MacArthur Cswy
between the Fisher Island Ferry Terminal and 5th/
Alton Intersection.
Protected bike lane along 21st St between Atlantic
Trail and Washington Avenue.
Bike lane along Convention Center Dr. between
17th St and Dade Blvd.
Greenway along 11th st from West Avenue to the
Atlantic trail.
Greenway along Meridian Ave south of 16th
Street.
Extend the existing bike lanes from Ocean Drive
to the Atlantic Trail.
Extend bike lanes from Collins to the Atlantic Trail
along 5th Street.
6
7
8
23
24
29
30
Protected bike lanes along Washington Avenue
between South Pointe Dr, and Dade Blvd.
Protected bike lane along 16th St, from Collins to
Bay walk
1
5
Protected bike Lanes on South Pointe Dr, between
Atlantic Trail and Alton Road.
Protected bike lane along Euclid Ave.
Protected bike lanes at Alton and 5th Intersection.
Protected bike lanes along Alton from from South
Pointe Dr to 5th Street.
21
23
1 Inch = 1, 200 Ft.
1,200 Ft.0 Ft.
1In.0 In.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND
STAR
ISLAND
VENITIAN
ISLAND
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M I
N G O D R .
A L T O N R D .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PI
N
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
MI
C
H
I
G
A
N
A
V
E
.
43RD ST.
44TH ST.
40 TH ST.
36 TH ST.
32N
D
S
T
.
30 TH
ST.
27TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
38 TH ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
16TH ST.
S
U
N
SET
D
R
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
3
4
17
26
3031
LEGEND: BIKEWAY NETWORK
Shared Path
Protected Bike Lane
Conventional Bike Lane
Neighborhood
Greenway (Heavy)
Shared Space
Neighborhood
Greenway (lite)
PAGE 72
1 2
3
4
5 6
8
9
106
7
8
12 12
14
SOUTH BEACH: CATEGORY 3
5
13
18
Greenway along 17th St from Atlantic Way to West
Ave.
Lincoln Road Shared space “Woonerf” from
Washington to Atlantic Way.
Greenway along 10th St from Bay Walk to Atlantic
Trail.
Greenway along Michigan Ave, between 11th and
2nd
Greenway along Pennsylvania Ave, between 7th
and 17th Street.
Greenway along 2nd St., between Ocean and
Michigan Ave.
Greenway along 13th St from Bay Walk to Atlantic
Trail.
Greenway along 15th St, between Washington and
West Ave.
Greenway along 6th St, between Atlantic Trail and
West Ave.
Protected bike lanes along Collins from South Point
to mid- beach
Shared space on Ocean Dr, between 5th and 15th
St.
Bay walk along sea wall from 5th to 16th St.
Greenway along Drexel between 17th and 12th.
Greenway along Lincoln Lane N.
4
18
17
26
30
31
PAGE 73
Miami Beach Community Bike Ride participants set off
down Washington Avenue.
DecoBike is one of the most successful bicycle sharing
programs in the country. The City Hall DecoBike station is
shown above.
SOUTH BEACH: CATEGORY 3
A short segment of Euclid Avenue now includes bicycle
lanes, curb extensions/rain gardens, and enhanced
crosswalks.
CategOry 3: aSPiratiOnal
The longer term view on South Beach sees significant
increases in investments in transit infrastructure, and
along with them investments in bicycle and pedestrian
infrastructure.
Regarding the former, we are looking specifically at
three intersections because they are major pinch points
for connectivity between the hospitals and North Beach/
Collins corridor. The intersections are:
12
6
7
8
14
3
5
13
PAGE 74
-This page intentionally blank-
PAGE 75BIKE PARKING
PAGE 76
INTRODUCTION
The provision of accessible, attractive,
and safe bicycle parking options for
both short and long-term use is critically
important to supporting bicycling as
a viable mode of transportation in
Miami Beach. In recent years, the
City of Miami Beach, private property
owners, and business owners have
installed hundreds of new, well-designed
bicycle racks, particularly for short-term
use. This bicycle parking plan makes
recommendations for developing high
quality, plentiful, and visible bicycle
parking options serving residents and
visitors for years to come.
EXISTING CONDITIONS
Today, there are more than 600 publicly
accessible short-term bicycle parking
spaces in Miami Beach, and more being
added each year. As the map at left
indicates, these spaces are created by
a variety of bicycle parking types found
throughout the city. Yet, analysis reveals
that supply is not meeting the current and
coming demand. And in many locations,
existing bicycle parking facilities are
often under-supplied and/or poorly sited,
which detracts from their usefulness and
viability.
Not surprisingly, most of the city’s
current bicycle parking supply is found
BICYCLE PARKING: EXISTING CONDITIONS
17 U-Racks at this location
20 U-Racks at
this location
10 U-Racks currently
at this location
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S HORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
AL
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
CH A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH S
T
.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
SU
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
LEGEND: BICYCLE RACKS
EXISTING RACKS
U-Rack
Wave
Bollard
Grid
Wheel Bender
Handlebar
BICYCLE PARKING LOCATIONS600+
6 BICYCLE PARKING TYPES
CITIBIKE LOCATIONS89
where demand is high. These locations
include public parks, at civic buildings,
and along commercial streets like
Washington Avenue, Lincoln Road, 41st
Street, and 71st Street.
The bicycle parking intensity use map
this page demonstrates where demand is
concentrated. In many of these locations,
the supply but also the quality of the
infrastructure needs to be increased.
For example, bicycle parking
at key destinations, like gyms,
pharmacies, restaurants, and bars
is often oversubscribed or in some
cases underused because of a poor
selection in bicycle parking type and/
or placement. Both conditions cause
people to choose to lock their bicycles
too other vertical elements, like street
signs, parking meters, and fences. When
this occurs, the city’s high number of
pedestrians are inconvenienced and
made less comfortable as they navigate
around bicycle-strewn sidewalks.
In addition, long-term bicycle parking
options, for say three hours or more,
are few and far between. Bicycle
parking of this kind —covered, high
security, easily accessible — is needed
within residential neighborhoods and at
transit hubs, schools, large residential
and commercial developments, and
employment hubs. Such facilities will
encourage more people to bicycle for
transportation.
Without an increase in supply, quality,
and type, it will be difficult for Miami
Beach to obtain the bicycle mode share
goals set forth in this plan. A more
detailed analysis is found in the pages
ahead for South Beach, Mid-Beach, and
North Beach.
PAGE 77
BICYCLE PARKING: EXISTING CONDITIONS
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICALGARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S HORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 43
RD CT.
W. 42ND
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N. M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
CH A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH S
T
.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
SU
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
Low
Moderate
High
INTENSITY
LEGEND
PAGE 78
BICYCLE PARKING: EXISTING CONDITIONS
The inverted U-rack is an excellent bicycle parking type, yet the
above location could be improved.
Well placed, high-quality short-term bicycle parking provides for
a clear and accessible public sidewalk in mid-Beach.
Without adequate supply and visibility, bicyclists will lock their
bicycles to the nearest vertical element serving their destination.
The bicycle park type is not preferred, but it does provide
designated spaces for people traveling by bicycle.
The “comb rack” is not desired because they are difficult to use
and do not bicycles efficiently.
Bicycle parking needs to be supplied for bicycles of all shapes
and sizes.
PAGE 79
17 U-Racks at
this location
20 U-Racks at
this location
10 U-Racks currently
at this location
City submitted location
of additional racks to
Property Management August 8th.
City has identified
location of additional
racks for 41st St.
City has identified
location of additional
racks for 71st St.
City has identified locations
of additional racks and
racks to replace throughout
Lincoln Road.
Approx. 20 U-Racks
coming soon.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND STAR
ISLAND
VENITIAN
ISLAND
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
NORTH
SHORE
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
SOUTH POINTE PARK
21ST ST. REC.
CENTER
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H ORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
AL
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42ND
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PIN
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
M A R S E I L L E D R .
MI
C
H
I
G
A
N
A
V
E
.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH S
T
.
69 TH ST.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
81 ST ST.
85TH ST.
16TH ST.
SU
N
SET D
R
.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
BICYCLE PARKING: PROPOSED PLAN
PROPOSED BICYCLE PARKING
The bicycle parking plan illustrated at right
identifies over 800 new locations for bicycle
parking. The locations were determined
by analyzing land use and urban
characteristics, demand, and available
space. Each location was then matched
with an appropriate type of parking to serve
as many users as possible. The analysis
revealed that many of the short-term racks
found throughout the city do not meet
best practice specifications (see page 84)
and that long-term parking is almost non-
existent. Thus, the following five short and
long-term parking facilities types are being
recommended.
Short-term Parking Types
• Bike Corral
• Public Art Rack
Long-term Parking Types
• Bicycle Shelter
• Bicycle Locker
• Bicycle Station
These five types, plus the city’s standard
inverted-u rack, should comprise the bulk of
the city’s parking in the future. A definition
of short and long-term bicycle parking is
located on page 80, and a visual guide to
current and proposed parking types is found
on page 81.
More detailed recommendations for South,
Mid, and North Beach may be found on the
following six pages.
NEW LOCATIONS+804
+5 NEWPARKING TYPES
LEGEND: BICYCLE RACKS
PROPOSED RACKS
U-Rack
Public Art Rack
Bicycle Corral
Bicycle Shelter
Bicycle Locker
Bicycle Station
U-Rack
Wave
Bollard
Grid
Wheel Bender
Handlebar
EXISTING RACKS
SAN MARCO
ISLAND
PAGE 80
BICYCLE PARKING: SOUTH BEACH PLAN
EXISTING CONDITIONS SUMMARY
Despite hundreds of new bicycle racks, bicycle
parking is still in high demand but in low sup-
ply. This may be observed by walking along
commercial thoroughfares like Collins Avenue,
Washington Avenue, 5th Street, Lincoln Road,
Ocean Drive, and Alton Road, among others.
In these places, bicycle racks, street signs, and
parking meters are often jammed with bicycles,
which makes the city’s most heavily trafficked
sidewalks a challenge to navigate on foot.
Moreover, bicycles affixed to poorly sited and
many a makeshift rack are often unable to be
locked properly and subject to damage or theft.
Bicycle parking is also a desired amenity within
the neighborhoods of South Beach. The residen-
tial streets feature narrow sidewalks with little
room to store bicycles, while the area’s historic
art deco buildings were not initially designed
to incorporate this needed amenity. Thus, the
prospect of hauling a bicycle in and out of an
apartment building, or the threat of theft from
poorly sited and poorly selected outdoor racks
likely deters many people from making trips by
bike.
With few options, bicycle storage has become
an issue that needs to be addressed for thou-
sands of residents living in the city’s most bicy-
cle-friendly neighborhoods.
PROPOSED PARKING SUMMARY
Numerous opportunities exist for upgrading
the supply and quality of bicycle parking in
South Beach. In the short-term, the City of
Miami Beach can continue to add it’s high-
quality silver inverted u-racks to the city’s
streets. The same rack type should be used for
short-term parking in parks, public spaces, and
schoolyards throughout South Beach.
Given the area’s density, physical constraints,
and high-bicycle use, one of the big
opportunities for increasing supply is to use
street space more efficiently. This may be done
by adding bicycle racks either within select
areas that currently limit automobile parking,
but often allow motorcycle parking. These
in-street bicycle corrals may be used for short-
term parking, or be provided with shelters to
add more utility to longer-term use. There are
more than 100 hundred such opportunities
throughout South Beach and they should
be taken advantage of so that more bicycle
parking may be added. In select spaces, where
demand is the highest as in Crunch Gym at
1259 Washington Avenue, automobile parking
may be removed in favor of providing more
bicycle parking. This re-allocation of space
not only helps build complete streets, but helps
retailers, residents, and visitors find more
parking conveniently.
Bicycle parking is often oversubscribed and poorly sited, such
as the above example limiting pedestrian comfort.
Motorcycle parking is often allowed adjacent to curb cuts and
intersections. Bicycle parking should be an additional option.
PAGE 81
BICYCLE PARKING: SOUTH BEACH PLAN
17 U-Racks at
this location
20 U-Racks at
this location
10 U-Racks currently
at this location
City submitted location
of additional racks to
Property Management
August 8th.
City has identified
location of additional
racks for 41st St.
City has identified locations
of additional racks and
racks to replace throughout
Lincoln Road.
Approx. 20 U-Racks
coming soon.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND
STAR
ISLAND
VENITIAN
ISLAND
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
A L T O N R D .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5TH ST.
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PI
N
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
MI
C
H
I
G
A
N
A
V
E
.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH
S
T
.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
16TH ST.
S
U
N
SET D
R
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
LEGEND: BICYCLE RACKS
PROPOSED RACKS
U-Rack
Public Art Rack
Bicycle Corral
Bicycle Shelter
Bicycle Locker
Bicycle Station
U-Rack
Wave
Bollard
Grid
Wheel Bender
Handlebar
EXISTING RACKS
SAN MARCO
ISLAND
NEW LOCATIONS+497
BICYCLE PARKING LOCATIONS397+
NEW LOCATIONS+497
BICYCLE PARKING LOCATIONS397+
PAGE 82
BICYCLE PARKING: MID-BEACH PLAN
EXISTING CONDITIONS SUMMARY
Due to a large amount of single-family housing
and the presence of two golf courses, bicycle
parking in Mid-Beach is largely concentrated
along the 41st Street commercial corridor.
Numerous inverted u-racks have been installed
in recent years, attracting more bicycle use to
this important destination. That said, there is a
growing need to implement more parking along
the corridor and the half blocks to the north and
south that feature commercial land uses. This
will only become more important as the bicycle
network is strengthened to the north and to the
south.
In addition to 41st Street, Mount Sinai’s two
hospital campuses make Mid-Beach an impor-
tant employment and service hub for the region.
There are currently few safe ways to bicycle
to each hospital campus and bicycle parking
at both needs to be upgraded to include much
more short and long-term parking options.
Finally, there are few bicycle parking options
along the Collins Avenue corridor. Specifically,
there is a need for more short-term bicycle park-
ing serving the eastern terminus of numerous
streets that serve as access points to the beach
walk, and parks that line the beach.
PROPOSED PARKING SUMMARY
Bicycle parking in Mid-Beach should be con-
centrated in four distinct locations: The 41st
Street corridor, Collins Avenue and the streets
that terminate at the beach/beachwalk/parks,
and at the two Mount Sinai hospital campuses.
On 41st Street, a small amount of low-lying
landscaping could be removed for short-term
bicycle parking facilities. With limited space
along 41st Street, additional bike parking
should be placed along the intersecting streets,
such as the north and south side of Prairie
Avenue (adjacent to North Beach Elementary
School and Montefiore) where underutilized
street space could be better used for in-street
parking corrals (short-term) or bicycle shelters
(long-term).
Both hospital campuses should consider a
district-wide bicycle parking plan, one that
adds short-term parking along walkways, side-
walks, and in other open spaces near building
entrances. The plan should also include bicycle
lockers for long-term parking, which could be
placed judiciously within select parking lots and
garages.
Finally, bicycle racks, in-street corrals and a few
bicycle shelters should serve residents, shop-
pers, and beach visitors along or near Collins
Avenue.
Covered bicycle parking at Mount Sinai’s Heart Center’s
parking garage on Meridian Avenue/West 48th Street.
Prairie Avenue at 41st Street would be a good place to add
an in-street parking corral to serve local businesses.
10 U-Racks currently
at this location
City submitted location
of additional racks to
Property Management
August 8th.
City has identified
location of additional
racks for 41st St.
Approx. 20 U-Racks
coming soon.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
VENITIAN
ISLAND
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
MIAMI BEACH
GOLF CLUB
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
21ST ST. REC.
CENTER
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST
.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
WA
S
H
I
N
G
T
O
N
A
V
E
.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
CO
L
L
I
N
S
A
V
E
.
PI
N
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH
S
T
.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
ME
R
I
D
I
A
N
A
V
E
.
S
U
N
SET D
R
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
PAGE 83
BICYCLE PARKING: MID-BEACH PLAN
NEW LOCATIONS+116
BICYCLE PARKING LOCATIONS57+
LEGEND: BICYCLE RACKS
PROPOSED RACKS
U-Rack
Public Art Rack
Bicycle Corral
Bicycle Shelter
Bicycle Locker
Bicycle Station
U-Rack
Wave
Bollard
Grid
Wheel Bender
Handlebar
EXISTING RACKS
SAN MARCO
ISLAND
PAGE 84
BICYCLE PARKING: NORTH BEACH PLAN
EXISTING CONDITIONS SUMMARY
North Beach is comprised of several different
neighborhoods, many of which are in need of
additional bicycle parking. While many short-
term parking spaces have been added to the
71st/Normandy Drive and Collins Avenue
commercial district, more may be implemented,
especially between Indian Creek Drive and
Collins Avenue, and 63rd Street and 75th
Street.
With a residential density similar to that of
South Beach and a growing bicycle network,
there is also a need to add much more bicycle
parking within the area bounded by 72nd
Street to the south, Collins Avenue to the east,
Tatum Waterway Drive to the west, and the city
boundary to the north at 87th Terrace.
Access points to North Beach open space
network would benefit from additional bicycle
parking, or an upgrade in type. Locations
include the Normandy Shores Golf Club,
Fairway Park, Normandy Isle Park and Pool,
North Shore Park, Parkview Island Park, North
Shore Open Space Park, Allison Park, Brittany
Bay Park, and the many connection points
between east-west streets and the entrance to
the beachwalk.
PROPOSED PARKING SUMMARY
Diversifying the type and increasing the
supply of bicycle parking throughout North
Beach should be viewed as a short-term
implementation priority. More specifically, the
addition of inverted u-racks and bicycle corrals
to commercial streets will bring more customers
and help declutter the relatively narrow
sidewalks in the area’s business districts.
Moreover, in-street corrals may also be inserted
in select residential neighborhoods so that
residents and visitors find it easier to park.
At select parking lots or garages, bicycle
lockers or covered bicycle parking could serve
as a long-term storage or intermodal commuter
option. The new garage on 67th and Indian
Creek Drive is one such location.
Allison Park, North Shore Open Space and
others would be great places to add well-
designed and highly visible bicycle parking
shelters, perhaps integrated with bus stops. This
would provide a longer-term parking option
for intermodal commuters, as well as a safe
place semi-protected from the weather to store
bicycles for those spending a day at the beach.
Finally, school sites like Lehrman Community
Day School and Biscayne Elementary
Community School should provide more
accessible and sheltered parking for students
and visitors.
Located along Ocean Terrace, the above rack should provide
two parking spaces, but due to its location, it only provides
one.
The North Beach bandshell has been a cultural designation for
Miami Beach residents for decades. Recent programing of the
space and attendance demonstrate the need for bike corrals
and bike valet in the area.
PAGE 85
BICYCLE PARKING: NORTH BEACH PLAN
City has identified
location of additional
racks for 71st St.
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
NORTH
SHORE
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H O RE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
M A R S E I L L E D R .
W. 43RD ST.
W. 44TH ST.
69 TH ST.
67TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
81 ST ST.
85TH ST.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
LEGEND: BICYCLE RACKS
PROPOSED RACKS
U-Rack
Public Art Rack
Bicycle Corral
Bicycle Shelter
Bicycle Locker
Bicycle Station
U-Rack
Wave
Bollard
Grid
Wheel Bender
Handlebar
EXISTING RACKS
SAN MARCO
ISLAND
NEW LOCATIONS+75
BICYCLE PARKING LOCATIONS146+
PAGE 86
BICYCLE PARKING: BICYCLE PARKING TYPES
BICYCLE PARKING TYPES
Bicycle parking types range from basic bicycle
racks to semi-enclosed bicycle shelters, to full
“bike stations” that provide a combination of
amenities that include indoor bicycle storage,
repair facilities, showers, lockers, changing
rooms, rentals, and even café/social gathering
spaces. While countless bicycle parking designs
and configurations exist, they may be described
as two over arching types: short- and long-term
parking. Each of these types is explained below.
Short-term parking facilities consist of standard
bicycle racks, and temporary event “valet” park-
ing. Long-term parking facilities include semi-
enclosed bicycle shelters, fully enclosed bicycle
lockers, and fully enclosed bicycle stations/stor-
age rooms. Matching each of these types and
the available configurations to the right land use
context is not difficult, but requires an analysis of
the following conditions.
• intended bicycle user group
• length for which bicycles are likely to be
parked
• proposed location and surrounding land uses
• local climate considerations (shade, rain)
• ability of the proposed facility to provide
orderly, safe, and attractive bicycle parking
• basic performance standards and parking
site guidelines
At present, a range of short-term bicycle park-
ing types serve the needs of bicyclists in Miami
Beach with various levels of success. These types
are illustrated on the opposite page. Currently,
the City of Miami Beach offers no long-term park-
ing facilities.
SHORT-TERM BICYCLE PARKING
The majority of bicycle parking facilities are
intended for short-term use, generally less than
three hours. Short-term bicycle parking is gener-
ally associated with commercial/retail, civic,
and/or recreational land uses. As a result,
proximity to destination is often prioritized over
protection from weather and absolute security.
Beyond the use of a personal bicycle lock and
the quality of the rack, passive surveillance —
otherwise known as “eyes on the street” — is the
only security provided.
BICYCLE RACKS
Bicycle racks allow for the temporary storage of
bicycles in a safe and organized manner. The
most effective types are those which are easy
to identify visually, efficient in the their ability to
accommodate the intended amount of parked
bicycles, allow for easy bicycle maneuverability
in and out of the designated bicycle parking
space, enable the bicycle to be secured properly
by providing at least two points of contact with
the bicycle frame, and allow both the frame and
the wheel to be secured to the bicycle rack.
Two simple and recommended forms that meet
these standards are the inverted “U” Rack and
the “Post and Ring.” The former comprises the
standard Miami Beach city rack.
STANDARD BICYCLE RACK
RECOMMENDATION
It is recommended that Miami Beach continue to
use its standard silver inverted “U-rack.” Howev-
er, certain contexts may allow or dictate a differ-
ent parking facility or design type, as described
below. In particular, the addition of bicycle
corrals may require the city’s existing racks to be
placed on ground rails.
BICYCLE RACKS LOCATION
RECOMMENDATIONS
It is recommended that the city’s standard bicycle
racks be considered as a replacement to those
locations where bicycle racks do not currently
PAGE 87
BICYCLE PARKING: BICYCLE PARKING TYPES
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
U-Rack
Bicycle Corral
Bicycle Shelter
Bicycle Lockers
Bicycle Station
Miami Beach
Bike Parking Types
U-Rack
Wave
Bollard
Grid
Wheel Bender
EXISTING BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
Short-Term
PROPOSED BIKE PARKING TYPES
Long-Term
EXISTING BICYCLE PARKING TYPES
PROPOSED BICYCLE PARKING TYPES
S
H
O
R
T
-
T
E
R
M
S
H
O
R
T
-
T
E
R
M
L
O
N
G
-
T
E
R
M
GRID RACK (NOT RECOMMENDED)
WAVE RACK (NOT RECOMMENDED)BOLLARD RACK
(NOT RECOMMENDED)
WHEELBENDER RACK
(NOT RECOMMENDED)
INVERTED U-RACK (RECOMMENDED)
HANDLEBAR RACK
(NOT RECOMMENDED)
INVERTED U-RACK BICYCLE CORRAL ART RACK
BICYCLE SHELTER BICYCLE LOCKER BICYCLE STATION
PAGE 88
meet the design standards included in this plan.
For design standards, see the bicycle parking
section of the street design guide, for specific
location recommendations, see page 73.
BICYCLE CORRAL RECOMMENDATIONS
The bicycle corral is an increasingly common
type of short-term bicycle parking type used
where bicycle parking demand is high and side-
walk space is either limited or duly accommo-
dates high volumes of pedestrian traffic. Bicycle
corrals most commonly replace automobile park-
ing spaces or are placed within site triangle vis-
ibility zones, which still allow for motorist a clear
view yet also allow the added amenity of bike
parking to be added. Depending on the configu-
ration, a single motor vehicle parking space may
yield between six and 12 bicycle parking spaces
within a single corral.
PUBLIC ART BICYCLE RACKS
The City of Miami Beach standard bicycle rack is
already an attractive element in the streetscape.
That said, neighborhood, civic, district, non-prof-
it, institutional, or business groups located within
Miami Beach should be encouraged to pursue
BICYCLE PARKING
Bicycle parking corrals help maintain a clear sidewalk, increase overall parking supply, and often become social spaces.
See page 123 of the Street Design Guide for additional information.
PAGE 89
BICYCLE PARKING: LONG-TERM
bicycle parking facilities that reinforce an existing cultural, historical, business, or social character. In
such instances, custom or public art bicycle racks can creatively address bicycle parking needs while
simultaneously enhancing the profile of bicycling and the destination served by such racks. While cus-
tom bicycle racks do cost more than off-the-shelf racks, they raise the profile and visibility of bicycling in
general, and improve the public perception regarding city or organizational/business values. They also
bring positive attention to bicyclists for making sustainable and healthy transportation choices.
That said, many art rack designs unintentionally undermine the intended function, often resulting in inef-
ficient, unrecognizable, and undesirable bicycle parking facilities that are avoided by users. Therefore,
the provision of art racks must meet or surpass the guidelines and performance standards set forth in
this Plan.
The above bicycle parking is well-spaced, properly oriented parallel to the curb, and a safe distance from the tree and the curb.
See page 126 of the Street Design Guide for additional information.
PAGE 90
Adding a bike valet can help attract hundreds of cyclists who
might have otherwise driven.
BICYCLE RACK SAFETY AND PERFOR-
MANCE STANDARDS
To prevent theft and to ensure public safety, all
bicycle racks should meet the following design
guidelines:
• support the frame of the bicycle in at least
two locations;
• allow the frame and one wheel to be locked
to the rack when both wheels remain on the
bike;
• allow the frame and both wheels to be locked
to the rack if the bicyclist decides to remove
the front wheel;
• allow the use of cable, chain, and U-shaped
locks;
• be securely anchored to the ground;
• be usable by bicycles with bottle cages, pan-
niers, etc.;
• be usable by a variety of bicycle sizes and
types (children’s bicycles; tricycles, step-
through frames, etc.) keep both wheels on the
ground
In addition, all bicycle racks should not be capa-
bly compromised by hand tools, especially those
that are easily concealed such as wire cutters
or screwdrivers. Bicycle racks and the bicycles
secured to them should not create a tripping
hazard or barrier for pedestrians and the visu-
ally impaired (see location standards on page x).
Finally, all outdoor bicycle racks and any related
facilities should be well-lit and highly visible at
night so that users feel safe using them at all
hours.
EVENT-BASED VALET BICYCLE PARKING
Miami Beach is home to an incredible amount
of events that draw thousands and thousands of
people to concentrated points. One way to man-
age the stress on the street network is to encour-
age other forms of transportation, such a cycling.
In many instances, doing so could overwhelm the
existing bicycle parking infrastructure. Thus, an-
other option is to seek out organizations, like the
Green Mobility Network, to help staff, manage,
and promote temporary event bicycle parking.
BICYCLE PARKING BICYCLE PARKING
PAGE 91
LONG-TERM BICYCLE PARKING
Long-term bicycle parking facilities are intended for use that generally exceeds two hours (see Table 2).
Long-term bicycle parking is associated with residential, workplace, and transit-related land uses where
parking for long durations is common. As a result, proximity to the final destination is a lower priority
than protection from the elements and guaranteed security.
BICYCLE SHELTERS
Bicycle shelters provide highly visible, semi-enclosed protection from the elements. Bicycle shelters
should be placed at highly frequented bicycle destinations where users tend to park for periods of
two-hours or more. Such places include, but are not limited to, employment centers, transit stops, civic
buildings, parks, and schools.
Bicycle shelters provide an opportunity to display safety information, a map of the regional and local
bicycle network, and/or any other relevant bicycle or local information.
The spacing between individual bicycle racks and/or other streetscape elements must be taken into
account and should follow the general bicycle parking performance and location standards found on
page 124 of the street design guide. Likewise, bicycle shelters should be easily identifiable, well lit at
night, and sufficiently protect bicycles from the elements.
Developers of property in Miami Beach may consider pursuing the implementation of bicycle shelters in
strategic locations, such as within the grounds of the project. Doing so will raise the profile of bicycling
and provide a parking amenity for residents and visitor that provides shelter for longer parking stints.
BICYCLE SHELTER SAFETY AND PERFORMANCE STANDARDS
To ensure public safety and high performance, all bicycle shelters should:
• include bicycle racks that support the frame of the bicycle in at least two locations and
• meet all other bicycle rack performance standards as discussed in this Plan.
• include a roof span of at least eight feet in width to ensure adequate bicycle coverage
• be located to ensure pedestrian sidewalk clearance (six feet minimum)
• be located to maintain adequate visibility clearance at intersections (fifteen minimum)
• comply with local building code requirements
• provide adequate illumination for night-time use
BICYCLE LOCKERS
Bicycle stations are intended to serve as a local/regional hub for all bicycling activities. Such facilities
may offer a wide variety of services, such as secure and attended parking facilities; bicycle rentals;
showers, lockers and changing facilities; repair services or facilities; and cafe/social space.
BICYCLE STATIONS
Bicycle stations are intended to serve as a local/regional hub for all bicycling activities. Such facilities
may offer a wide variety of services, such as secure and attended parking facilities; bicycle rentals;
showers, lockers and changing facilities; repair services or facilities; and cafe/social space.
BICYCLE PARKING: LONG-TERM
PAGE 92
The combination of these facilities provides the
highest level of bicycle parking service for long-
term and frequent use, and will elevate the vis-
ibility and viability of bicycling in Miami Beach.
Bicycle stations are most appropriate in urban
core, central business district locations, and at
transit hubs where bicycle commuters and tourists
may maximize the services offered. Cities such
as Chicago, IL, Santa Monica, CA, Cambridge,
MA, Washington DC, Berkeley, CA, and Long
Beach, CA all provide working models.
It is recommended that the City of Miami Beach
pursue a bicycle station-like facility in South
Beach, within the center city. An ideal location
would be within a short distance of Lincoln Road
where such a facility would be highly visible and
of utility to bicyclists cycling to work. The exact
location, programming, and construction timeline
will require further study, but some ideas include
a facility within a municipal parking garages,
built within a municipal parking lot, or even in a
leased storefront.
BICYCLE PARKING; LONG-TERM
PAGE 93
APPENDIX:
CRASH DATA
PAGE 94
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
NORTH
SHORE
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N . S H O R E DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D .
W. 47TH ST.
W. 47TH ST.W. 46TH ST
.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 TH ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
N O R M A N D Y D R .
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
M A R S E I L L E D R .
W. 43RD ST.
W. 44TH ST.
69 TH ST.
67TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
81 ST ST.
85TH ST.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
W. 41ST ST.
NORTH BEACH CRASH DATA
LEGEND: CRASH DATA
NUMBER OF CRASHES 2012 -2014
3 4 521
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
VENITIAN
ISLAND
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
MIAMI BEACH
GOLF CLUB
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
21ST ST. REC.
CENTER
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D
.
W. 47TH ST
.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
WA
S
H
I
N
G
T
O
N
A
V
E
.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
CO
L
L
I
N
S
A
V
E
.
PI
N
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH
S
T
.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
ME
R
I
D
I
A
N
A
V
E
.
S
U
N
SET
D
R
.
AB
B
O
T
T
AVE.
HA
R
D
I
N
G
A
V
E
.
PU
R
D
Y
A
V
E
.
LINCOLN RD.LINCOLN RD.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
W. 41ST ST.
PAGE 95
STILLWATER
PARK
CRESPI
PARK
TATUM
PARK
NORTH
SHORE
OPEN
SPACE
PARK
NORMANDY SHORES
GOLF COURSE
FAIRWAY
PARK
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
NORTH
SHORE
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
CITY BOUNDARY LINE
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
82ND ST.
FAIRWAY DR.
BY
R
O
N
AV
E
.
B
A
Y
D
R
.
N. SHORE DR.
73 RD ST.
CO
L
L
I
N
S
AV
E
.
HA
W
T
H
O
R
N
E
AV
E
.
CRE
S
P
I
B
L
V
D
.
79 TH ST.
75 TH ST.
CLEVELAND RD.
DAYTONIA RD.
NO
R
E
M
A
C
AV
E
.
BAY DR.BIARRITZ DR.
CALAIS DR.
LA GORCE CIRCLE
A
L
L
I
S
O
N
R
D
.
N. BAY RD.
ALTON RD.
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKEVIEW DR.
W. 49TH ST.
N. BAY RD.
ALTON RD.
W. 47TH ST.
W. 47TH ST.W. 46TH ST
.
PINE TREE DR.
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
NAUTILUS DR.
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
STILLWATER DR.
85TH ST.
86TH ST.
80TH ST.
84TH ST.
TAT
U
M
W
A
T
E
R
W
A
Y
D
R
.
HA
R
D
I
N
G
A
V
E
.
77 THST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
NORMANDY DR.
71ST ST.
W. 63RD ST.
COLLINS AVE.
N.
M
I
C
H
I
G
A
N
A
V
E
.
N. JEFFERSON AVE.
N. ADAMS AVE.
MERIDIAN AVE.
W. 41ST ST.
W. 40TH ST.
MARSEILLE DR.
W. 43RD ST.
W. 44TH ST.
69 TH ST.
67TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
D
I
C
K
E
N
S
AV
E
.
72ND ST.
81 ST ST.
85TH ST.
CA
R
L
Y
L
E
AV
E
.
AB
B
O
T
T
AV
E
.
AB
B
O
T
T
AV
E
.
HA
R
D
I
N
G
A
V
E
.
BY
R
O
N
A
V
E
.
W. 41ST ST.
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
VENITIAN
ISLAND
NORMANDY ISLE
POOL & PARK
LA GORCE
PARK
LA GORCE
TOT LOT
LA GORCE
GOLF COURSE
53RD ST
PARK
FISHER
PARK
INDIAN
BEACH
PARK
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
MIAMI BEACH
GOLF CLUB
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
BRITTANY
BAY PARK
ALLISON
PARK
21ST ST. REC.
CENTER
CI
T
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
B A Y D R .B I A R R I T Z D R .
C A LAIS DR.
L A G O R C E C I R C L E
A
L
L
I
S
O
N
R
D
.
N . B A Y R D .
A L T O N R D .
CO
L
L
I
N
S
AV
E
.
W. 51ST ST.
LAKE VIEW DR.
W. 49TH ST.
N . B A Y R D .
A L T O N R D
.
W. 47TH ST
.
W. 47TH ST.W. 46TH ST.
P I N E T R E E D R .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
I
N
D
I
A
N
C
R
E
E
K
D
R
.
7 1 S T S T .
W. 63RD ST.
C O L L I N S A V E .
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
18TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
WA
S
H
I
N
G
T
O
N
A
V
E
.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
CO
L
L
I
N
S
A
V
E
.
PI
N
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH
S
T
.
67TH ST.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
L
A
G
O
R
C
E
D
R
.
P
I
N
E
T
R
E
E
D
R
.
ME
R
I
D
I
A
N
A
V
E
.
S
U
N
SET
D
R
.
AB
B
O
T
T
AVE.
HA
R
D
I
N
G
A
V
E
.
PU
R
D
Y
A
V
E
.
LINCOLN RD.LINCOLN RD.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
W. 41ST ST.
MIDDLE BEACH CRASH DATA
LEGEND: CRASH DATA
NUMBER OF CRASHES 2012 -2014
3 4 521
PAGE 96
SAN MARCO
ISLAND
DI LIDO
ISLAND
RIVO ALTO
ISLAND
BELLE
ISLE
HIBISCUS
ISLAND
PALM
ISLAND
STAR
ISLAND
VENITIAN
ISLAND
MUSS
PARKPOLO
PARK
BAYSHORE
MUNICIPAL
GOLF COURSE
BELLE ISLE
PARK
MAURICE GIBB
MEMORIAL PARK
BOTANICAL
GARDEN
FLAMINGO
PARK &
POOL
M.S.D. OCEAN
BEACH PARK
PIER
PARK
MIAMI BEACH
GOLF CLUB
LUMMUS
PARK
COLLINS
PARK
36TH ST.
PARK
PINETREE
PARK
SOUTH POINTE
PARK
21ST ST. REC.
CENTER
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CIT
Y
B
O
U
N
D
A
R
Y
L
I
N
E
CITY
B
O
U
N
D
A
R
Y
L
I
N
E
F L A M
I N O D R .
A L T O N R D .
PR
A
I
R
I
E
D
R
.
PO
S
T
A
V
E
.
RO
Y
A
L
P
A
L
M
A
V
E
.
SH
E
R
I
D
A
N
A
V
E
.
N A U T I L U S D R .
W. 4
3
RD CT.
W. 42N
D
S
T
.
W. 42ND ST.
N.
M
I
C
H
I
G
A
N
A
V
E
.
N . J E F F E R S O N A V E .
N . A D A M S A V E .
M E R I D I A N A V E .
W. 41ST ST.
W. 40TH ST.
W. 37TH ST.
DADE
B
L
V
D
.
ME
R
I
D
I
A
N
A
V
E
.
PR
A
R
I
E
A
V
E
.
W. 28 TH
ST.
20TH ST.
19TH ST.
PU
R
D
Y
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
N.
B
A
Y
R
D
.
W. 29TH ST.
W. 30 TH ST.
W. 31ST ST. N. B
A
Y
R
D
.
C H A S E A V E .
5T
ESPANOLA WAY
AL
T
O
N
R
D
.
S. POINTE DR.
WA
S
H
I
N
G
T
O
N
A
V
E
.
2ND ST. OC
E
A
N
D
R
.
1ST ST.
3RD ST.
4TH ST.
17TH ST.
LINCOLN LN. N
LINCOLN RD.
16TH ST.
LE
N
O
X
A
V
E
.
EU
C
L
I
D
A
V
E
.
6TH ST.
11TH ST.
15TH ST.
14TH ST.
9TH ST.
8TH ST.
CO
L
L
I
N
S
A
V
E
.
BA
Y
R
D
.
WE
S
T
A
V
E
.
PI
N
E
T
R
E
E
D
R
.
SH
E
R
I
D AN
A
V
E
.
GA
R
D
E
N
A
V
E
.
W 24TH ST.
MI
C
H
I
G
A
N
A
V
E
.
W. 43RD ST.
W. 44TH ST.
W. 40 TH ST.
W. 36 TH ST.
W. 32N
D
S
T
.
W. 30 TH ST.
W. 27TH
S
T
.
PR
A
R
I
E
A
V
E
.
W. 34TH ST.
AL
T
O
N
R
D
.
W. 38 TH ST.
ME
R
I
D
I
A
N
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
16TH ST.
S
U
N
SET
D
R
.
ME
R
I
D
A
N
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
12TH ST.
BELLE
PU
R
D
Y
A
V
E
.
LINCOLN RD.LINCOLN RD.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
WAY
EU
C
L
I
D
A
V
E
.
6T6TH ST. ST.
WE
S
T
A
V
E
.
WA
S
H
I
N
G
T
O
N
A
V
E
.
5T
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
PE
N
N
S
Y
L
V
A
N
I
A
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
CO
L
L
I
N
S
A
V
E
.
W. 41ST ST.
SOUTH BEACH CRASH DATA
LEGEND: CRASH DATA
NUMBER OF CRASHES 2012 -2014
3 4 521
PAGE 97
APPENDIX:
LITERATURE REVIEW
PAGE 98
In order to become familiar with Miami-
Dade County’s bicycle planning history, and
specifically as it relates to the City of Miami
Beach, a review of more than 20 city, county,
and state plans was conducted. This effort
connects the current 2012 Atlantic Greenway
Plan Update planning process with those
from the past and is being undertaken to
identify lessons learned and key strategies for
successful implementation of the City’s future
master plan. This review begins with the
oldest relevant plan: The 1997 Miami-Dade
MPO Bicycle Master Plan. This document
forms the basis for many subsequent plans
and studies conducted over the past fifteen
years.
The completion of this review will prevent
redundancy, reduce chances of error in
determining the placement of planned
bikeway infrastructure, and help dovetail this
current bicycle master plan process into those
planning efforts already underway at the
local, county and state level.
The column to the right contains the list of
plans reviewed and the year they were
completed. Following is a brief summary
and analysis focusing on the most germane
information pertaining to the ongoing
development of the Miami Beach bicycle
network.
LITERATURE REVIEW
MIAMI-DADE TRANSPORTATION
IMPROVEMENT PROGRAM (2012)
Summary: The Transportation Improvement
Program (TIP) is the project funding policy
document for Miami-Dade County transportation
projects. Updated every five years, the TIP
includes investment priority for all modes of travel,
including bicycle facilities.
Analysis: Three bikeway projects in Miami
Beach were included in the 2012 TIP. They in-
clude:
• Beach walk between 46th and 64th Streets
• Beach walk between southern edge of Lummus
Park and South Pointe Drive
• 5th Street between Collins Avenue and West
Avenue
FDOT EVALUATION OF SHARE LANE
MARKINGS IN MIAMI BEACH, FLORIDA
(2012)
Summary: FDOT hired researchers from the
University of North Carolina Highway Safety
Research Center to evaluate how the applications
of Shared Lane Markings (sharrows) performed in
Miami Beach. More specifically, the researchers
recorded hours of videotape to analyze bicyclists
on Washington Avenue before and after the
application of sharrows. The study results are not
just locally significant, but important statewide, as
Washington Avenue was the first thoroughfare in
Florida to experiment with sharrows.
Analysis: In general, the research team found
numerous positive results associated with the
use of sharrows. Specifically, bicyclists rode
approximately 10.5 inches further away from
parked motor vehicles after sharrows were
introduced, which means more riders were passing
outside of the door zone. The spacing between
motor vehicles in the travel lane and those parked
also increased about 4.5 inches. This effectively
gives cyclists more operating space. Finally,
the percentage of bicyclists using the sidewalk
decreased from about 55 to 45 percent. All of
the findings associated with the evaluation were
statistically significant.
PAGE 99
Plans, Studies & Documents Reviewed:
• Miami-Dade Bicycle Pedestrian Safety Plan Update
(2014)
• Complete Streets Manual (2014)
• 2040 Long Range Transportation Plan (2014)
• Downtown Miami Pedestrian Priority Zone (2014)
• Application of Innovative Bicycle Strategies (2013)
• Miami-Dade TIP (2012)
• FDOT Evaluation of Share Lane Markings in Miami
Beach, Florida (2012)
• FDOT State Route A1A Bicycle Master Plan (2011)
• Miami Dade County – Long Range 2035
Transportation Plan (2009)
• Miami Beach - Atlantic Greenway Network Master
Plan (2008)
• Miami-Dade MPO Mountain Biking / Unpaved
Trails Inventory (2008)
• Miami-Dade MPO Bicyclist Count (2008)
• Miami-Dade MPO Bikeway Map (2008)
• Miami-Dade MPO Bicycle and Pedestrian Crash
and Fatality Report (2008)
• Miami Beach – West Avenue Basis of Design Report
(2007)
• Miami-Dade MPO Bicycle Facilities Plan (2007)
• Miami-Dade MPO Parks Master Plan (2007)
• Miami Beach – 16th Street Phase I Basis of Design
Report (2007)
• Miami-Dade MPO Crash data (2006)
• Miami-Dade MPO Bicycle Safety Plan (2006)
• Miami-Dade MPO Long Range Transportation 2030
Plan (2004)
• Miami-Dade MPO Bikeway Priority Feasibility and
Evaluation Study (2003)
• Miami Beach – Nautilus Neighborhood Basis of
Design Report (2002)
• Miami-Dade MPO Bicycle Facilities 2025 Plan
(2001)
• Miami-Dade MPO LRTP 2025 Bike Suitability Study
(2001)
• Miami-Dade MPO Bicycle Facilities Plan (1997)
FDOT STATE ROUTE A1A BICYCLE MASTER
PLAN (2011)
Summary: A 22- mile bicycle plan for the
State Route A1A corridor. The route is contained
entirely within the FDOT District 6 boundary,
and includes the municipalities of Golden Beach,
Sunny Isles Beach, unincorporated Miami-Dade
County (through Haulover Park), Bal Harbour,
Surfside, Miami Beach and the City of Miami via
the MacArthur Causeway. The Plan is essentially
a segment-by-segment facility plan intended to
connect the 6 municipalities through which SR
A1A passes with bicycle facilities. The Plan’s main
components include:
• Design Standards
• Background Info
• Project Approach
• Project Segmentation
• Concept Plan for each segment
• Alternative Routes analysis
• Probable Cost Analysis
• Shared Lane Marking Implementation
Analysis: The SR A1A corridor plays an
important role in the City of Miami Beach. It
currently provides the main north-south connection
for the entire eastern portion of the City. In South
Beach, A1A’s MacArthur Causeway also offers
one of the three primary connections between
Miami Beach and the City of Miami. Unfortunately,
it is currently one of the more difficult thoroughfares
on which to bike in the city. This Plan presents
needed opportunities to enhance the corridor’s
bicycle-friendliness.
Given the wide range of right-of-way and land
use characteristics, the Plan does well to connect
the entire 22-mile corridor with bicycle facilities.
In some areas, the implementation of a context-
sensitive facility is clearly feasible and desirable,
while in other areas it remains a challenge from an
engineering, design, and user perspective.
LITERATURE REVIEW
The Plan is very much conceived at the macro level
and does not include details of the needed transi-
tions between facility types/context that would
need to be considered closely so that the corridor
remains as continuously connected as possible.
PAGE 100
ter of 2008. Eight counts were taken in Miami Beach.
They include:
• Venetian Causeway near Rivo Alto Island
• Washington Avenue & 16 Street intersection
• Collins Avenue near 16 Street
• 5th Street near Meridian Avenue
• Ocean Drive & 10 Street intersection
• Alton Road near 16 Street
• West Avenue near 16 Street
• 71 Street Bridge near Bay Drive
The results reveal that a vast majority of bicyclists in
the City of Miami Beach are adult males who don’t
wear helmets. This has clear implications for future
safety countermeasure and education efforts, espe-
cially as it relates to creating conditions that attract a
more diverse demographic to ride bicycles. Particu-
larly high activity areas included the Venetian Cause-
way, Washington Avenue, and Ocean Drive.
The systematized data collection method used and
count locations now offer a baseline for future bicycle
counts in the City that can monitor behavior and
activity trends. Use of such counts will provide insight
into how improved facilities affect use patterns.
MIAMI-DADE MPO BIKEWAY MAP (2008)
Summary: A map displaying all existing bicycle
paths, trails, lanes, wide curb lanes and shoulders
intended for bicycle use, as well as those under
construction.
Analysis: The map displays a range of bikeway
LITERATURE REVIEW
MIAMI DADE COUNTY – LONG RANGE 2035
TRANSPORTATION PLAN (2009)
Summary: The 25-year planning and policy document
for Miami-Dade County transportation. Updated every
five years, the plan includes investment priority for all
modes of travel, including bicycle facilities.
Analysis: Compared to the previous 2004 plan, the
2035 LRTP takes a more aggressive approach to design-
ing and constructing bikeways. The map of prioritized
projects for 2010-2014 demonstrates a fairly equal
distribution of projects, including the implementation of
Miami-Dade’s first bicycle boulevards. On Miami Beach,
priority projects include the completion of the beach
walks and the development of a bicycle path along
Dade Boulevard, which is currently under construction.
The intermodal portion of the plan provides few details,
but underscores the importance of investing in bicycle
and walking as forms of transportation. Indeed, Florida,
and specifically the Miami region, is one of the least
safe places to walk or bicycle and is in need of expand-
ing safe, attractive, and connected facilities.
MIAMI-DADE MPO: MOUNTAIN BIKING /
UNPAVED TRAILS MAP (2008)
Summary: A single map depicting all unpaved trails
in Miami-Dade County.
Analysis: The Miami-Dade MPO produced a useful
map that displays all unpaved trails and routes designed
specifically for, or well-suited to off-road biking enthusi-
asts. Mountain biking is largely a recreational activity
that piques the interest of many riders in south Florida
for which the map will prove useful. However, within the
City of Miami Beach, there currently are no unpaved
trails available for such use.
MIAMI-DADE MPO: BICYCLE COUNT (2008)
Summary: The MPO used 45 different points
and intersection locations throughout the County to
tally bicycle and pedestrian traffic. The effort was
intended to demonstrate and track high activity
areas. Counts are to be periodically updated so
that an increase or decrease in use patterns may be
logged.
Analysis: Data was gathered on weekday morn-
ings and weekend afternoons in the summer and
winter of 2008. Eight counts were taken in Miami
Beach. They include:
PAGE 101
facilities and routes across Miami-Dade County. The
map does not include several new bikeways con-
structed in Miami Beach since 2008, including the
now approved use of sharrows, which can now be
found on several Miami Beach streets. Overall, the
map is relatively rough and displays a small and
discontinuous regional bikeway system.
MIAMI BEACH ATLANTIC GREENWAY MASTER
PLAN (2008)
Summary: Adopted in December of 2008, the
Atlantic Greenway Master Plan (AGN) is the guiding
planning documenting for the development of bicycle
facilities in Miami Beach. This existing planning effort
is an update of the AGN Plan.
The AGN Plan includes an inventory of all existing
conditions in the City; provided an analysis of the
conditions found; created a master plan of bikeway
improvements; and outlines an implementation plan.
Analysis: In 2012, Atkins Global was asked to
review the strengths and weaknesses of the existing
AGN Plan. The strengths of the AGN Plan include
the level of existing conditions collection and analysis
work. Indeed, the Plan paints a clear picture of the
opportunities and need to create a complete and con-
nected citywide bikeway system. However, the AGN
Plan fell noticeably short on a lot of best practice
measures. The Atkins memo covers many of these, the
a lack of accepted bikeway and intersection treat-
ment facilities; lack of integration with other existing
transit options; lack of meaningful public participa-
tion; and adding a project feasibility analysis are but
a few elements that should be included in the AGN
Plan Update.
MIAMI-DADE MPO: PARKS, RECREATION
AND OPEN SPACES MASTER PLAN (2007)
Summary: A 50-year master plan encompassing
the full extent of the County’s public realm:
greenways, streets, natural areas, parks, cultural
areas, and waterway trails.
Analysis: Related to bicycling, a primary recom-
mendation is to create network of “Great Streets” by
retrofitting the County’s existing oversupply of wide,
auto-centric arterial and collector roadways. Clearly,
Miami-Dade County and the City of Miami Beach
must work with FDOT “to move beyond vehicular
performance based street design and instead design
streets that are defined by their role in the commu-
nity.” In bringing this point to light, the Plan under-
scores the importance for all residents to have im-
mediate access to bicycling facilities: for recreation,
health and utility.
MIAMI-DADE MPO: BICYCLE CRASH DATA –
2005-2007
Summary: A map displaying reported crash data
for 2005, 2006, and 2007.
Analysis: Miami Beach bicycle crashes are con-
centrated in South and North Beach, areas where
bicycle activity is higher than in Mid Beach. The map
reveals that a vast majority of crashes are occur-
ring at intersections, especially along the FDOT and
County roads where motor vehicle speeds are the
highest and the street design the least hospitable to
people walking or bicycling.
Crashes are likely under reported, as is the case in
most official pedestrian or bicycle crash statistics.
Bicycle crashes in particular, tend to be minor and
caused by the bicyclist, and therefore are often not
reported. However, when and where bicycles crashes
occur with motor vehicles, there is an increased risk
of serious injury or death. In general the general
trend line shows a diminishing number of crashes in
the city. Instituting a more robust online crash map-
ping and analysis program, such as www.crashstat.
org, would help provide more reliable data and
offer clear areas to direct limited dollars for safety
improvements.
MIAMI BEACH – 16TH STREET PHASE I BASIS
OF DESIGN REPORT (2007)
Summary: This Basis of Design Report (BODR)
provides conceptual design plans for permanent
right-of-way and infrastructure improvements along
16th Street, from Bay Road to Collins Avenue. The
improvements outlined in the BODR are the result of
significant and ongoing input from the City’s technical
staff, Program Manager, Flamingo Park residents and
LITERATURE REVIEW
PAGE 102
the consultant team. GO Bond neighborhood projects
utilizing the BODR process include: streetscape,
bicycle and pedestrian improvements, traffic calming,
stormwater upgrades, water and sewer upgrades
and street resurfacing.
Analysis: The significant infrastructure improve-
ments outlined in the 16th Street BODR have yet to
be realized, save for the striping of 5’ bicycle lanes.
While the bicycle lanes are well used and serve as
an important east-west connector running parallel to
Lincoln Road, there remain operational challenges for
bicyclists at intersections. Additionally, people driving
frequently double park, which forces bicyclists out
into the vehicular lanes. The residents of Flamingo
Park continue to advocate for further changes to
make the recommendations in the BODR more pe-
destrian and bicycle-friendly. To date, walking along
16th Street can still be challenging, as sidewalks
are narrow, private landscaping encroaches on the
sidewalk, and street signs and street light posts fur-
ther reduce the effective width of the sidewalk. These
concerns are legitimate and should be removed so
that bicycling and walking are as safe and inviting as
possible.
MIAMI-DADE MPO BICYCLE SAFETY PLAN
(2006)
Summary: This plan is built from crash data
analysis (GIS, 1996-2002), and illuminates possible
safety countermeasures, which include education,
enforcement, and engineering/design methods.
Analysis: In general, the bicycle crash trend line is
decreasing throughout the whole county. As it relates
to Miami Beach, the largest clusters of accidents were
occurring in the neighborhoods of South Beach and
North Beach (high density neighborhoods with high
levels of bicycle ridership, but few bicycle facilities).
Particular concentrations are found along FDOT and
County roads where multiple vehicle lanes and higher
traffic volumes/vehicular speeds create more hostile
conditions for people bicycling or walking.
Physical engineering recommendations include
bicycle lanes, traffic calming measures, and ex-
perimental treatments like shared lane use markings
(sharrows) and bicycle boxes. The former two are
methods are found throughout city, but bicycle boxes
have not been used at all in Miami Beach or within
Miami-Dade County. Additionally, developing bicycle
boulevards or “neighborhood greenways” are nation-
ally recognized as an excellent way to simultaneously
calm traffic and create bicycle routes along primarily
residential streets. This type of street retrofit has been
studied by the County and may be a feasible op-
tion for particular areas in the City of Miami Beach,
including streets that run parallel to major corridors
with high crash rates. Educating City Commissioners
and other city/county agencies will help decision
makers prioritize these relatively inexpensive safety
and quality of life improvements.
MIAMI MPO CRASH DATA (2000 – 2006)
Summary: A recording of all traffic (motor vehicle,
pedestrian and bicycle) injuries and fatalities.
General trend is that there are fewer crashes
throughout the County.
Analysis: The trends bode well, but there are still
about the same number of bicyclist fatalities overall,
despite the decrease in accidents. In general, those
neighborhoods with higher ridership levels experi-
ence higher crash rates, which is to be expected and
not necessarily an indication of other neighborhoods
being safer for bicycling.
MIAMI-DADE MPO LONG RANGE
TRANSPORTATION 2030 PLAN (2004)
Summary: The 25- year planning and policy
document for Miami-Dade County transportation.
Updated every five years, the plan includes
investment priority for all modes of travel, including
freight.
Analysis: The plan still places a primary emphasis
on pure mobility and not accessibility. As it relates
to bicycles, the plan calls for expanding bicycles
lanes and greenways, many of which were identified
in previous studies. The plan doesn’t assign specific
funding stream or priority to any of the proposed
projects.
MIAMI BEACH – NAUTILUS NEIGHBORHOOD
BASIS OF DESIGN REPORT (2002)
Summary: A Basis of Design Report (BODR)
provides conceptual design plans for permanent
right-of-way and infrastructure improvements. The
LITERATURE REVIEW
PAGE 103
improvements outlined in the Nautilus BODR are the
result of significant input from the City’s technical
staff, Program Manager, residents of Nautilus and
the consultant team. GO Bond neighborhood projects
utilizing the BODR process include: streetscape,
traffic calming, bicycle and pedestrian improvements,
storm water upgrades, water and sewer upgrades
and street resurfacing.
Analysis: Significant infrastructure improvements
have been made in the Nautilus neighborhood since
the BODR was approved in 2002. As it relates to
bicycling, the report called fore a designated 4’ wide
bicycle lane along 47th Street, from Pine Tree Drive
to Prairie Avenue, and on Prairie Avenue from 47th
Street south to 41st Street (Arthur Godfrey Road).
Additional bicycle lanes and shared use lane mark-
ings have also further improved bicycle mobility in
the neighborhood. Neighborhood streets were also
narrowed, intersection radii reduced to 15’, which
effectively reduces the speed of motor vehicles and
makes bicycling and walking more comfortable.
MIAMI-DADE MPO: BICYCLE FACILITIES PLAN
(2001)
Summary: A comprehensive bicycle facility plan
for Miami-Dade County. The plan uses quantitative
analysis tools (Bicycle Level of Service) to determine
the conditions and suitability of the existing arterial
and collector thoroughfare network for bicycling.
Of the 1,500 roadway miles analyzed, only 8.6
percent of roadway miles were at an acceptable
level of service for bicycling (score of “C” or better).
Moreover, over 90 percent of the roadway miles
received an unacceptable LOS score of “D” or
worse, with approximately 58 percent of all segments
receiving an LOS score of “E” and 5.7 percent a LOS
of “F” rating. Almost the entire network identified in
Miami Beach received a “D” or an “F.” As of 2001,
The County had less than 12 miles of on-road bicycle
lanes that met FDOT criteria, and only recently began
implementing more bicycle facility/lane miles.
Analysis: The plan is a robust quantitative survey
of existing conditions within the County’s bicycle
network, but says nothing about the actual qualita-
tive experience. It also ignores the role of land use
and urban form in determining the relative bike-
friendliness of a thoroughfare. Developed more than
10-years ago, it’s time for this plan to be updated
with new information and best practices.
MIAMI-DADE MPO: BICYCLE FACILITIES PLAN
(1997)
Summary: In the early 1990s, the Intermodal
Surface Transportation Efficiency Act (ISTEA) and
Clean Air Act (CAA) gave incentives to MPOs for
promoting the expansion of bicycle facilities. This
resulted in a renewed interest in bicycling, which
spurred the creation of many plans, such as the
Miami-Dade 1997 Bicycle Facilities Plan.
Analysis: The 1997 plan was largely a physical
needs-based document used to determine future
routes, infrastructure needs, and the existing condi-
tions for bicycling within the County, including the
City of Miami Beach. The latter was done using
a quantitative and objective Roadway Condition
Index (RCI). The index found that more than 60% of
roadways were unsuitable for safe bicycling in the
County. Interestingly, a similar LOS analysis in 2001
indicated that 90% of roadways were unsuitable for
such use. The RCI and the subsequent LOS metrics,
while intended to correctly identity unsafe conditions
and promote bicycle-friendly streets, often do the
opposite. For example, as the plan mentions, the RCI
promoted wide curb lanes and turn lanes for “more
automobile capacity.” This directly conflicts with the
same RCI notion that lower ADT equals a more bike-
friendly street.
MIAMI-DADE MPO BICYCLE AND PEDESTRIAN
INJURIES AND FATALITIES (2008)
Summary: A graph displaying reported countywide
injury and fatality numbers from 1990 - 2008.
Analysis: While this MPO document does not break
out the crash trend lines in Miami Beach, the county
as a whole is becoming a safer place to walk and
bicycle. Bike crashes did increase slight over 2007,
but fatalities continued to decline, and are now at an
all-time low.
APPLICATION OF INNOVATIVE STRATEGIES
TO IMPROVE BICYCLE SAFETY AND MOBILITY
(2012)
Summary: Also known as “Application of
Innovative Strategies to Improve Bicycle Safety
and Mobility”. The study was intended to develop
innovative solutions to bicycle transportation
LITERATURE REVIEW
PAGE 104
access, safety, and capacity problems including
recommendations of the National Association of City
Transportation Officials (NACTO) Urban Bikeway
Design Guide and recent experience with bicycle
transportation experts from the Netherlands.
Analysis: The report includes a variety of bicycle
solutions that correspond with national and
international best practices. Where ever possible,
this report corroborates many of the same techniques
being used in the Miami Beach Street Design Guide.
In addition, the report analyzes dozens of specific
intersections and corridors and makes specific
recommendations. In Miami Beach it calls for:
• A connection on the MacArthur Causeway
between end of bike lane and bike lane on 5
Street/Alton South.
• A colored or advisory bike land on Pine Tree
between Dade Boulevard and 51 Street, and a
bicycle boulevard north of 51 Street. The report
also includes the following volume data for Pine
Tree and La Gorce:
Pine Tree Dr, S of 37th St - 16,200 vpd LOS D
Pine Tree Dr, S of 51st St - 11,000 vpd LOS C
Pine Tree Dr, S of 55th St - 5,100 vpd LOS C
La Gorce Dr, N of 57th St - 4,800 vpd LOS C
MIAMI-DADE COMPLETE STREETS MANUAL
(2014)
Summary: A manual documenting complete streets
ideas and reviewing select case studies.
Analysis: This is the first complete streets manual
produced for Miami-Dade County. While the idea is
very positive, the execution of the report leaves too
many questions unanswered. The document provides
for a very limited view of complete streets, and relies
on many of same conventional strategies that prioritize
car travel over other modes. Examples include wide
shoulders for bicyclists to “share the road”, and a
12’ travel lane standard. The document also lacks
adequate graphics to explain the concepts.
2040 MIAMI-DADE LONG RANGE
TRANSPORTATION PLAN (2014)
Summary: The LRTP is a federally mandated policy
document that provides a minimum time horizon of
20 years. The LRTP is a comprehensive transportation
infrastructure plan that includes, at a minimum,
highway and transit infrastructure improvements. The
Miami-Dade LRTP includes highway, transit, freight,
and non-motorized components.
Analysis: The plan currently lacks any mention of
mode share targets or goals. Projects are listed, but
no overall transportation goal is made. Mention is
made of non-motorized and public transportation,
but no attempt is made to prioritize these modes
in a verifiable way. The report discusses the
performance monitoring program envisioned by the
last transportation reauthorization program, MAP-21.
This involves the identification of metrics, performance
targets for those metrics, and the measurement of the
transportation system performance against the metrics.
This model has not yet been implemented. Among the
projects listed that relate to Miami Beach are:
• Dade Boulevard Path (priority II) - from Meridian to
the Atlantic Trail
• Atlantic Trail (priority IV) - Boardwalk
replacement between 23 Street and 46 Street)
• Pine Tree / La Gorce (priority IV)
DOWNTOWN MIAMI PEDESTRIAN PRIORITY
ZONE PLAN ORDINANCE AND STANDARDS
(2014)
Summary: The City of Miami drafted a Pedestrian
Zone Plan for Downtown Miami that implemented ten
policies and standards to prioritize pedestrians above
all other modes.
Analysis: The plan calls for both infrastructure based
and policy based solutions to enhance pedestrian
safety and comfort. No right on red policies, tight curb
radii, and narrow travel lanes are among the elements
included in the plan. Many of the same elements will
be included in the policy and street design sections of
the report.
MIAMI-DADE BICYCLE PEDESTRIAN SAFETY
PLAN UPDATE (2014)
Summary: In 2014 MIami-Dade County updated the
2006 Bicycle Safety Program Plan and developed a
Pedestrian Safety Program Plan.
LITERATURE REVIEW
PAGE 105
The purpose of the Plan is to evaluate and
recommend safety countermeasures to improve the
conditions for walking and bicycling.
Analysis: The plan calls for both infrastructure
based and policy based solutions to enhance
pedestrian safety and comfort. No right on red
policies, tight curb radii, and narrow travel lanes are
among the elements included in the plan. Many of
the same elements will be included in the policy and
street design sections of the report.
LITERATURE REVIEW
PAGE 106
Biscayne Point
Normandy Shores
Normandy Isles
Allison Island
La Gorce
Nautilus
Bayshore
Venetian Islands
Star, Palm &
Hibiscus Islands
Flamingo/ Lummus
South Pointe
Oceanfront
North Shore
City Center
PAGE 107
North Shore
APPENDIX:
STREET DESIGN ANALYSIS
ABOUT THE ANALYSIS
The street sections in the pages that follow include over 30 different intersections and roadway segments
calibrated using the Street Design Standards. This analysis focuses on significantly improved bicycle
and pedestrian safety and access. Proposals are described with typical plans, sections, and intersection
conditions.
Middle BeaCh
BayShOre
Alton Road @ 27 Street
North Bay Road
Royal Palm Avenue
Meridian Avenue
Indian Creek @ 27th Street
Dade Boulevard @ Meridian
Dade Boulevard @ 19 Street
19 Street
20 Street
Purdy Avenue
la gOrCe
Alton Road @ 63 Street
63 Street
Pine Tree Drive
La Gorce Drive
51 street
Pine Tree / La Gorce @51 Street
Pine Tree / La Gorce @ 63 Street
nautiluS
Alton Road
Intersection @ 195/Alton
OCeanfrOnt
Collins
Beachwalk
nOrth BeaCh
nOrth ShOre
Byron Avenue
72 Street
73 Street
Harding
Normandy Isles
Normandy Shores
SOUTH BEACH
weSt avenue
Intersection @ 16 Street
flaMingO Park/ luMMuS
Euclid Avenue
Euclid @ 16 Street
Pennsylvannia
Washington
16 Street
11 Street
10 Street
Meridian
5 Street
City Center
South Pointe
PAGE 108
Sidewalk 11’Bus Bay
6’15’11’24’6’14’8’Bike Lane Median Trac Lane Bike Lane Landscape strip Sidewalk11’11’11’11’11’11’
Curb to Curb
Trac Lane Trac Lane Trac Lane Trac Lane Trac Lane Trac Lane
124’
160’R.O.W
Street data
Public Right-of-Way Width 160’
Pavement Width 117’ typical
Posted Speed Limit 35 mph
Daily Volume 67,050 ADT
Project Limits Between Alton Road and Ocean Drive
Project Length Approximately 3,000’, 0.56 Miles
Predominant Land Use commercial
Predominant Development Pattern high density, low scale commercial
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
Main entrance to Miami Beach; regional connection on
MacArthur
Impact on modeshare high
Upcoming Public Works Project Yes - Baylink
5th Street is the main entrance for most visitors to Miami Beach. It is a wide six lane, palm tree lined boulevard. It
currently has on-street bicycle facilities. Given the high volume of traffic and high speeds, upgrading this corridor
to a protected facility should be prioritized in the near term. Over the long term, the addition of transit along this
corridor will provide an opportunity to implement protected bicycle facilities, more street trees and reduced car
capacity.
EXISTING CONDITIONS
5 th
S
t
.
5 TH STREET
Refer to figure 3.18 of the street design guide for additional information.
PAGE 109
Sidewalk 10’Bus Bay 6’15’10’20’5 14’8’Bike Lane LRT Platform Trac Lane Bike Lane Landscape strip Sidewalk11’13’13’10’10’10’
Curb to Curb
Trac Lane Trac LaneLight Rail Track Trac Lane Trac Lane
124’
160’R.O.W
Light Rail Track3’Buer 3’Buer
MIAMI BEACH LRT MIAMI BEACH LRT
5 TH STREET
PROTECTED LANES
PROTECTED BICYCLE LANES WITH LIGHT RAIL
Sidewalk 10’Bus Bay
6’15’10’24’6’14’8’Bike Lane Median Trac Lane Bike Lane Landscape strip Sidewalk11’10’10’10’10’10’
Curb to Curb
Trac Lane Trac Lane Trac Lane Trac Lane Trac Lane Trac Lane
124’
160’R.O.W
4’Buer Buer3’
5 th
S
t
.
5 th
S
t
.
Refer to figure 3.20 of the street design guide for additional information.
PAGE 110
5 TH STREET
5th St.
Eu
c
l
i
d
A
v
e
.
Streets with a volume of >3000 ADT, speeds greater than 20 mph, and 2 or more lanes, crosswalks should be
the norm at intersections. Frequent crossings, that are wide and visible to motorist, enhance walkability and safety.
In addition, crosswalks fuel future demand.
When deciding on the implementation of a crosswalk,consider multiple factors like: present and future demand,
speed safety along the corridor, desired crossing locations and crash history. The minimum of 300’ spacing might
not be enough to determine crosswalk implementation or additional devices that might be installed.
PAGE 111
5 TH STREET
2’4’
5th St.
Eu
c
l
i
d
A
v
e
.
Discouraging pedestrian/bicyclists crossings by leaving uncontrolled crossings unmarked is not a valid safety mea-
sure. Instead, it encourages unsafe, risk-taking behavior and discourages walking citywide. Efforts should be made
to enhance or highlight desired crossings as much as possible. Hybrid beacons, rapid flash beacons (RFBs), raised
crossings, medians, and other safety counter-measures may be suitable and less expensive than full signalization.
These should all be considered before leaving an uncontrolled crossing unmarked.
Whereever a pedestrian crossing is granted, bicycle crossing must be present in order to maintain connectivity.
Refer to figure 3.40 of the street design guide for additional information.
PAGE 112
Street data
Public Right-of-Way Width 70’
Pavement Width 49’ typical
Posted Speed Limit 25 mph
Project Limits Between Alton Road and Washington
Project Length Approximately 3,500’, 0.66 Miles
Daily Volume 9,200 -16,500 ADT
Predominant Land Use multifamily residential
Predominant Development Pattern Compact urban apartment types
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
with a conventional bike lane, is one of the most
heavily used bike corridors in the city.
Impact on modeshare high
Upcoming Public Works Project Yes - CIP
16TH STREET
16th Street is one of the most popular bicycle routes in Miami Beach. Making it as safe as possible, and attracting
even more people to ride on this street is one of the best opportunities The City has to encourage a robust bicycle
network.
Trac Lane Trac LaneSidewalkParkingBike Lane
11’10’
49’
Curb-to-Curb
Parking SidewalkBike Lane
8’6”8’5’6”5’6’’
70’
R.O.W
6’5’6”
Landscape
10’
P R O P E R T Y L I N E
P R O P E R T Y L I N E
16
th
S
t
.
EXISTING CONDITIONS
PAGE 113
Trac Lane Trac LaneSidewalkParkingBike Lane
10’10’
49’
Curb-to-Curb
Parking Sidewalk
5’4’5’6”5’6’’
70’
8’
R.O.W
8’2’
Buer Buer Bike Lane
2’
Landscaping
10’
P R O P E R T Y L I N E
P R O P E R T Y L I N E
16TH STREET
Creating a parking protected bike lane on 16th Street should be a priority. Either at the sidewalk level or street level,
the volume of cyclists on this route warrant a higher level of service.
In the protected bicycle lane recommendation, gutters have been relocated to the buffer area of the bike lanes.
PROTECTED BIKE LANE
16
th
S
t
.
Refer to figure 3.13 of the street design guide for additional information.
PAGE 114
Street data
Public Right-of-Way Width 70’
Project Limits Between Alton Road and Pine Tree Drive
Project Length 2,000’, 0.4 Miles
Pavement Width 30’ typical
Posted Speed Limit 25 mph
Daily Volume N/A
Predominant Land Use Single Family Residential
Predominant Development Pattern Suburban Detached
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
There is a small park on the corridor. The value of this corridor
is in the connectivity between routes.
Impact on modeshare moderate
Upcoming Public Works Project No
51 ST STREET
51
st
S
t
.
EXISTING CONDITIONS
51 Street is another east /west connection in the bicycle network. It connects Alton Road and Pine Tree / La Gorce
pair.
PAGE 115
51 STREET BIKE LANE
5’ Bike lanes on this 28’ roadway surface can be implemented in the short term with no pavement expansion.
Given the observed speeds and volumes on this route, the criteria allow for a conventional bike lane.
Cherokee Avenue is the site of a unique condition. A combination of angled parking and small scale retail allow
for bicycle lanes that serve the neighborhood in addition to overall network connectivity. By reconfiguring the
existing angled parking into back- angle parking, bicyclist are more visible to motorists.
51 ST STREET
BIKE LANE
51
st
S
t
.
51
st
S
t
.
Cherokee Ave.
PAGE 116
Street data
Public Right-of-Way Width 80’
Pavement Width 66’ typical
Project Limits Between Alton Road and Indian Creek Drive
Project Length 2,000’ 0.4 Miles
Posted Speed Limit 35 mph
Daily Volume 32,960 ADT
Predominant Land Use Single Family Residential / multifamily residential
Predominant Development Pattern Suburban Detached/ small apartment buildings
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
High density residential apartment buildings and the beach are
both major pedestrian and bicycle generators in this area.
Impact on modeshare High
Upcoming Public Works Project Yes - FDOT
63RD STREET
63 Street is a critical connection between mid/south beach and the communities of north beach. The street is the
subject of an upcoming FDOT road redesign, and preliminary designs are headed in the right direction. A reduc-
tion in lane widths is a good step, but there are serious concerns regarding the proposed section’s ability to provide
much needed connectivity for cyclists where they need it most. While traffic volumes approaching the bridge are
very high, the proposed sections do little to alleviate the comfort of cycling. Unfortunately, there is no parallel op-
tion here, as North Bay and/or La Gorce/Pine Tree all empty out onto this point. For this reason, and because the
volume of traffic is high, the most emphasis should be placed here on safe and comfortable bicycle and pedestrian
infrastructure, not the least.
EXISTING CONDITIONS
63
rd
S
t
.
PAGE 117
OPTION 2: PROTECTED BIKE LANE
A variation of the
protected bike lane
could contain plant-
ers with shrubs or
flowers.
63RD STREET
OPTION 1: PROTECTED BIKE LANE
Reductions in lane
widths to 10’, along
with the elimination
of a center turn lane
provide the space
needed to expand
bicycle and pedes-
trian facilities. In the
short term, a bike
lane can be striped
with a buffer or a
temporary physical
separation. 63
rd
S
t
.
63
rd
S
t
.
PAGE 118
OPTION 3: SHARED PATH
TITLE HERE63RD STREET
This last option
shows a shared
path on the south
side of the street
and a protected
lane on the north
side. This provides
for ample protected
facilities for those
coming from points
north through the
westbound pro-
tected bike lane.
Travelers coming
from points south
take the shared
path. At a minimum,
the shared path can
provide a critical
off-street connection.
The proposal to add pedestrian and bicycle space to 63rd Street comes from the idea that this critical connection
between the communities of Middle and North Beach needs a low-stress connection for the Type 3 riders. 63RD is
a high speed, high volume corridor that requires a protected facility.
ALLISON ISLAND EXISTING CONDITIONS
63
rd
S
t
.
Al
l
i
s
o
n
R
d
.
63rd St.
PAGE 119
In this proposal a shared path is located on the south side of the bridge. Travel lanes have been narrowed to
accommodate the needed bicycle pedestrian space.
ALLISON ISLAND SHARED PATH
2’
2’
A.
B.C.
51 STREET BIKE LANE
In this proposal a protected bike lanes are on both sides of the bridge. A. The right turn into Allison Island is still
there. B. Travel lanes have been narrowed, C. East-Bound lane eliminated to accommodate the needed bicycle
pedestrian space.
63RD STREET @ ALLISON ISLAND
ALLISON ISLAND PROTECTED BIKE LANE
Al
l
i
s
o
n
R
d
.
63rd St.
Al
l
i
s
o
n
R
d
.
63rd St.
PAGE 120
Trac LaneSidewalk SidewalkMedian Trac Lane ParkingParking
18’11’18’8’8’5’6”
63’
Curb-to-Curb
74’R.O.W
5’6”
Street data
Public Right-of-Way Width 74’
Pavement Width 63’ typical
Project Limits Between Collins and Dickens
Project Length 1,800’ or 0.35 Miles
Posted Speed Limit 25 mph
Daily Volume NA
Predominant Land Use Compact Urban
Predominant Development Pattern 2 - 3 story apartment buildings
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
The high density residential apartment buildings, North Shore
Park, and the beach are both major pedestrian and bicycle
generators in this area.
Impact on modeshare low
Upcoming Public Works Project Yes
73RD STREET
The adjacency to both North Shore Park and the 71 Street commercial district make the 73 Street/72 Street Pair
an important east west axis, connecting Park View Island, Carlyle Avenue, Harding, Collins and the Beachwalk.
The ample roadway dimensions (70’ and 74’) allow for several different variations of protected and unprotected
bicycle facilities on both corridors, shown on pages 44 - 45. Most of the crashes shown on page 36 for the
North Shore area occur on 71 Street, but several are on 72 (at Collins and Dickens).
A Basis Of Design Report for the North Shore area was created in 2003 and reviewed as part of this effort. The
report proposes increases in sidewalk width on the south side of the street and increases the median width for
73 street. These are great starts. For 72 Street, the report takes a currently wide street with on-street parking on
EXISTING CONDITIONS
73
rd
S
t
.
PAGE 121
72ND STREET
Street data
Public Right-of-Way Width 73’ (70’ Typical, 73’ at times)
Pavement Width 60’ typical
Project Limits Between Collins and Dickens
Project Length 1,800’ or 0.35 Miles
Posted Speed Limit 25 mph
Daily Volume NA
Predominant Land Use Compact Urban
Predominant Development Pattern 1 - 2 Commercial Buildings
Bicycle / Pedestrian trip generator(s) (parks, paths,
bike shop, etc.)
North Shore Park and recreational center and the Beachwalk
are major bicycle /pedestrian trip generators in this area.
Impact on modeshare low
Upcoming Public Works Project Yes
EXISTING CONDITIONS
72
nd
s
t
.
both sides, and introduces angled parking in the median. The plan results in a net increase of 10 parking spaces
(from 85 spaces currently to 95 spaces) at the expense of a wide swath of potential pedestrian and bicycle road-
way surface.
The proposals described on the following pages approach the design of 72nd and 73rd Street as a one way pair
of facilities. The first phase proposes parking protected bike lanes without reconstructing the street between the
parallel parking and the sidewalk. In the long term, the street can be redesigned with street trees, narrow lanes,
wider sidewalks and a sidewalk level bicycle facility going westbound. These are steps in the right direction.
PAGE 122
Trac LaneSidewalk SidewalkMedian Trac Lane ParkingParking
10’11’8’8’5’
47’Curb-to-Curb
74’R.O.W
5’10’5’6”
Landscape
Strip 5’6”
Protected
Bike Lane
6’
Landscape
Strip
73RD STREET
ONE-WAY PROTECTED BIKE LANE EASTBOUND ON 73RD
73
rd
S
t
.
Refer to figure 3.25 of the street design guide for additional information.
PAGE 123
Trac LaneSidewalk Sidewalk Trac Lane ParkingParking
10’8’7’6”5’
46’
Curb-to-Curb
73’
R.O.W
Trac Lane
10’6’10’
Protected
Bike Lane
Landscape
Strip8’6”8’
72
nd
s
t
.
ONE-WAY PROTECTED BIKE LANE WESTBOUND ON 72ND
72ND STREET
Refer to figure 3.25 of the street design guide for additional information.
PAGE 124
Trac LaneLandscape Strip Median
10’11’
Parking Trac Lane Trac Lane Trac Lane Golf Course
9’11’12’25’6”
75’Curb to Curb
Sidewalk
5’19’6”11’4’
125’
R.O.W
Bike
Lane 3’2’2’
P R O P E R T Y L I N E
Street data
Public Right-of-Way Width 125’
Pavement Width 75’ typical
Posted Speed Limit 35 mph
Daily Volume 32,000 ADT
Predominant Land Use Single Family Residential
Project Limits Between Chase Avenue And North Michigan Avenue
Project Length Approximately 4,500’, 0.8 Miles
Predominant Development Pattern Detached single family homes with driveways, and a municipal golf course.
Bicycle / Pedestrian trip generator(s)
(parks, paths, bike shop, etc.)
The appeal of this corridor is that it is a direct north/south connector. It is also a
high volume street that make it a candidate for protected facilities.
Impact on modeshare High
Upcoming Public Works Project Yes - FDOT resurfacing
ALTON ROAD
The upcoming reconstruction of Alton Road by the Florida Department of Transportation provides an opportunity
to improve bicycle access on one of the city’s main north/south thoroughfares. For a street of this volume and
speed the Street Design criteria recommend an off street or protected on-street facility. The corridor currently has a
bike lane going north and a sharrow going south. These facility types are not likely to attract the vast majority of
users. Our primary recommendation for this corridor is a shared path, or other protected facility like the two-way
protected bike lane (shown on page 121). The proposals envision a reduction in lane widths from those proposed
by the FDOT to 10’ standard, together with a reduction of the median area. These facilities take advantage of the
minimal number of conflicts on the golf course side of the corridor.
Al
t
o
n
R
d
.
EXISTING CONDITIONS
PAGE 125
Trac LaneLandscape Strip Median
10’10’
Parking Trac Lane Trac Lane Trac Lane Golf Course
8’22’6”
73’Curb to Curb
Sidewalk
5’24’6”8’
125’
R.O.W
Bike Lane
3’2’2’10’10’10’
Buer
P R O P E R T Y L I N E
Trac LaneLandscape Strip Median
8’10’
Parking Trac Lane Trac Lane Trac Lane Golf Course
8’15’
60’
Curb to Curb
Sidewalk
5’24’6”
125’
R.O.W
2’10’10’10’10’6”10’
Landscape Strip Shared Path
2’
P R O P E R T Y L I N E
TWO WAY BIKE LANE
SHARED PATH
ALTON ROAD
Al
t
o
n
R
d
.
Al
t
o
n
R
d
.
Refer to figure 3.20 of the street design guide for additional information.
Refer to figure 3.29 of the street design guide for additional information.
PAGE 126
Street data
Public Right-of-Way Width 80’
Pavement Width 69’
Posted Speed Limit 25 mph
Daily Volume NA
Predominant Land Use Compact Urban
Predominant Development Pattern 2 - 5 Story Apartment Buildings
Project Limits Between Tatum Waterway Drive and 73 Street
Project Length 3,000’, 0.05 Miles
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
Medium density residential apartment buildings and the beach
are both major pedestrian and bicycle generators in this area.
Impact on modeshare low
Upcoming Public Works Project/Study Included for study in BODR
BYRON AVENUE
Byron Avenue at 73rd Street is an 80’ wide three lane street with angled parking. There is ample room here to
create a great street, and an important connection within the bicycle network. Given the low volume of traffic and
low speeds, this route is a good candidate for a bike lane or neighborhood greenway.
By
r
o
n
A
v
e
.
73rd St.
EXISTING CONDITIONS
PAGE 127
EXISTING CONDITIONS
This section of Byron has angled parking. In cases with angled parking, conventional bike lanes are not ideal. One
potential tool to use is the protected bikeway. Here a 4’ bike lane is protected by a 3’ buffer between the angled
parking and the sidewalk.
This variation on the idea of conventional bike lanes on the driver side of the travel lane provides more visibility to
riders in the street, and the green paint alerts motorists that this is a bicycle priority corridor.
BYRON AVENUE
BIKE LANE
PROTECTED BIKE LANE
By
r
o
n
A
v
e
.
By
r
o
n
A
v
e
.
By
r
o
n
A
v
e
.
PAGE 128
Street data
Public Right-of-Way Width 160’
Project Limits Between 41 Street and 63 Street
Project Length 11,400’, 2.2 Miles
Pavement Width 112’ typical
Posted Speed Limit 35 mph
Daily Volume 15,120 - 32,520 ADT
Predominant Land Use High Density Residential
Predominant Development Pattern Resort style mid rise and high rise apartment buildings with no
ground level commercial.
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
The high density residential apartment buildings and the beach
are both major pedestrian and bicycle generators in this area.
Impact on modeshare High
Upcoming Public Works Project Yes
COLLINS AVENUE
Collins Avenue between 41 Street and 71 Street is the heart of Mid-Beach and the main point of access for
thousands of Miami Beach residents. The ample roadway dimensions, daily volumes and speeds suggest that
this should be a priority corridor both for transit access and for protected bicycle facilities. From a mode share
perspective, this corridor could provide critical connectivity to thousands of residents with the thoughtful redesign
of the street to accommodate protected bicycle facilities and additional street trees as shown in the drawings on
the following pages.
EXISTING CONDITIONS
Co
l
l
i
n
s
A
v
e
.
PAGE 129
COLLINS AVENUE
This treatment suggests the removal of a travel lane in either direction to create new landscape protected bike
lanes. The design repurposes the median on the northbound side of the street to accommodate a protected bike
lane. Entrance/exits from the slip lane can maintain their current geometries with additional treatments for the bike
lane. Travel lanes have been reduced to 10’ for interior lanes, and 11’ for outer lanes. New street trees should be
added along the new south bound bike lane, on the median, and along the northbound sidewalk.
PROTECTED BIKE LANE
Sidewalk Landscape Strip Median
16’6’12’21’10’10’10’
Sidewalk Trac Lane Trac Lane Trac Lane Trac Lane Trac Lane Trac Lane Sidewalk
160’
2’11’2’2’11’5’2’10’10’
101’Curb to Curb
R.O.W
5’5’5’5’
Queue
area
Protected
Bike laneLandscape LandscapeProtected
Bike lane
Co
l
l
i
n
s
A
v
e
.
PAGE 130
Trac Lane
8’6”11’6’6”9’
Buer Paved Sidewalk
2’
55’
Curb-to-Curb
Trac Lane Trac Lane Trac LaneSidewalk
10’11’10’
75’
R.O.W
2’
8’
varies
5’
Street data
Public Right-of-Way Width 74’
Pavement Width 55’ typical
Posted Speed Limit 35 mph
Project Limits Between 20 Street and Sheridan
Project Length Approximately 5,500’, 1.0 Miles
Daily Volume 44,330 ADT
Predominant Land Use Single Family Residential, multifamily, civic
Predominant Development Pattern Suburban Detached
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
There are several schools, museums, and small parks that gen-
erate pedestrian activity along this route.
Impact on modeshare High
Upcoming Public Works Project Yes - CIP
DADE BOULEVARD
Dade Boulevard is one of the most important corridors in the bicycle network. It divides South Beach from Mid-
beach, and has ample right-of-way space to accommodate a premium protected bicycle facility. The recent sea
wall reconstruction project produced a street section that lacked street trees and quality bicycle pedestrian facili-
ties. For most of the corridor, the center turn lane can be removed. The ideal proposal for this street should include
a wide tree-lined sidewalk along with a comfortable, protected bicycle facility.
EXISTING CONDITIONS
Da
d
e
B
l
v
d
.
PAGE 131
13’6’6”
Shared Path
41’
Curb-to-Curb
Trac Lane Trac LaneSidewalk
10’
75’R.O.W
8’
10’
Trac Lane
10’14’ 6”
Landscape
1’
Trac Lane
10’
DADE BOULEVARD
PROTECTED BIKE LANES
Da
d
e
B
l
v
d
.
One of the signature
projects included in this
plan, the creation of a
grand row of trees in
a wide landscape strip
between the shared path
and Dade Boulevard.
The center turn lane is
removed for most of the
corridor.
SHARED PATH WITH LANDSCAPING
Da
d
e
B
l
v
d
.
8’6”6’6”
Paved Sidewalk
55’
Curb-to-Curb
Trac Lane Trac LaneSidewalk
10’
75’R.O.W
8’
varies
10’
Trac Lane
10’2’6’
Bike Lane
1’6’
Bike Lane Trac Lane
10’5’
Da
d
e
B
l
v
d
.
Given the volumes and
speeds on Dade Boule-
vard, a protected bicycle
facility is required, either
as a shared path or pro-
tected bike lane. This are
two way protected bike
lanes. Any number of
variations to Dade Bou-
levard exist. These were
all calibrated using street
design methods outlined
in the street design guide
and are on the pages that
follow.
PAGE 132
DADE BOULEVARD
SIDEWALK LEVEL PROTECTED BIKE LANES
PROTECTED LANES
8’6’6’6”
Protected
Bike Lane Paved Sidewalk
43’
Curb-to-Curb
Trac Lane Trac Lane Trac LaneSidewalk
10’10’
75’R.O.W
8’
varies
10’
Trac Lane
10’1’6’6”1’1’
Protected
Bike Lane 5’
8’6”6’6”6’
Bike Lane Paved Sidewalk
1’
55’
Curb-to-Curb
Trac Lane Trac Lane Trac LaneSidewalk
10’10’
75’R.O.W
8’
varies
10’
Trac Lane
10’1’6’
Bike Lane
10’
1’5’
Da
d
e
B
l
v
d
.
Da
d
e
B
l
v
d
.
PAGE 133
DADE BOULEVARD
SHARED PATH AND PROTECTED BIKE LANES
SHARED PATH
13’6’6”
Shared Path
55’
Curb-to-Curb
Trac Lane Trac LaneSidewalk
10’
75’R.O.W
8’
10’
Trac Lane
10’2’6’
Bike Lane
1’6’
Bike Lane Trac Lane
10’
Trac Lane 8’6”Landscape Strip Paved Sidewalk
42’
Curb-to-Curb
Trac Lane Trac Lane Trac LaneShared Path 10’10’10’
75’
R.O.W
8’
varies
10’1’1’9’6”10’
10’
5’
Da
d
e
B
l
v
d
.
Da
d
e
B
l
v
d
.
PAGE 134
Existing Conditions, Dade Boulevard between Alton Road and North Michigan
Proposed Condition
The challenge with redesigning Dade Boulevard
is the need for a turn lane at this location, to
accommodate the entrance to Publix. This scheme
shows how you can preserve access to Publix while
also providing space for bicyclists and pedestrians.
By narrowing traffic lanes in the east/west
direction between Alton and North Michigan at
an area of low volume in the north bound lanes,
you yield enough space to provide a generous
new parkway or protected bicycle facilities.
Dade Blvd.
Dade Blvd.
19th St.
PAGE 135
19th St.
DADE BOULEVARD BETWEEN ALTON AND NORTH MICHIGAN
N.
M
i
c
h
i
g
a
n
A
v
e
.
19th St.
PAGE 136
Street data
Public Right-of-Way Width 66’
Pavement Width 48’ typical
Posted Speed Limit 25 mph
Daily Volume NA
Project Limits Between 17 Street and 5 Street
Project Length Approximately 6,500’, 1.23 Miles
Predominant Land Use Mutlifamily Residential
Predominant Development Pattern Compact urban apartment types
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
Impact on modeshare moderate
Upcoming Public Works Project Yes
EUCLID AVENUE
Euclid Avenue is one of the most popular bicycle routes in Miami Beach. Making it as safe as possible, and
attracting even more people to ride on this street is one of the best opportunities the city has to encourage a robust
bicycle network.
Sidewalk
5’10’4’8’8’6’6’10’4’5’
Bike lane
48’
Parking
70’
Trac Lane Bike lane Parking SidewalkLandscape
Strip
Curb-to-Curb
Trac Lane Landscape
Strip
R.O.W
Landscaping
4’
P R O P E R T Y L I N E
P R O P E R T Y L I N E
EXISTING CONDITIONS
Eu
c
l
i
d
A
v
e
.
PAGE 137
EUCLID AVENUE
PROTECTED BIKE LANES
P R O P E R T Y L I N E
Sidewalk
5’10’4’5’7’7’5’10’4’5’
Bike lane
48’
Parking
70’
Trac Lane Bike lane Parking SidewalkLandscape
Strip
Curb-to-Curb
Trac Lane Landscape
Strip
R.O.W
2’
BuerBuer
2’
Landscaping
4’
P R O P E R T Y L I N E
A quick fix to the existing conditions is to create a door-zone buffer space between the bike lane and the parked
cars. Restriping the bike lane to accommodate a buffer is an inexpensive first step towards educating bicyclists
and motorist to respect the buffer area for the safety of both types of users while more robust solutions are imple-
mented.
Eu
c
l
i
d
A
v
e
.
PAGE 138
EUCLID AVENUE
BUFFERED BICYCLE LANES
P R O P E R T Y L I N E
P R O P E R T Y L I N E
Sidewalk
5’10’4’5’7’7’5’10’4’5’
Bike lane
48’
Parking
70’
Trac Lane Bike lane Parking SidewalkLandscape
Strip
Curb-to-Curb
Trac Lane Landscape
Strip
R.O.W
2’
Buer
2’
BuerLandscaping
4’
A parking protected bicycle facility should be installed along Euclid. This facility would form part of a larger
network of protected bicycle facilities around Miami Beach. This alternative should be considered in the initial
phase as a first option.
Eu
c
l
i
d
A
v
e
.
PAGE 139
EUCLID AVENUE
SIDEWALK-LEVEL PROTECTED BIKE LANES
Over the long term, Euclid Avenue should be narrowed as much as possible, and the sidewalk expanded to pro-
vide additional street trees. The widened sidewalk area can be designated as a protected bicycle facility or not.
With a narrow cross section, low volumes, and a bicycle priority designation, Euclid would also make for easy
on-road cycling that is physically separated from the travel lane.
P R O P E R T Y L I N E
Sidewalk
5’10’4’5’7’7’5’10’4’5’
38’
Parking
70’
Trac Lane Parking SidewalkLandscape
Strip
Curb-to-Curb
Trac Lane Landscape
Strip
R.O.W
2’
Buer
2’
Buer Protected
Bike LaneLandscaping
4’
Protected
Bike Lane
P R O P E R T Y L I N E
Eu
c
l
i
d
A
v
e
.
Refer to figure 3.26 of the street design guide for additional information.
PAGE 140
EUCLID AVENUE
EXISTING EUCLID AVE. AND 10TH ST. INTERSECTION
Eu
c
l
i
d
A
v
e
.
10th St.
PAGE 141
Intersections throughout Flamingo Park could have colorful designs/patterns painted in them. This safety measure
would not only provide for improved pedestrian visibility, but would also encourage drivers to slow down as they
pass through the intersection.
Bicycle boxes at intersections provide an additional safety for bicyclists and increases their visibility to motorists by
shortening crossing distances at intersections. Bicycle boxes are placed first at intersections, while motor vehicles
stop behind them. Bicycle boxes and intersection treatments can be found on the street design guide.
EUCLID AVENUE
Et ipsam derum erferch
illectur, qui quosam quid
quibea sime sunt ressunt
uribus anto maiorep elecum
net lam eatemo que voles
molum quo blautet quat
fugiasp ientio endis aut
volupisim autempo riassunt.
Istrum restiuntur, es
Eu
c
l
i
d
A
v
e
.
10th St.
PROPOSED EUCLID AVE. AND 10TH ST. INTERSECTION
PAGE 142
Street data
Public Right-of-Way Width 56’
Pavement Width 46’ typical
Posted Speed Limit 25 mph
Daily Volume 9,600-12,000 ADT
Project Limits Between Dade Boulevard and 4 Street
Project Length Approximately 3,000’, 0.56 Miles
Predominant Land Use Mutlifamily Residential
Predominant Development Pattern Compact urban apartment types
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
Lincoln Road, Flamingo Park
MERIDIAN AVENUE
Meridian Between Dade Boulevard and 5th Street is another one of the main bicycle corridors in Miami Beach.
The Crash data shows that it is one of the corridors with the most crashes over the past two years. The context of
the street goes from mixed-use with a center turn lane in the north, to medium density residential with no center turn
lane. Each has its own approach.
Me
r
i
d
i
a
n
A
v
e
.
PAGE 143
MERIDIAN AVENUE
Further south, traffic would
have to be diverted from this
corridor to prioritize bicycle
travel in the street. Already
compact conditions call for
an on-street neighborhood
greenway.
This segment of Meridian
would become a designated
greenway through inter-
ventions like signalization,
reduced speeds and inter-
section treatments.
Refer to the Street Design
Guide for more information.
PROTECTED LANE
BICYCLE BOULEVARD
Trac LaneSidewalk
7’
46’Curb-to-Curb
5’
Bike Lane
4’2’10’10’5’
Parking Trac Lane SidewalkParking
66’
R.O.W
Buer
7’2’
Bike Lane
4’10’
LandscapingBuer
P R O P E R T Y L I N E
P R O P E R T Y L I N E
In the northern section of
Meridian, where it currently
has a center turn lane, a
parking protected bike lane
has been implemented.
Me
r
i
d
i
a
n
A
v
e
.
NEIGHBORHOOD GREENWAY
Refer to page 43 of the street design guide for additional information.
PAGE 144
LOWER INDIAN CREEK
Street data
Public Right-of-Way Width 50’
Pavement Width 41’ typical
Posted Speed Limit 35 mph
Daily Volume NA
Project Limits Between 41st and 26th Street
Project Length Approximately 4,205’, 0.80 Miles
Predominant Land Use Multifamily Residential
Predominant Development Pattern Compact urban apartment types/ Small hotels
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
Beach
Trac Lane ParkingBike
Lane Trac Lane Gutter SidewalkGutter
4’12’11’ 6”6’ 6”3’6”
41’
50’
Curb-to-Curb
R.O.W
Canal
4’3’6”5’
PAGE 145
LOWER INDIAN CREEK
Lower Indian Creek Drive, from 41st street to 26th street can support a street-level protected bicycle lane by
eliminating the parallel parking, and reducing the size of the gutters and travel lanes. This segment of Indian
Creek currently has one south-bound conventional bike lane that does not connect to any other route, leaving the
bicyclist stranded.
Sidewalk
10’10’
34’
50’
Curb-to-Curb
R.O.W
Canal
5’
Bike Lane Trac Lane
10’
Trac Lane
5’5’Gutter Gutter
Sidewalk
1’2’Buer
1’1’
Refer to figure 3.20 of the street design guide for additional information.
PAGE 146
Trac Lane Landscape Strip Trac LaneGolf Course
14’11’6”
23’
18’
Curb to Curb
Sidewalk
11’6”5’
60’
R.O.W
Street data
Public Right-of-Way Width 60’
Pavement Width 23’ typical
Posted Speed Limit 25 mph
Daily Volume 9,600-12,000 ADT
Project Limits Between 28 Street and Dade
Project Length Approximately 3,000’, 0.56 Miles
Predominant Land Use Single Family Residential
Predominant Development Pattern Suburban Detached
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
Miami Beach High School
Impact on modeshare low
Upcoming Public Works Project Yes - CIP
MERIDIAN AVENUE
Me
r
i
d
i
a
n
A
v
e
.
EXISTING CONDITIONS
Meridian is a quiet neighborhood street. This segment is adjacent to the golf course and provides north/south
connectivity parallel to Prairie Avenue.
PAGE 147
Trac Lane Landscape Strip Trac Lane
17’10’
20’
18’
Curb to Curb
Sidewalk
5’
60’
R.O.W
10’
Golf Course
The most obvious option along this segment of Meridian
is to provide some type of bicycle/pedestrian access
adjacent to the golf course. Though high winds can often
be a nuisance when riding this corridor, additional street
trees and landscaping would be a benefit to any street
redesign.
The option below tries to narrow the pavement as much
as possible wit an advisory bike lane. This allows for an
increase the amount of green space and street trees.
MERIDIAN AVENUE
SHARED PATH
ADVISORY BIKE LANE
Trac Lane Landscape Strip Trac LaneShared Path
8’10’
20’
18’
Curb to Curb
Sidewalk
5’
60’
R.O.W
10’
Landscape Strip
9’
Me
r
i
d
i
a
n
A
v
e
.
Refer to figure 3.12 of the street design guide for additional information.
PAGE 148
NORTH BAY ROAD
Lower North Bay Road, between Alton @ 20 Street and Alton at Chase Avenue is a well used north/south route
that serves as a low stress alternative to the high volume and high speed conditions on Alton Road.
EXISTING CONDITIONS
Street data
Public Right-of-Way Width 58’
Pavement Width 22’ typical
Posted Speed Limit 25 mph
Daily Volume NA
Predominant Land Use Single Family Residential
Project Limits Between Alton Road and Alton Road
Project Length Approximately 5,500’, 1.0 Miles
Predominant Development Pattern Detached single family homes with driveways.
Bicycle / Pedestrian trip generator(s)
(parks, paths, bike shop, etc.)
There are several schools and small parks that generate pedestrian activity along
this route.
Impact on modeshare Low
Upcoming Public Works Project Yes - CIP
N.
B
a
y
R
d
.
PAGE 149
NORTH BAY ROAD
In many ways, lower North Bay Road, between Alton @ 20 Street and Alton at Chase Avenue, already functions
like a bike boulevard. As described in the Street Design Guide, a bike boulevard is a street design technique
that prioritizes bicycle travel on low volume residential streets. Traffic is diverted from these streets, and priority
given to the bicyclists in the road. Given the low volume of cars observed on this street, and the existing traffic
diversion devices (at the intersection with Chase Avenue), this is a prime candidate for improvements that will
help convert this street into a true bicycle boulevard. Among the most important improvements to the corridor
is the addition of street trees, bicycle boulevard pavement markings and traffic circles (or other traffic calming
devices).
Typical sections in the October 2010 Bayshore BODR Documents show two 10’ lanes and 2’ concrete valley
gutters. In general, we should strive for drainage solutions that do not increase the size of the street any more
than necessary. The extra 2’ added for the valley gutter rarely results in a well designed street. Any benefit you
get from narrowing the lanes to 10’, you effectively give up by widening the driver’s field of vision by the extra
2’ on either side. On a street like Lower North Bay Road, where we are proposing an on-street solution, we
should do our best to make sure that the street is designed for the slowest speed traffic. Bike route signs have
been included at intersections. Signage and pavement markings are specified in the Street Design Guide.
BICYCLE BOULEVARD
27th St.
N
.
B
a
y
R
d
.
N
.
B
a
y
R
d
.
Ju
l
i
a
T
u
t
t
l
e
C
s
w
y
E
x
i
s
t
i
n
g
C
o
n
d
i
t
i
o
n
s
NORTH BAY ROAD, ALTON, JULIA TUTTLE INTERSECTION
PAGE 151
W
A
I
T
-
H
E
R
E
W
A
I
T
-
H
E
R
E
Ju
l
i
a
T
u
t
t
l
e
C
s
w
y
S
h
a
r
e
d
P
a
t
h
a
n
d
C
o
n
t
r
a
-
f
l
o
w
b
i
k
e
l
a
n
e
Refer to figure 3.14 of the street design guide for additional information.
PAGE 152
DICKENS DRIVE / PARK VIEW ISLAND PARK
Street data
Public Right-of-Way Width 90’
Pavement Width 50’ typical
Project Limits Dickens Between 72nd and 77th Streets
Project Length 1,800’ or 0.35 Miles
Posted Speed Limit 30 mph
Daily Volume NA
Predominant Land Use Compact Urban
Predominant Development Pattern 1 - 2 Residential Buildings
Bicycle / Pedestrian trip generator(s) (parks, paths,
bike shop, etc.)
Park View island Park, Community Garden, Biscayne Elemen-
tary , North Shore Park
Impact on modeshare low
Upcoming Public Works Project Yes
ParkingSidewalkLandscaping
8’
90’
LandscapeTrac Lane
5’14’5’12’8’16’
Trac Lane Bike Lane Parking Sidewalk
50’
Curb-to-Curb
12’5’
R.O.W
Bike Lane
5’
EXISTING CONDITIONS
Refer to figure 3.18 of the street design guide for additional information.
PAGE 153
ParkingShared PathLandscaping
8’
90’
LandscapeTrac Lane
12’14’5’12’8’9’
Trac Lane Bike Lane Parking Sidewalk
50’
Curb-to-Curb
12’5’
R.O.W
Bike Lane
5’
DICKENS DRIVE / PARK VIEW ISLAND PARK
ParkingShared PathLandscaping
8’
90’
LandscapeTrac Lane
12’14’5’10’8’9’
Trac Lane Bike LaneParking Sidewalk
50’
Curb-to-Curb
10’5’
R.O.W
Bike Lane
5’2’2’
SHARED PATH AND PARKING PROTECTED BIKE LANE
SHARED PATH AND CONVENTIONAL BIKE LANE
- This Page Intentionally Blank-
PAGE 154
PAGE 155
PARK VIEW ISLAND PARK
73rd street
77th street
D
i
c
k
e
n
s
A v
e
.
72nd street
Biscayne Elementary
LEGEND
Bicycle Network
Parkview Island
Shared Path
The first phase of the Park View Island shared path extends from Dickens Avenue at 73rd street to 77th street and
loops behind Biscayne Elementary. This route provides safer access to the school and surrounding points of interest
like the community garden located on Park View Island Park and North Shore Park.
The second phase will connect Park View Island via the bridges and along Wayne Avenue, thus increasing
accessibility to Biscayne Elementary and encouraging bicycling to school.
1
2
PAGE 156
Street data
Public Right-of-Way Width 63’
Pavement Width 38’ typical
Posted Speed Limit 25 mph
Project Limits Between 15 Street and 5 Street
Project Length Approximately 5,000’, 0.94 Miles
Daily Volume 9,600 ADT
Predominant Land Use 3-12 story hotels with sidewalk cafe.
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
The beach , South Pointe Park
Impact on modeshare low
Upcoming Public Works Project Yes
OCEAN DRIVE
EXISTING CONDITIONS
Oc
e
a
n
D
r
.
PAGE 157
OCEAN DRIVE
Ocean Drive is the City’s main public space. Recognizable all over the world, it is one of the reasons people come
to visit South Florida. The City’s main ‘drag’ has been discussed recently as the candidate for a street redesign.
The proposal made here is for the entire ROW to be designed as a shared space. As such there would be mini-
mal pavement markings, and total priority would be given over to pedestrians. There would be more space for
sidewalk cafe’s and the speed limit would have to drop to 20 MPH or less. In addition the design of the pavement
would give the corridor a unique identity. In much the same way that Lincoln Road is one of the premier pedestrian
corridors in the world, so too can Ocean Drive elevate its status to one of the great streets of the world with a
shared space treatment.
SHARED SPACE
Oc
e
a
n
D
r
.
Refer to figure 4.10 of the street design guide for additional information.
PAGE 158
Street data
Public Right-of-Way Width 76’
Pavement Width 37’ typical
Posted Speed Limit 35 mph
Project Limits Between 63 Street and 51 Street
Project Length 6,000’ or 1.1 Miles
Daily Volume 4,800 ADT
Predominant Land Use Single Family Residential
Predominant Development Pattern Suburban Detached
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
This route serves as an important north - south connector in the
greenway network.
Impact on modeshare Moderate
Upcoming Public Works Project Yes - Miami-Dade County
PINE TREE DRIVE / LA GORCE DRIVE
EXISTING CONDITIONS - LA GORCE
La
G
o
r
c
e
D
r
.
EXISTING CONDITIONS - PINE TREE
PAGE 159
Street data
Public Right-of-Way Width 77’
Pavement Width 38’ typical
Project Limits Between 63 Street and 51 Street
Project Length 6,000’ or 1.1 Miles
Posted Speed Limit 35 mph
Daily Volume 5,1200 ADT
Predominant Land Use Single Family Residential
Predominant Development Pattern Suburban Detached
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
This route serves as an important north - south connector in the
greenway network.
Impact on modeshare Moderate
Upcoming Public Works Project Yes - Miami Dade County
PINE TREE DRIVE / LA GORCE DRIVE
Pi
n
e
T
r
e
e
D
r
.
Trac Lane Trac LaneSidewalkLandscape Strip Landscape StripMedian
77’
14’4’12’5’9’9’6”20’
Bu er
38’
Curb-to-Curb
Bu er
3’6”
R.O.W
P R O P E R T Y L I N E
P R O P E R T Y L I N E
EXISTING CONDITIONS - PINE TREE
Pi
n
e
T
r
e
e
D
r
.
PAGE 160
Trac LaneSidewalkLandscape Strip Landscape Strip
77’
21’5’10’10’22’
29’
Curb-to-Curb
Bu er
3’
Trac Lane Bike lane
6’
R.O.W
P R O P E R T Y L I N E
P R O P E R T Y L I N E
PINE TREE / LA GORCE
PROTECTED BIKE LANES
As the most direct route with connections south of 51 Street, a two-way set of protected bike lanes on Pine
Tree would allow for the conversion of the street to two-way travel. If this option is chosen, no bicycle facility is
needed on La Gorce, and the remaining space can be converted into green space. Any number of treatments
found in the Street Design Guide can be used.
Pi
n
e
T
r
e
e
D
r
.
PAGE 161
6”2’1’4’10’
63RD STREET / PINE TREE / LA GORCE INTERSECTION
P
i
n
e
T
r
e
e
D
r
.
L
a
G
o
r
c
e
D
r
.
W. 63rd St.
The intersection of 63 Street, Pine Tree and La Gorce is
a pivotal moment in the Miami Beach Bicycle Network.
It is one of only two places to go north / south. Traffic
coming from Pine Tree merge with traffic on Alton to
cross the bridge into North Beach. North Bay Road
traffic also empty’s out on to this corridor.
PAGE 162
6”2’1’4’10’
63RD STREET / PINE TREE / LA GORCE INTERSECTION
P
i
n
e
T
r
e
e
D
r
.
L
a
G
o
r
c
e
D
r
.
W. 63rd St.
Refer to figure 3.32 of the street design guide for additional information.
PAGE 163
1
0
’
1’
63RD STREET / PINE TREE / LA GORCE INTERSECTION
P
i
n
e
T
r
e
e
D
r
.
L
a
G
o
r
c
e
D
r
.
W. 63rd St.
Refer to figure 3.33 of the street design guide for additional information.
PAGE 164
Pine Tree Drive and La Gorce have the potential to provide a critical north/south link between Nautilus to the south
and North Shore to then north. The corridors are currently a one-way pair of two car travel lanes with an average
daily volume of 7,200 between the two corridors. The low volume and ample roadway surface make for a flexible
street design and allow for the inclusion of on-street bicycle facilities and a significant increase in greenway space.
Within the overall network, connections must be made at 51st Street and 63rd Street (see page x-y for intersection
details). The corridors are the subject of an upcoming Miami - Dade county capital improvement project, which
will allow for their redesign as part of a milling/repaving project. Before then, the Alton Road repaving project will
happen requiring a short term and long term strategy.
Given the low traffic volumes, these corridors are prime candidates for a road diet and should be reduced to one
lane in each direction, with on-street bicycle facilities and additional street trees and landscape strips. The pages
that follow describe several variations in street design for the corridors.
PINE TREE / LA GORCE COMBINATIONS
PHASE 1: SHORT TERM - ONE WAY PAIR CAR LANE + BIKE LANE
One-way pair of bike lanes. Southbound on La Gorce, northbound on Pine Tree.
• Replace one car lane in either direction with a bike lane.
• One-way pair of bike lanes. Southbound on La Gorce, northbound on Pine Tree.
• Additional landscaping (moveable or permanent) dividing car lane from bike lane.
• Additional space added to landscape strip (4’ -5’)
• Easy and immediate retrofit from existing condition
PHASE 2: SHORT TERM - CONVERT BOTH TO TWO WAY CAR
TRAVEL, WITH ONE WAY PROTECTED BIKE LANES
• One-way pair of bike lanes. Southbound on La Gorce, northbound on Pine Tree.
• Two-way car travel on both streets - additional capacity to accommodate for reconstruction of Alton
Road, between 51 and 63 Streets.
• Removal of medians at intersections.
• Preliminary Approval by Miami - Dade County
• Increase in car capacity
PHASE 3: LONG TERM - ONE WAY PAIR CAR LANE + BIKE LANE
• Revert back to one lane of car travel in each direction.
• One-way pair of bike lanes remains. Southbound on La Gorce, northbound on Pine Tree.
• Addition of medians and landscape space.
• Additional space added to landscape strip
PAGE 165
TITLE HERE PINE TREE / LA GORCE COMBINATIONS
EXISTING CONDITIONS
The primary recommendation for these corridors is the removal of one lane of traffic in each direction (from both
Pine Tree and La Gorce) and the implementation of buffered and physically protected bike lanes. The data shows
that for both Pine Tree and La Gorce there are just under 9,900 average cars per day, well under the 25,000 ADT
threshold used to evaluate four lane roads for reduction in capacity. At the time when both Pine Tree and La Gorce
are due for reconstruction, their lane widths should be significantly reduced, and more space given over to the
landscape strip, or in the case of this design, to a wide, tree-planted median.
FUTURE CONDITIONS
La
G
o
r
c
e
D
r
.
W. 56th St.
La
G
o
r
c
e
D
r
.
W. 56th St.W. 56th St.
Pi
n
e
T
r
e
e
D
r
.
Pi
n
e
T
r
e
e
D
r
.
W. 56th St.
PAGE 166
Trac Lane Trac LaneSidewalkLandscape Strip Landscape Strip
76’
18’5’10’10’19’5’
Sidewalk
29’
Curb-to-Curb
P R O P E R T Y L I N E
R.O.W
3’
Bu erBike Lane
6’
P R O P E R T Y L I N E
PHASE 2: ONE-WAY PROTECTED BIKE LANE
As with the one-way proposal
on Pine Tree, this proposal as-
sumes the creation of a one-way
protected bike lane that forms
a one-way pair with Pine Tree,
which would have a similar
configuration. Here, rather than
remove car capacity, travel
lanes are made two-way. Phase
2 results in a net increase in
automobile network capacity.
PINE TREE / LA GORCE COMBINATIONS
PHASE 1: ONE-WAY PROTECTED BIKE LANE
The most immediate thing that can
be done to improve connectivity on
these two corridors is the removal
of one lane of traffic in each direc-
tion (from both Pine Tree and La
Gorce) and the implementation of
buffered and protected bike lanes.
Phase 1 results in a net decrease
in automobile network capacity,
and an increase in greenspace.
La
G
o
r
c
e
D
r
.
La
G
o
r
c
e
D
r
.
PAGE 167
TITLE HERE PINE TREE / LA GORCE COMBINATIONS
The existing 36’ pavement
width allows for great flex-
ibility in redesigning the
street. This proposal assumes
the creation of a one-way
protected bike lane that
forms a one-way pair with
Pine Tree, which would have
a similar configuration.
Without very much invest-
ment, a buffered and protect-
ed bike lanes can be imple-
mented within the current
width of Pine Tree.
Over the long term addition-
al medians and street trees
should be added to create a
well shaded greenway.
Trac LaneSidewalkLandscape Strip Landscape Strip
77’
21’5’10’10’22’
29’
Curb-to-Curb
Bu er
3’
Trac Lane Bike lane
6’
R.O.W
P R O P E R T Y L I N E
P R O P E R T Y L I N E
Pi
n
e
T
r
e
e
D
r
.
Pi
n
e
T
r
e
e
D
r
.
PHASE 2: ONE-WAY PROTECTED BIKE LANE
PHASE 1: ONE-WAY PROTECTED BIKE LANE
PAGE 168
51 ST STREET / PINE TREE / LA GORCE INTERSECTION - EXISTING
Pin
e
T
r
e
e
D
r
.
W. 51st St.
L
a
G
o
r
c
e
D
r
.
Co
l
l
i
n
s
A
v
e
.
PAGE 169
This proposal assumes that
the bike lane on 51 Street
connects to the one-way pair
of bike lanes on Pine Tree
/ La Gorce (Alternative 3)
Pavement area has been con-
verted into green space, and
new crosswalks have been
added in the intersection
green space
51 ST STREET / PINE TREE / LA GORCE INTERSECTION PROPOSED
Pin
e
T
r
e
e
D
r
.
W. 51st St.
L
a
G
o
r
c
e
D
r
.
PAGE 170
Street data
Public Right-of-Way Width 73’
Pavement Width 22’ typical
Posted Speed Limit 25 mph
Project Limits Between 20 Street and Sheridan
Project Length Approximately 5,500’, 1.0 Miles
Daily Volume 300 ADT
Predominant Land Use Single Family Residential
Predominant Development Pattern Suburban Detached
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
This is a neighborhood street in the heart of Bayshore.
Impact on modeshare low
Upcoming Public Works Project Yes - CIP
ROYAL PALM AVENUE
Royal Palm Avenue is a slow, low volume street. It provides connectivity to a bike lane north of 41 Street, and
to the high school. It also connects to 41 Street, a major commercial corridor. Along the residential portion of
the corridor the pavement width is so low that it already provides a substantial traffic calming effect. Additional
efforts to make this corridor an official bike boulevard include traffic circles at cross streets like 29 street (above),
bicycle boulevard pavement markings and branded signage consistent with the Street Design Guide.
1
BICYCLE BOULEVARD
Ro
y
a
l
P
a
l
m
A
v
e
.
Ro
y
a
l
P
a
l
m
A
v
e
.
29 th St.
37th St.
PAGE 171
ROYAL PALM AVENUE
If designed as a bicycle boulevard, left turn lanes from 41 Street would be eliminated and a center median with
bicycle and pedestrian refuge.
Ro
y
a
l
P
a
l
m
A
v
e
.
W. 41 st St.
W. 40th St.
Refer to figure 3.40 of the street design guide for additional information.
PAGE 172
Buer Trac LaneSidewalkParking
11’
100’
Parking SidewalkMedian
9’9’4’4’7’11’11’ 6”11’ 6”
Trac Lane Buer Trac Lane Trac Lane
77’
Curb-to-Curb
11’11’
R.O.W
Street data
Public Right-of-Way Width 95’
Pavement Width 74’ typical
Posted Speed Limit 25 mph
Daily Volume 32,550 ADT
Project Limits Between 15 Street and Dade Boulevard
Project Length Approximately 9,000’, 1.7 Miles
Predominant Land Use mixed use commercial
Predominant Development Pattern small scale main street, larger hotels
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
Miami Beach, commercial, civic uses
Impact on modeshare high
Upcoming Public Works Project Yes
WASHINGTON AVENUE
Washington Avenue is another of the iconic Miami Beach Streets. It is also a major transit corridor and a major
contributor to bicycle and pedestrian crashes. The proposals on the following page show the short term addition
of protected bike lanes by restriping the street, and the long term addition of premium transit down the middle of
the street.
Wa
s
h
i
n
g
t
o
n
A
v
e
.
PAGE 173
WASHINGTON AVENUE
PROTECTED LANE
Trac LaneSidewalk
10’
100’
Parking SidewalkMedian
8’7’10’11’ 6”11’ 6”
Trac Lane Trac Lane
77’
Curb-to-Curb
10’
R.O.W
Parking
8’
Trac Lane
10’
Bike Lane
4’3’
Buer
3’
Buer
4’
Bike Lane
Wa
s
h
i
n
g
t
o
n
A
v
e
.
TRANSIT AND PROTECTED BIKE LANE
MIAMI BEACH LRTMIAMI BEACH LRT
Trac LaneSidewalk
10’
100’
Bike Lane SidewalkLRT Platform
5’15’13’11’ 6”11’ 6”
Light Rail Track Trac Lane
77’
Curb-to-Curb
10’
R.O.W
Bike Lane
5’
Light Rail Track
13’3’
Buer
3’
Buer
Refer to figure 4.3 of the street design guide for additional information.
PAGE 174
WASHINGTON AVENUE
MIAMI BEACH LRTMIAMI BEACH LRT
Trac LaneSidewalk
10’
100’
Parking SidewalkLRT Platform
8’15’13’11’ 6”11’ 6”
Light Rail Track Trac Lane
77’
Curb-to-Curb
10’
R.O.W
Parking
8’
Light Rail Track
13’
TRANSIT OPTION
Wa
s
h
i
n
g
t
o
n
A
v
e
.
WASHINGTON AVENUEWASHINGTON AVENUE
Refer to figure 4.3 of the street design guide for additional information.
PAGE 175
TRANSIT, PARKLETS AND PROTECTED BIKE LANES
WASHINGTON AVENUE
MIAMI BEACH LRTMIAMI BEACH LRT
2’
Sidewalk
16’
Sidewalk
16’5’
Protected
Bike Lane5’
Protected
Bike Lane
Curb-to-Curb
2’
Buer
2’
Trac Lane
10’
Trac Lane
10’
Light Rail Track
11’
Light Rail Track
11’
LRT Platform
12’
Buer
Trac Lane Trac LaneSidewalk
10’10’
Sidewalk
13’5’13’
Light Rail Track Protected
Bike Lane
Protected
Bike Lane5’
Light Rail Track
11’
60’
11’
Parking/ Parklet
2’
BuerParking/ Parklet
8’8’
Buer
2’
100’
R.O.W
Wa
s
h
i
n
g
t
o
n
A
v
e
.
Refer to figure 4.3 , 5.4 and 5.5 of the street design guide for additional information.
PAGE 176
Street data
Public Right-of-Way Width 60’
Pavement Width 50’ typical
Posted Speed Limit 25 mph
Daily Volume 12,000 ADT
Project Limits Between 20 Street and 5 Street
Project Length Approximately 7,600’, 1.43 Miles
Predominant Land Use Single Family Residential
Predominant Development Pattern Suburban Detached
Bicycle / Pedestrian trip generator(s) (parks, paths, bike
shop, etc.)
Lincoln Road, Miami Beach Convention Center
Impact on modeshare high
Upcoming Public Works Project Yes - CIP
WEST AVENUE
West Avenue is one of the most popular bicycle routes in Miami Beach. Making it as safe as possible, and
attracting even more people to ride on this street is one of the best opportunities the city has to encourage a robust
bicycle network.
We
s
t
A
v
e
.
EXISTING CONDITIONS
PAGE 177
Alternative A, above, shows a parking protected bike lane with green pavement markings. As designed, these
new lanes will stretch from just north of 6th Street to Dade Boulevard (inclusive of a new bridge spanning the
Collins Canal. In order to fully connect to 5th Street the plan may looks to include sharrows between 5th street and
the start/end of the bicycle lanes. Additional east-west connections will also be made between the West Avenue
neighborhood and Flamingo Park.
Below, Alternative B, shows a sidewalk level protected bike lane, also with pavement treatment to differentiate it
from the sidewalk, and Alternative C is a conventional bike lane. In each scenario. The travel lanes are narrowed,
and additional street trees added to the corridor. Existing parking supply is preserved.
One point of discussion with County staff revealed that the center turn lane might be removable. In such a case,
there are additional opportunities for additional street treatments.
PROTECTED BIKE LANE (A)
WEST AVENUE
PAGE 178
SIDEWALK -LEVEL PROTECTED BIKE LANE
WEST AVENUE
BIKE LANE
ParkingSidewalk
36’Curb-to-Curb
Protected
Bike Lane Sidewalk Trac Lane Trac Lane Parking
5’5’7’8’10’10’
60’
8’
R.O.W
7’
Protected
Bike Lane
PAGE 179
INTERSECTION TREATMENT - BIKE LANE BIKE BOX
The drawing above shows how a bicycle facility might go through an intersection. In this case, the intersection of
17 Street and West was chosen to demonstrate. A pavement level parking protected bicycle passes through the
intersection adjacent to the sidewalk and landscaped planters (B). A stop bar and bicycle signal indicate to the
cyclist that they have to stop at the pedestrian crosswalk (A). The bike lane is marked to show the continuity of the
lane through the intersection. Maintaining a tight curb radius is key to slowing traffic and providing a safe crossing
for pedestrians (C).
WEST AVENUE
We
s
t
A
v
e
.
16th st.
A.
Refer to figure 3.31 of the street design guide for additional information.
PAGE 180
PARKING PROTECTED BIKE LANE & INTERSECTION
WEST AVENUE
We
s
t
A
v
e
.
16th st.
Parking protected bicycle lanes take advantage of existing capacity for on-street parking and rearranges the street
configuration, allocating space for bicycle lanes along the curb. Parked cars act as a barrier between cyclists and
moving vehicles. A buffer between the bike lane and the passenger side of the parked vehicle provides a “door
zone” that helps to avoid collisions and facilitates loading/unloading. The buffer zone varies depending on the
ROW with a minimum of 2 feet. Examples are provided on the street design guide.
Refer to figure 3.30 of the street design guide for additional information.
PAGE 181
SIDEWALK- LEVEL PROTECTED BIKE LANE & INTERSECTION
WEST AVENUE
We
s
t
A
v
e
.
16th st.
Sidewalk-level bicycle lanes are inherently protected from traffic through vertical separation. In addition, pavement
markings or different color treatments help to visually separate pedestrians from bicyclists. In order to protect cyclists
from door collisions, this type of facility must accommodate a painted buffer and a 4’ lane, or be wide enough
( 5’ min.) so as to encourage cyclists to ride in the middle of the lane and avoid conflict.
B.
PAGE 182
SIDEWALK- LEVEL PROTECTED BIKE LANE INTERSECTION
WEST AVENUE
17th Street
Example of landscaped, sidewalk-level protected bicycle lane along West Avenue, between 17th street and Lincoln
Lane.
1
W
e
s
t
A
v
e
n
u
e
P
r
o
t
e
c
t
e
d
B
i
k
e
L
a
n
e
s
R
e
c
o
m
m
e
n
d
a
t
i
o
n
MIAMISAN FRANCISCONEW YORK
5
’
5
’
5
’
5
’
6
’
1
0
’
1
0
’
1
0
’
8
’
6
’
7
0
’
1
0
’
5
’
2
’
1
’
PAGE 183
W
e
s
t
A
v
e
n
u
e
P
r
o
t
e
c
t
e
d
B
i
k
e
L
a
n
e
s
R
e
c
o
m
m
e
n
d
a
t
i
o
n
MIAMISAN FRANCISCONEW YORK
5
’
5
’
5
’
5
’
6
’
1
0
’
1
0
’
1
0
’
8
’
6
’
7
0
’
1
0
’
5
’
2
’
1
’
West Ave.
PAGE 184
WEST AVENUE
We
s
t
A
v
e
.
Protected intersections guarantee a high level of safety. These types of intersections might be the most
appealing for all kinds of users thus noticeably increasing ridership in combination with protected bike lanes (not
shown).Protected intersections accommodate all bicycle movements. Multimodal intersection design is usually
enhanced with bicycle signals.(See Street Design Guide: Signals)
CONVENTIONAL BIKE LANE & PROTECTED INTERSECTION
C.
PAGE 185
APPENDIX:
BICYCLE-PEDESTRIAN COUNTS
PAGE 186
BICYCLE PEDESTRIAN COUNTS
P
i
n
e
t
r
e
e
D
r
.
rd63 Street
L
a
G
o
r
c
e
D
r
.
P
i
n
e
t
r
e
e
D
r
.
rd63 Street
L
a
G
o
r
c
e
D
r
.
Female
Male
6:00 am- 9:30 am
22
61
1 6
1
10
2
2
0
2
8
1 1
1
Female
Male
5:00 pm- 6:30 pm
15
21
7
1
11
9
11
4 25
20
6 1
La Gorce Dr./ Pine Tree Dr. @ 63rd Street
2
3 1
0
0
0
C o l l i n s A v e . @ F o u n t a i n b l u e H o t e l
C o l l i n s A v e . @ F o u n t a i n b l u e H o t e l
2
3
46 27
10 7
59 44
924
Female
Male
Female
Male
Collins Ave. @ Fountainblue Hotel
2
4
2
5
50 23
21 1
45 33
2811
1
1
th16 Street
E u c l i d A v e .
24
5
58
28
60
33 10
26
524
3656
4 11
10 16
Female
Male
6:00 am- 9:30 am
th16 Street 9
49
12
4 15
16
313
1225
3 14
10 12
Female
Male
2:00 pm- 3:00 pm
th16 Street 13
5
30
19
18
4 31
55
515
1129
2 28
35 36
Female
Male
5:00 pm- 6:30 pm
28
Euclid Ave. @ 16th Street
E u c l i d A v e .
E u c l i d A v e .
The bicycle and pedestrian counts
shown here, were conducted from
11/ 7/15 -11/14/15, in order
to have a baseline measure before
this bicycle pedestrian master plan
is implemented. In addition, this
count helped to inform decisions
regarding bike facilities, landscape
and overall streetscape recommen-
dations in some cases.
PAGE 187
nd72 Street
H
a
r
d
i
n
g
A v
e
.
6:00 am- 9:30 am
22 12
2
013
15
Harding Ave.@ 72nd Street.
17
1
2
13
1
41
30
2:00 pm- 3:00 pm
13 5
1
16
9
4
1
1
1
13
8
5:00 pm - 6:30 pm
13
1
225
17
14
3
0
1
28
27
Female
Male
Female
Male
Female
Male
0
1
14
1
2 4
4
3
12
31
9
H
a
r
d
i n
g
A v
e
.
H
a
r
d
i
n
g
A v
e
.
nd72 Streetnd72 Street
BICYCLE PEDESTRIAN COUNTS
th16 Street
W e s t A v e .
12
3
48
33
13
3 23
34
930
3656
5 15
34 36
Female
Male
6:00 am- 9:30 am
th16 Street
W e s t A v e .
4
114
2
0 20
40
215
921
3 9
27 10
Female
Male
2:00 pm- 3:00 pm
th16 Street
W e s t A v e .
4
1
13
15
3
0 21
39
413
2042
5 17
27 29
Female
Male
5:00 pm- 6:30 pm
14
West Ave. @ 16th Street
6:00 am- 9:30 am
56
Venetian Causeway.
Female
Male
56
25
53
22 44
48
Venetian Causeway 62
5:00 pm- 6:30 pm
36
42
22
42
6
44
50 Venetian Causeway 36
- This Page Intentionally Blank-
PAGE 188
PAGE 189
APPENDIX:
IMPLEMENTATION CHART
PAGE 190
MASTER PLAN IMPLEMENTATION MATRIX
PH
A
S
E
1
:
F
I
L
L
I
N
G
I
N
T
H
E
G
A
P
S
PAGE 191
MASTER PLAN IMPLEMENTATION MATRIX
PH
A
S
E
2
:
I
M
P
R
O
V
E
M
E
N
T
S
T
O
E
X
I
S
T
I
N
G
F
A
C
I
L
I
T
I
E
S
PAGE 192
MASTER PLAN IMPLEMENTATION MATRIX
PH
A
S
E
3
:
A
S
P
I
R
A
T
I
O
N
A
L