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HomeMy WebLinkAboutResolution 2026-34154RESOLUTION NO. 2026-34154 A RESOLUTION OF THE MAYOR AND CITY COMMISSION OF THE CITY OF MIAMI BEACH, FLORIDA, APPROVING THE RECOMMENDED RECONFIGURATION OF THE OCEAN DRIVE CORRIDOR, FOR FULL PEDESTRIANIZATION (OPTION 3), SUBJECT TO APPROVAL OF PROPOSED TURNAROUND DESIGN CONCEPTS BY MIAMI-DADE COUNTY DEPARTMENT OF TRANSPORTATION AND PUBLIC WORKS (DTPW), AND FURTHER, SHOULD DTPW NOT APPROVE ANY OF THE TRAFFIC TURNAROUND DESIGN CONCEPTS, AUTHORIZE THE ADMINSTRATION TO IMPLEMENT A HYBRID DESIGN WITH ONE WAY VEHICULAR TRAFFIC BLENDED WITH PEDESTRIANZATION ALONG OCEAN DRIVE (OPTION 4). WHEREAS, on February 23, 2022, the City Commission approved the Art Deco Cultural District (ADCD) Vision Plan in concept and authorized the Administration to issue RFQ No. 2022- 436-ND for Architectural and Design Services for the Ocean Drive Corridor Improvements and Lummus Park Enhancement Project; and WHEREAS, the ADCD Vision Plan is a study covering properties and roadways adjacent to commercial corridors, including Washington Avenue, Collins Avenue, Ocean Drive, and Lummus Park and includes proposed conceptual plans, recommendations for implementation, a rough order of magnitude cost estimate, and a phasing plan; and WHEREAS, on October 26, 2022, the City Commission adopted Resolution 2022-32340 authorizing the City Manager to negotiate with the top ranked proposer, Calvin, Giordano and ssociates, Inc. (CGA), and on June 6, 2023, the City executed the agreement with CGA, for Architectural and Engineering (A/E) Design Services (Agreement), for the Ocean Drive Corridor Improvements and Lummus Park Enhancement Project (Project) in the total amount of $2,720,049.70; and WHEREAS, the Agreement includes a feasibility study to evaluate the three (3) configuration options for Ocean Drive between 5th and 15th Street, as proposed in the ADCD Vision Plan, the configuration options include option 1, two-way vehicular traffic access on Ocean Drive, option 2, one-way vehicular traffic access on Ocean Drive and option 3, full pedestrianization of Ocean Drive; and WHEREAS, the scope of work also includes the development of a Master Plan for the Ocean Drive Corridor and Lummus Park following the selection of a configuration option for Ocean Drive, processing processing and acquiring a permit from DTPW for the selected configuration, obtaining Historic Preservation Board (HPB) approvals for both Ocean Drive and Lummus Park, development of the 30% design documents for Lummus Park and the 100% biddable construction documents for Ocean Drive between 5th and 15th Street, intersecting roads, and the transitional area connecting Ocean Drive with Lummus Park, additionally, CGA is to conduct an extensive and thorough process of public outreach and feedback in order to gain consensus; and WHEREAS, on June 9, 2023, CGA's Notice to Proceed was issued, subsequently, CGA engaged in meetings with the regulatory agencies prior to commencing the data collection, traffic analysis and modeling as it was necessary to obtain concurrence from both regulatory agencies, DTPW and the Florida Department of Transportation (FDOT) on a mutually agreed -upon methodology for the traffic study, following numerous meetings, submittals by CGA, reviews and feedback by regulatory agencies, the necessary approval of the traffic study methodology was obtained from DTPW and FDOT at the end of April 2024; and WHEREAS, the Study encompassed six (6) different steps, (1) data collection which started in July 2024, (2) generating a total of 56 traffic operation scenario models, starting in October 2024, to evaluate displaced traffic volume impacts on Collins Avenue and Washington Avenue and level -of -service evaluation models of all the impacted intersections for operational efficiencies impacted by delays, queuing, and potential congestion patterns; (3) performing evaluations of each roadway configuration option for all scenarios to determine any fatal flaws in the resultant and forecasted traffic operations, (4) exploration of the in -progress traffic study to the agencies with the goal of gaining an understanding on any critical concerns they had relative to the progress and preliminary findings of the study (the agencies do not provide a formal `approval' at this level), (5) following the selection of a configuration option for Ocean Drive, finalize the traffic study and submit it to the agencies for determination on the viability of the selected option to be permitted and formally approved and, (6) conducting Dynamic Traffic Analysis (DTA) evaluation studies required by FDOT For the selected configuration option; and WHEREAS, the traffic study and modeling (Study) evaluated the viability of the three (3) roadway configuration options for the Project, each option attempts to widen pedestrian sidewalks, to the greatest extent possible, on the west side of Ocean Drive by eliminating all curbside parking and shifting the edge of pavement eastward, the Study is complicated by the need to (a) forecast localized impacts to the levels -of -service on Collins Avenue and Washington Avenue as a result of the diversion of traffic under each of the options, and (b) the regional traffic impacts to the area, factoring in all other planned or in -process traffic modifications from surrounding projects; and WHEREAS, the traffic modeling exercise accounted for both existing and projected future conditions, incorporating a calibrated regional model and localized traffic counts to simulate impacts under 56 separate scenarios, the effort also involved correcting several baseline data in the FDOT-issued Southeast Regional Planning Model's (SERPM) inputs for land use, hotel room inventory, and beach frontage to ensure alignment with actual conditions, thereby improving the model's reliability, these corrections, some requiring the issuance of corrective `patches' to the model's database by FDOT, were necessary to accurately forecast the ripple effects of reduced or removed vehicular capacity on the surrounding network; and WHEREAS, both FDOT and DTPW were engaged to align the methodology and evaluate jurisdictional implications. When approaching the development of the methodology, each regulatory agency initially requested two (2) completely different approaches to the Study; and WHEREAS, FDOT's evaluation emphasized regional traffic continuity and system performance, particularly on Collins Avenue and 5th Street, while DTPW's focus was on neighborhood -scale circulation, emergency access, transit service, and local stakeholder impacts. The agencies operate under different mandates - FDOT with a regional, data -driven focus, and DTPW with a more operational and community -responsive lens, which has resulted in diverging thresholds for approval and varying concerns about multimodal trade-offs and service access; and WHEREAS, in addition, DTPW requested that several additional baseline scenarios be included in the analysis, which extended the traffic review and evaluation process, one such example was the requirement to create a pre-COVID `existing conditions' baseline, which was requested by DTPW, as they did not want to deem the existing 1-way configuration as an `existing condition' because of the ongoing dispute regarding its permit status. FDOT requested a Dynamic Traffic Assignment (DTA) study be conducted for various traffic scenarios, both regulatory agencies eventually agreed on an approach to the Study methodology which addressed their respective needs; and WHEREAS, FDOT offered specific guidance, reiterating that its primary concerns relate to the performance of the state roadway network, their feedback emphasized the need to understand how any proposed modifications to Ocean Drive would affect Collins Avenue, particularly at its interface with 5th Street, and the potential downstream impacts to adjacent corridors such as Washington Avenue and Alton Road, in contrast, DTPW deferred comment until the completion of a full traffic impact study, indicating that it does not offer preliminary feedback or issue informal opinions prior to formal submittal and review of a complete technical report; and WHEREAS, each of the configurations was modeled and analyzed against a comprehensive set of spatial, regulatory, operational, and experiential criteria, using both FDOT's macro -level traffic modeling program SERPM and microscopic, behavior -based, multi -modal traffic simulation software (PTV VISSIM) to analyze and optimize traffic flow; and WHEREAS, the methodology outlines a comprehensive, multi -scenario traffic and mobility study to evaluate potential future configurations for Ocean Drive and surrounding corridors in Miami Beach, this evaluation centers on the three design options proposed by the ADCD Vision Plan, assessing their feasibility through field data collection, technical modeling, and performance analysis; and WHEREAS, the study begins with the definition of boundaries, from 5th to 17th Streets (north -south) and Ocean Drive to Washington Avenue (east -west) and establishes a rigorous data collection strategy, traffic counts are gathered over multiple days and time periods (both weekday and weekend peaks) across a wide network of signalized and unsignalized intersections, this data includes vehicle volumes, turning movements, pedestrian and bicycle activity, speed classifications, and seasonal adjustments to reflect annual averages; and WHEREAS, seven traffic scenarios are analyzed, including historical (2019), existing (2024), and future (2029) configuration; each scenario considers not only Ocean Drive's possible reconfigurations but also proposed changes to the east -west side streets, such as converting them into alternating one-way couplets; and WHEREAS, to forecast future travel patterns, the study uses SERPM, that reflects both resident and visitor behaviors, a subarea model is built with refined detail for the project zone and further calibration is achieved through origin -destination matrix estimation (ODME) techniques to align model forecasts with observed traffic data; and WHEREAS, traffic volumes for 2029 are interpolated from the regional model's 2015 and 2045 datasets, then adjusted to reflect the area's unique characteristics, such as tourism intensity, parking availability, and non -motorized transportation trends, these future volumes serve as the basis for evaluating how each design option performs under projected conditions; and WHEREAS, performance is assessed using industry -standard tools and methodologies from the Highway Capacity Manual, the evaluation measures include delay, level of service (LOS), and queue lengths for all modes, vehicles, bicycles and pedestrians, the study also examines how signal timing adjustments and other mitigation strategies might improve performance under each scenario, a separate active transportation analysis evaluates pedestrian and bicycle level of service; and WHEREAS, each alternative was assessed using the FDOT Level of Traffic Stress (LTS) methodology for pedestrians and bicycles as a planning tool to determine anticipated user comfort, accessibility, and safety, the primary goal of this evaluation is to identify the strengths and limitations of each alternative through the lens of multimodal level of service and traffic stress tolerance for non -motorized users, the LTS scale typically ranges from 1 to to 4, LTS 1 — Low Stress: Suitable for all ages and abilities, these are typically quiet residential streets or fully protected bike lanes with physical separation from traffic and low vehicle speeds (under 25 mph), LTS 2 — Moderate Stress, acceptable for most adults. May include buffered bike lanes on low - speed collectors or minor arterials, but still offers some protection or comfort for less experienced cyclists, LTS 3 — High Stress, tolerable mainly to experienced cyclists, often includes unprotected bike lanes on busier roads with higher speeds (30-35 mph) and moderate traffic volumes, LTS 4 — Highest Stress, comfortable only for the most confident and skilled cyclists. Includes high-speed, high -volume roads with little to no bicycle accommodations, such as shared lanes or shoulders adjacent to fast-moving traffic; and WHEREAS, in summary, the preliminary findings of the traffic study reflect the following for each of the ADCD Vison plan options; WHEREAS, ADCD Option 1, Two -Way Travel, this option faces limitations in meandering potential due to constrained right-of-way and restrictions on park encroachment and can only accommodate an 8-foot walking path, augmented by flexible space, however, it offers operational feasibility to convert east -west streets into one-way couplets thereby allowing for dedicated bike lanes, this option also provides the best overall vehicle distribution, produces less congestion on Collins and Washington Avenues, better accommodates emergency vehicles and provides the best service vehicle access with low impact on Ocean Court and alleys, conversely, this option has the highest number of conflict points, no reduction in crash potential, reflects the poorest LTS rating and limits improvements due to space constraints; and WHEREAS, ADCD Option 2, One-way Travel, similar to option 1, this option faces limitations in meandering potential due to constrained right-of-way and restrictions on park encroachment, but provides an 11-foot walking zone, expandable to 19 feet with amenity areas, likewise, this option offers operational feasibility to convert east -west streets into one-way couplets, thereby allowing for dedicated bike lanes, this option also maintains manageable volumes of traffic capacity providing moderate adaptation without overburdening adjacent corridors, slightly improves emergency vehicle travel times with minimal disruption, offers meaningful upgrades in the form of buffered bike lanes and better sidewalks, reaching LTS 1-2, further, the one-way configuration reduces conflict points by approximately 12 percent, when compared to two-way, offering moderate safety gains. Service vehicles retain 70-80 percent of delivery access through targeted curb adjustments; and WHEREAS, ADCD Option 3, Full Pedestrian ization offers the most generous pedestrian and cafe seating capacity, the proposed 20-foot sidewalks and a 23-foot central cafe zone, is unburdened by vehicular requirements, allowing for dynamic spatial compositions that better support a civic plaza environment, with this option, as depicted, it is infeasible to convert east- west streets into one-way couplets due to DTPW's rejection of Ocean Court as a through -corridor and providing turnaround facilities extending into Lummus Park is impractical, this option limits broader network modifications and relies on traffic redistribution to Collins Avenue and other parallel corridors, while all configurations provide a second eastern sidewalk of 15 feet, from a spatial and functional perspective, this option alone offers unencumbered public realm flexibility across the full corridor width, this configuration results in the degradation of the traffic capacity and congestion Level -of -Service (LOS), resulting in 50 percent longer queues, service vehicles and delivery access suffer reduced delivery viability with high congestion on Ocean Court, resulting in major mitigation needs, however, this configuration provides an ideal LTS 1 with the highest walkability, reduces conflict points by 77 percent and provides the best overall safety outcome; and WHEREAS, the ADCD Vision Plan included roadway configuration options that would require encroachment into Lummus Park, Article 7 of the Miami -Dade County Home Rule Charter (MDCHRC) prohibits the introduction of permanent structures, defined contextually to include roadways, within designated parkland without approval via countywide referendum, Options 1 and 2, as presented in the ADCD Vision Plan, would require varying degrees of vehicular encroachment into Lummus Park (17 feet and 5 feet, respectively), thereby triggering the Charter's referendum requirement and introducing legal and proceduaral risk; and WHEREAS, the Florida Green Book imposes clear zone and setback requirements for fixed elements near travel lanes which apply in curbless conditions as it is being proposed, these constraints affect the placement of amenities, lighting, and trees. The Study evaluated lighting locations that would comply with turtle nesting regulations which limit lighting placement and direction of illumination, the Study emphasizes that such limitations must be reconciled during detailed design to avoid undermining CPTED principles and pedestrian safety; and WHEREAS, in addition to the legal and regulatory requirements, the Study also evaluated each option against a number of qualitative considerations, including, Public Safety, Crowd Management and Discouraging Unruly Behavior, Parking Valet Operator Maneuverability, Stacking Needs, and Operational Viability, Ride -Share Passenger Pick -Up and Drop -Off (Visitors and Hotel Guests), Business Deliveries: Supplies, Equipment, Stock, and Servicing, Commercial Food Deliveries: Outbound and Inbound Restaurant Orders, Hotel Food Deliveries, Restaurant and Retail Revenue Dependencies on Visibility and Foot Traffic, Alignment with several of the City's adopted Policies, Architectural Heritage & Visual Integrity, Public Programming and Events, Event Logistics and Programming Flexibility, Shade and Trees/Palms, and, Signage; and WHEREAS, the Study evaluated each of the ADCD Vision Plan typical street sections for Ocean Drive, in that evaluation, with the goal of complying with the constraints of the MDCHRC, all vehicular encroachments into Lummus Park were identified, the typical sections were then modified to shift all travel lanes into the Ocean Drive right-of-way to avoid all vehicular encroachments in Lummus Park, thereby eliminating the need to go to County -wide referendum, this is applicable only to Option 1 (2-way vehicular travel) and Option 2 (1-way vehicular travel); because Option 3 did not provide any vehicular travel lanes. As such, there was no need for it to be modified, as there was no conflict with the County Charter. Following the adjustments made to avoid conflicts with the MDCHRC, all sections were evaluated to ensure that they could provide adequate areas for walking, cafe seating, and locations for infrastructure (lighting, signage, etc.) and additional modifications were made to meet desired levels of service while ensuring that safety clearance widths were incorporated, as required by the Florida Green Book; and WHEREAS, lastly, a final modification was made to refine all street sections to incorporate dedicated, bi-directional bike lanes separated from vehicular use areas (Option1 and Option 2) or the widened pedestrian sidewalk (Option 3) by a landscape buffer. This was done to (a) ensure that the City's goals for providing intermodal transportation infrastructure were met, (b) to meet requests received from stakeholders to keep the bi-directional bike lanes, (c) provide the safest infrastructure for cyclists where conflicts with vehicles and pedestrians are minimized, and (d) utilize the landscape buffer to provide additional roadway lighting in a manner that conforms to FWC turtle -friendly lighting standards (where fixtures shine light away from the shoreline) where needed; and WHEREAS, the typical sections provided take into account the most prevalent width of the right-of-way at 55-feet (north of 14th Place the existing, available ROW width is 50-feet; between 5th and 6th Streets the existing, available ROW width is 70-feet), where the existing, available ROW width differs from the typical 55-feet, spatial adjustment will be made to ensure equity for all businesses; and WHEREAS, all typical roadway sections provided in the report identify areas dedicated to cafe seating, sidewalk pedestrian areas, vehicular use areas (where provided), and amenity areas. The amenity areas are flexible areas that could house landscape planting, placemaking elements (site furnishing, signage, etc.) or infrastructure (site lighting, utility boxes, etc.), w Where placemaking or infrastructure components are provided, those areas will most likely be hardscape areas that can serve to provide added walking surfaces for pedestrians; and WHEREAS, the Study presents a structured evaluation matrix, which scores each option across weighted quantitative and qualitative criteria. Ultimately, the Study emphasizes that there is no perfect solution without trade-off, the selection of a preferred option must be guided by a comprehensive understanding of these trade-offs, tempered by policy priorities, community input, and an informed vision for the corridor's future identity; and WHEREAS, option 1, Two -Way Vehicular Traffic, proposes two-way vehicular traffic and performs the weakest across most of the evaluation criteria. There are spatial constraints, it offers the least pedestrian friendly experience, and there is a high legal risk under the MDCHRC. In order to avoid a substantial encroachment into Lummus Park, thereby triggering a full referendum process with considerable uncertainty, the this typical section reduced the areas dedicated for pedestrian movement to the most constrained of widths (when compared to the other two options) in order to shift the vehicular use areas out of the park. The spatial implications of retaining two- way traffic are also the most detrimental to the pedestrian environment. The configuration results in narrower sidewalks, constrained cafe zones, and limited flexibility for spatial variation or placemaking. It reintroduces a driving culture counter to the goals of the Vision Plan and creates the least equitable public realm for users and businesses alike. This typical section also includes a dedicated bi-directional bike lane separated from the travel lanes by a landscape buffer; and WHEREAS, reintroducing two-way vehicular travel along Ocean Drive would require substantial changes to existing roadway infrastructure, including revised pavement markings, regulatory and warning signage, and operational adjustments along intersecting side streets, the conversion would likely trigger network -wide traffic redistribution, necessitating signal retiming and potential lane reallocation at major junctions such as Collins Avenue at 15th Street and Washington Avenue at 5th Street, the latter is already subject to heavy operational stress and limited residual capacity, presenting a critical constraint under increased demand. The east -west realignment of cross streets (9th through 14th Streets) would require reconfiguration of intersection control, markings, and signage to accommodate altered turning movements and flow patterns, notably, the two-way configuration would result in the removal of the existing protected bicycle facility along Ocean Drive, in the absence of dedicated or separated space for cyclists, users would be forced to share lanes with general traffic or divert to alternate corridors, significantly diminishing comfort and safety for non -motorized users; and WHEREAS, during special events and festivals requiring street closures, manned access points or temporary, removable bollards can be provided to ensure that local traffic only is allowed past the control points; and WHEREAS, option 2, One Way South Vehicular Traffic, this option, proposing one-way southbound vehicular traffic, is the highest ranked configuration for implementation and reflects a strategic compromise that retains essential vehicular functionality while enabling significant public realm enhancement, the ADCD Street section proposes that the vehicular use area encroach into Lummus Park, triggering the need for a county -wide referendum and offers a high legal risk under the MDCHRC. This typical street section is modified to avoid this conflict, Option 2 balances design ambition with operational feasibility. It shifts vehicular travel to a single southbound lane, thereby freeing up substantial right-of-way for expanded pedestrian circulation and cafe seating, this configuration includes a protected bike lane, separated from the travel lanes by a landscape buffer, and widened sidewalks while maintaining essential service access and network connectivity, crucially, this version of the Option 2 configuration avoids encroachment into Lummus Park, thereby omitting the need for a countywide referendum; and WHEREAS, maintaining the existing one-way southbound configuration along Ocean Drive would preserve the current vehicular circulation patterns, and therefore, overall network traffic conditions are expected to remain largely unchanged/consistent. However, in order to meet the objectives of the ADCD Vision Plan, implementation of the one-way couplets would still be necessary at the east -west connecting streets —specifically 9th through 14th Streets —where changes in directional flow necessitate restriping and updated pavement markings and signage. It should be noted that this change is shared by Option 1 and 2 as considered in the ADCD Vision Plan, a signal retiming would be needed along Ocean Drive for the signalized intersections to account for the adjustment of the signal operation program, pedestrian and bicycle traffic is expected to operate similarly to the current conditions, the current conditions include high - emphasis crosswalks and protected bi-directional bicycle paths, making it attractive and safe for active transportation users; and WHEREAS, from a spatial standpoint, option 2 achieves a clear hierarchy of use: pedestrian first, cafe and park interface second, and vehicular traffic access third, this makes it especially effective at achieving the City's goals of activating the public realm and reinforcing Ocean Drive as a high-performance urban promenade, option 2 also offers the best balance when viewed through the lens of regulatory navigation and permitting. It is also more likely to receive agency buy -in from DTPW and FDOT, both of which emphasize network efficiency and multimodal balance, manned access points or temporary, removable bollards can be provided to ensure that only local traffic is allowed past the control points, when events or festivals are held on Ocean Drive/Lummus Park which require a street closure; and WHEREAS, option 3, Full Pedestrian ization, this option proposes full pedestrianization and is the second -ranked option, offering the most transformative civic impact but introduces operational complexity and significant traffic redistribution challenges, it delivers the most compelling urban design outcome, transforming Ocean Drive into a continuous public plaza with unencumbered pedestrian movement, flexible programming space, and full visual and physical integration with Lummus Park, however, if Ocean Drive were to be redesigned according to Option 3 (full pedestrianization), it would trigger a number of significant traffic and regulatory implications, as it introduces major operational complexities, this typical section includes a dedicated bi-directional bike lane separated from the widened pedestrian sidewalk by a landscape buffer, this is provided to avoid potential conflicts between cyclists and pedestrians; and WHEREAS, the ADCD Vision Plan's original configuration for full pedestrianization hinged on the use of Ocean Court as a thoroughfare vehicular corridor, DTPW has been explicit on their concerns regarding Ocean Court's ability to function as a thoroughfare vehicular corridor, deeming Ocean Court as unviable due to its narrow width and operational limitation, and they have indicated informally that any reliance of Ocean Court as such would not secure a permit approval. The rejection by DTPW of Ocean Court as a substitute vehicular corridor complicates this configuration's viability; and WHEREAS, to address these issues, east -west streets will need to be configured as two- way streets in order to provide for vehicular circulation between Collins Avenue and Ocean Drive, this will require 7th and 8th Streets to be reverted to 2-way traffic, thereby eliminating the existing dedicated bike lanes, because the east -west streets will result in dead-end streets, turn -around cul-de-sacs will be required due to the expected high volumes of commercial, delivery, tourism, and hotel drop-off vehicle, as a result, the cul-de-sacs will need to comply with minimum standards for turning radii for large vehicles which cannot be provided within the existing right-of-way widths of the east -west streets and will encroach into the park, thereby triggering Article 7 of the MDCHRC requirements for a countywide referendum, specifically on 10th and 14th Streets, the cul-de-sacs will need to be offset from the centerline of the roadway in order to overcome the spatial constraints that are imposed by the presence of the Art Deco Welcome Center and the restroom building, respectively, this will make their footprint and associated encroachment into the park larger, relative to the other cul-de-sacs, at 14th Place, a similar cul-de-sac will need to be provided to allow for a turn -around at the intersection, since the segment of Ocean Drive between 14th Place and 15th Street will need to remain as a 2-way roadway, because of its dimension, this cul-de-sac will also encroach into the park; and WHEREAS, because there will be no vehicular access to building frontages along Ocean Drive, drop-off/pick-up and valet services would have to be shifted elsewhere, initially, it is expected that they will be housed on the east -west streets, and accommodation will have to be made available in the form of loading zones for valet services, delivery/loading, and rideshare, it is anticipated that these will have to be provided as separate facilities in order to maximize their operations. The impact of this is that parking on the east -west streets will need to be eliminated in order to make room for these dedicated operational areas, if, in the future, the demands prove to be too great to be accommodated in the areas available, there may be a need to shift some of the operations onto Collins Avenue, increasing the parking loss that will be experienced overall; and WHEREAS, additionally, this option would generate increased traffic volumes and queueing on Collins Avenue and Washington Avenue, adversely affecting levels of service and potentially requiring mitigation efforts such as new signal timings and curbside adjustments; and WHEREAS, Washington Avenue and 5th Street, Collins Avenue and 5th Street, Collins Avenue and 15th Street, and Collins Avenue and Espanola Way would likely require a signal retiming to account for the additional traffic volumes derived from the E-W two-way redistribution and the closure of Ocean Drive, furthermore, additional lanes may be required where ROW is available, these are key points of the network that currently hold most of the traffic circulating in the North -South direction, in addition, new signage and pavement markings would be required along 7th and 8th Streets, regular service and delivery traffic would require modifications to Ocean Court's access and function, potentially necessitating the removal of curbside parking between Ocean Drive and Collins Avenue to facilitate back -of -house operations, the anticipated increase in parking demand along Collins Avenue and Washington Avenue may exceed available supply, forcing demand westward and potentially exacerbating spillover effects. Addressing these constraints would require expanded transit service and investment in active transportation infrastructure to accommodate the modal shift away from private vehicle use; and WHEREAS, this option introduces trade-offs that led the CGA Study team to assign it a secondary rank, primarily, the lack of vehicular traffic access complicates deliveries, emergency vehicle access and transit service continuity, it also presents significant vehicular redistribution impacts on Collins Avenue and surrounding streets, some of which would need to absorb the displaced traffic; and WHEREAS, CGA has completed and issued the Ocean Drive Design Feasibility Report, this Report presents a comprehensive analysis of the proposed roadway configuration options for Ocean Drive between 5th and 15th Streets, as envisioned in the ADCD Vision Plan, the document serves as an assessment of the design objectives, technical requirements, regulatory agency coordination, compliance and operational needs and serves to provide the City Commission with the necessary insights to identify and select the preferred option for design development and implementation; and WHEREAS, as part of the Report preparation process, CGA and City staff held working sessions with representatives from FDOT and DTPW, these engagements were intended to ensure that the methodology employed for analyzing traffic impacts aligned with agency expectations and to gain insight into how each entity might evaluate the proposed configurations during formal review, the meetings served to clarify technical expectations, validate assumptions, and explore the kinds of mitigations each agency might reasonably require; and WHEREAS, On May 21, 2025, the City Commission discussed item R9 W, Presentation and Update on the Ocean Drive Corridor Improvements and Lummus Park Enhancement General Obligation Bond Project, including an Update on the Traffic Study Process, Analysis and Preliminary Findings for the Three Options Proposed in the Art Deco Cultural District Plan, Design Considerations and Impacts and Next Steps, the discussion indicated a strong inclination and support of the full pedestrian ization of Ocean Drive; and WHEREAS, East-West Side Streets, Mid -Block Turnaround & Ocean Drive Intersections Turnaround Design Concepts and recognizing the operational challenges posed by full pedestrian ization, the project team attempted to identify approaches that could reconcile the City's vision for a vibrant public realm with regulatory and functional requirements, as part of this effort, the City submitted mid -block turnaround concepts to DTPW for review and feedback, while these concepts do not comply with minimum turning radii requirements, the Consultant developed an approach which could resolve the significant challenges imposed by those requirements, these turnaround designs are intended to address critical concerns related to emergency access, service deliveries, and traffic circulation without compromising pedestrian continuity along Ocean Drive, the concepts, through a variance, strive to meet the intent of the code requirements and minimum safety standards, as well as fulfilling the logistical needs and spatial improvements desired, in addition to the mid -block turnaround concepts, the City and its consultant explored an alternative approach involving a fifty -foot diameter cul-de-sac at each street intersection along Ocean Drive, this concept, although encroaching into the pedestrian realm, seeks to provide operational flexibility for service and emergency vehicles while maintaining the integrity of a pedestrian -focused corridor; and WHEREAS, the mid -block turnaround is preferred over the Ocean Drive turnaround, as this would reinforce the continuity of the pedestrian zone along the length of Ocean Drive, instead of interruptions due to the vehicular turn arounds. Both options address restricted access, prohibiting unauthorized vehicles from entering the pedestrian area, as well as providing access by emergency vehicles when necessary, either of these modified options will require the approval of DTPW; and WHEREAS, on December 1, 2025, City staff met with representatives of MDTPW, to review the options and gauge support, DPTW will not provide any binding opinion unless a full and formal permit request is submitted for review, however, preliminary discussion indicated that the modified turn arounds could obtain a permit; and WHEREAS, should DTPW approve either of the turnaround concepts, it will avoid the requirement of a countywide referendum under Article 7 of the MDCHRC, East -west streets will be reconfigured as two-way streets in order to provide vehicular circulation between Collins Avenue and Ocean Drive, the loading zones for valet services, delivery/loading, and rideshare will be accommodated on the east -west streets, parking on the east -west streets will be reduced or eliminated in order to make room for these dedicated operational areas, new signal timings and curbside adjustments will be incorporated to address the changes to the new east -west street layout and the closure of Ocean Drive, large vehicle deliveries would need to be prohibited or arranged on Collins Avenue; and WHEREAS, permanent infrastructure in the form of traffic bollards will be provided to prevent vehicles from accessing Ocean Drive. However, they must be removable to allow for access when events or festivals are held on Ocean Drive/Lummus Park and/or automated for emergency response; and WHEREAS, option 4 — Hybrid, as an alternative to the preferred full pedestrianization, should DTPW decline approval of the turnaround concepts and the City elect not to pursue a countywide referendum under Article 7 of the MDCHRC for Option 3, the Consultants have proposed a fourth option, a hybrid, which could provide a "best of both worlds" solution; and WHEREAS, this option was evaluated and included in the analysis, in an attempt to find a way to accommodate some level of full pedestrianization throughout Ocean Drive, and in light of the support that the City Commission expressed in favor of full pedestrianization, this concept was prepared to offer a strategy that would provide a way for achieving the full pedestrianization while reducing some of the challenges and complexities posed by option 3; and WHEREAS, CGA explored the alternative configuration intended to reconcile the experiential and public realm benefits of full pedestrianization with the practical operational needs of adjacent businesses, hotels, and restaurants, this concept introduces a hybrid strategy that blends pedestrianization with selective one-way vehicular circulation, wherein alternating blocks would include one-way vehicular circulation, this option would essentially combine the benefits of options 2 and 3 into a single alternative; and WHEREAS, the intent of this approach is to mitigate several of the most significant challenges associated with full pedestrianization, most notably the triggering of Article 7 of the MDCHRC, while also creating opportunities to relocate some drop-off, service, and delivery functions to the east -west side streets, thereby reducing pressure on Ocean Drive itself, it is important to note that this will result in some parking loss on the east -west streets; and WHEREAS, option 1- which maintains two-way vehicular traffic, was found to be the least favorable, this option suffers from spatial limitations that significantly constrain pedestrian space and cafe seating, minimizes the quality of the public realm, and delivers the poorest multimodal level of service, particularly for cyclists and pedestrians, moreover, it results in the highest number of vehicular conflict points, for these reasons, the 2-way vehicular configuration of Option 1 is not recommended and; WHEREAS, option 2- which proposes converting Ocean Drive into a one-way southbound corridor, achieves the most equitable outcome, it maintains essential vehicular access in the southbound direction, includes dedicated protected bike lanes, and expands pedestrian and cafe zones without requiring park encroachment, this avoids triggering Article 7 of the MDCHRC, simplifies permitting, and sustains local service functions. It also shows moderate traffic impacts to parallel corridors and earns greater agency support from both FDOT and DTPW due to its compatibility with existing and future transportation goals; and WHEREAS, option 3 - the full pedestrian ization of Ocean Drive was conceptually the most transformative, offering the greatest potential for civic space and pedestrian comfort, however, this option introduces operational challenges, it depends on a complete redistribution of traffic to surrounding streets, particularly Collins and Washington Avenues, which would experience significant degradation in level of service and increased queueing, requiring mitigating efforts in the form of additional turn lanes, some loss of parking and additional signalization timing throughout Collins Avenue and Washington Ave, it also relies on the east -west side streets for all delivery, valet, and drop-off activity, significantly reducing on -street parking and creating potential spillover effects, all east -west streets would have to remain as 2-way streets, eliminating the opportunity to provide dedicated bicycle lanes and reverting 7th and 8th Streets back to 2-way traffic, thereby eliminating their dedicated bike lanes; and WHEREAS, most critically, the inability to use Ocean Court as a through -street and the spatial necessity for cul-de-sacs, if the alternative turnarounds concepts being currently explored are not accepted by DTPW, would trigger encroachments into Lummus Park, again invoking the need for a referendum; and WHEREAS, however, if DTPW approves either of the modified turn around concepts, the mid -block turnaround or the fifty -foot diameter turnaround on Ocean Drive, it will avoid the requirement for a countywide referendum under Article 7 of the MDCHRC, East -west streets will be reconfigured as two-way streets in order to provide vehicular circulation between Collins Avenue and Ocean Drive, the loading zones for valet services, delivery/loading, and rideshare will be accommodated on the east -west streets, parking on the east -west streets will be significantly reduced in order to make room for these dedicated operational areas, new signal timings and curbside adjustments will be incorporated to address the changes to the new east - west street layout and the closure of Ocean Drive; and WHEREAS, option 4 — should DTPW not approve either turnaround concept and the City elect not to pursue a countywide referendum under Article 7 of the MDCHRC the Hybrid option would offer the benefits of options 2 and 3 while mitigating several of the most significant challenges associated with full pedestrianization, this option proposes significant improvements to experiential and public realms while addressing the practical, operational needs of adjacent businesses, hotels, and restaurants, by providing clear and continuous pedestrian ization throughout, while allowing selective one-way vehicular circulation, this option creates a strong civic plaza while meeting the practical and functional needs of the adjacent businesses. NOW, THEREFORE, BE IT DULY RESOLVED BY THE MAYOR AND CITY COMMISSION OF THE CITY OF MIAMI BEACH, FLORIDA that the Mayor and City Commission of the City of Miami Beach, Florida, approve the recommended configuration for the Ocean Drive Corridor, for full pedestrian ization (option 3), subject to approval of proposed turnaround design concepts by Miami miami-Dade County Department of Transportation and Public Works (DTPW), and further, should DTPW not approve any of the traffic turnaround design concepts, authorize the adminstration to implement a hybrid design with one way vehicular traffic blended with pedestrianzation along Ocean Drive (option 4). PASSED and ADOPTED this -?S day of F�Qru4'^�/ 2026. ATTEST: V// MAR 0 3 2026 Rafa I E. Granado, City Clerk Steven Meiner, Mayor APPROVED AS TO FORM & LANGUAGE & FOR EXECUTION La ) 1 Zt, City Afforney ;k>R Date Resolutions - R7 U MIAMI BEACH COMMISSION MEMORANDUM TO: Honorable Mayor and Members of the City Commission FROM: Eric Carpenter, City Manager DATE: February 25, 2026 TITLE: A RESOLUTION OF THE MAYOR AND CITY COMMISSION OF THE CITY OF MIAMI BEACH, FLORIDA, APPROVING THE RECOMMENDED RECONFIGURATION OF THE OCEAN DRIVE CORRIDOR, FOR FULL PEDESTRIANIZATION (OPTION 3), SUBJECT TO APPROVAL OF PROPOSED TURNAROUND DESIGN CONCEPTS BY MIAMI-DADE COUNTY DEPARTMENT OF TRANSPORTATION AND PUBLIC WORKS (DTPW), AND FURTHER, SHOULD DTPW NOT APPROVE ANY OF THE TRAFFIC TURNAROUND DESIGN CONCEPTS, AUTHORIZE THE ADMINISTRATION TO IMPLEMENT A HYBRID DESIGN WITH ONE WAY VEHICULAR TRAFFIC BLENDED WITH PEDESTRIANIZATION ALONG OCEAN DRIVE (OPTION 4). RECOMMENDATION The Administration recommends that the Mayor and City Commission (City Commission) adopt the Resolution approving the recommended reconfiguration for the Ocean Drive corridor for full pedestrianization (Option 3), subject to the approval of modified turnaround design concepts by DTPW. Should DTPW not approve either of the turnaround designs concepts then a hybrid design with one-way vehicular traffic blended with pedestrianization along Ocean Drive (Option 4) would be implemented. BACKGROUND/HISTORY On February 23. 2022, the City Commission approved the Art Deco Cultural District (ADCD) Vision Plan, in concept, and authorized the Administration to issue RFQ No. 2022-436-ND for Architectural and Design Services for the Ocean Drive Corridor Improvements and Lummus Park Enhancement Project. The ADCD Vision Plan is a study covering properties and roadways adjacent to commercial corridors, including Washington Avenue, Collins Avenue, Ocean Drive, and Lummus Park, and includes proposed conceptual plans, recommendations for implementation, a rough order of magnitude cost estimate, and a phasing plan. On October 26, 2022, the City Commission adopted Resolution 2022-32340 authorizing the City Manager to negotiate with the top ranked proposer, Calvin, Giordano & Associates, Inc. (CGA). On June 6, 2023, the City executed the agreement with CGA, for Architectural and Engineering (A/E) Design Services (Agreement), for the Ocean Drive Corridor Improvements and Lummus Park Enhancement Project (Project), in the total amount of $2,720,049.70. The Agreement includes a feasibility study to evaluate the three (3) configuration options for Ocean Drive between 5th and 15th Street, as proposed in the ADCD Vision Plan. The configuration options include option 1, two-way vehicular traffic access on Ocean Drive, option 2, one-way vehicular traffic access on Ocean Drive and option 3, full pedestrianization of Ocean Drive. The scope of work also includes the development of a Master Plan for the Ocean Drive Corridor and Lummus Park following the selection of a configuration option for Ocean Drive, processing and acquiring a permit from DTPW for the selected configuration, obtaining Historic Preservation Board (HPB) approvals for both Ocean Drive and Lummus Park, development of the 30% design documents for Lummus Park and the 100% biddable construction documents for 941 of 1589 Ocean Drive between 5th and 15th Street, intersecting roads, and the transitional area connecting Ocean Drive with Lummus Park. Additionally, CGA is to conduct an extensive and thorough process of public outreach and feedback in order to gain consensus. CGA's Notice to Proceed was issued on June 9, 2023. Subsequently, CGA engaged in meetings with the regulatory agencies prior to commencing the data collection, traffic analysis and modeling as it was necessary to obtain concurrence from both regulatory agencies, DTPW and the Florida Department of Transportation (FDOT) on a mutually agreed -upon methodology for the traffic study. Following numerous meetings, submittals by CGA, reviews and feedback by regulatory agencies, the necessary approval of the traffic study methodology was obtained from DTPW and FDOT at the end of April 2024. ANALYSIS Traffic Study and Modeling Process The Study encompassed six (6) different steps; (1) data collection which started in July 2024, (2) generating a total of 56 traffic operation scenario models, starting in October 2024, to evaluate displaced traffic volume impacts on Collins Avenue and Washington Avenue and level -of -service evaluation models of all the impacted intersections for operational efficiencies impacted by delays, queuing, and potential congestion patterns; (3) performing evaluations of each roadway configuration option for all scenarios to determine any fatal flaws in the resultant and forecasted traffic operations; (4) exploration of the in -progress traffic study to the agencies with the goal of gaining an understanding on any critical concerns they had relative to the progress and preliminary findings of the study (the agencies do not provide a formal 'approval' at this level); (5) following the selection of a configuration option for Ocean Drive, finalize the traffic study and submit it to the agencies for determination on the viability of the selected option to be permitted and formally approved and; (6) conducting Dynamic Traffic Analysis (DTA) evaluation studies required by FDOT for the selected configuration option. The traffic study and modeling (Study) evaluated the viability of the three (3) roadway configuration options for the Project. Each option attempts to widen pedestrian sidewalks, to the greatest extent possible, on the west side of Ocean Drive by eliminating all curbside parking and shifting the edge of pavement eastward. The Study is complicated by the need to (a) forecast localized impacts to the levels -of -service on Collins Avenue and Washington Avenue as a result of the diversion of traffic under each of the options, and (b) the regional traffic impacts to the area, factoring in all other planned or in -process traffic modifications from surrounding projects. The traffic modeling exercise accounted for both existing and projected future conditions, incorporating a calibrated regional model and localized traffic counts to simulate impacts under 56 separate scenarios. The effort also involved correcting several baseline data in the FDOT- issued Southeast Regional Planning Model's (SERPM) inputs for land use, hotel room inventory, and beach frontage to ensure alignment with actual conditions, thereby improving the model's reliability. These corrections, some requiring the issuance of corrective 'patches' to the model's database by FDOT, were necessary to accurately forecast the ripple effects of reduced or removed vehicular capacity on the surrounding network. Regulatory Agencies Approval of the Study Methodology Both FDOT and DTPW were engaged to align the methodology and evaluate jurisdictional implications. When approaching the development of the methodology, each regulatory agency initially requested two (2) completely different approaches to the Study. FDOT's evaluation emphasized regional traffic continuity and system performance, particularly on Collins Avenue and 5th Street, while DTPW's focus was on neighborhood -scale circulation, emergency access, transit service, and local stakeholder impacts. The agencies operate under different mandates - FDOT with a regional, data -driven focus, and DTPW with a more operational and community -responsive lens, which has resulted in diverging thresholds for approval and varying concerns about multimodal trade-offs and service access. 942 of 1589 In addition, DTPW requested that several additional baseline scenarios be included in the analysis, which extended the traffic review and evaluation process. One such example was the requirement to create a pre-COVID 'existing conditions' baseline, which was requested by DTPW, as they did not want to deem the existing 1-way configuration as an 'existing condition' because of the ongoing dispute regarding its permit status. FDOT requested a Dynamic Traffic Assignment (DTA) study be conducted for various traffic scenarios. Both regulatory agencies eventually agreed on an approach to the Study methodology which addressed their respective needs. FDOT offered specific guidance, reiterating that its primary concerns relate to the performance of the state roadway network. Their feedback emphasized the need to understand how any proposed modifications to Ocean Drive would affect Collins Avenue, particularly at its interface with 5th Street, and the potential downstream impacts to adjacent corridors such as Washington Avenue and Alton Road. In contrast, DTPW deferred comment until the completion of a full traffic impact study, indicating that it does not offer preliminary feedback or issue informal opinions prior to formal submittal and review of a complete technical report. Each of the configurations was modeled and analyzed against a comprehensive set of spatial, regulatory, operational, and experiential criteria, using both FDOT's macro -level traffic modeling program SERPM and microscopic, behavior -based, multi -modal traffic simulation software (PTV VISSIM) to analyze and optimize traffic flow. Synopsis of Methodology The methodology outlines a comprehensive, multi -scenario traffic and mobility study to evaluate potential future configurations for Ocean Drive and surrounding corridors in Miami Beach. This evaluation centers on the three design options proposed by the ADCD Vision Plan, assessing their feasibility through field data collection, technical modeling, and performance analysis. The study begins with the definition of boundaries, from 5th to 17th Streets (north -south) and Ocean Drive to Washington Avenue (east -west) and establishes a rigorous data collection strategy. Traffic counts are gathered over multiple days and time periods (both weekday and weekend peaks) across a wide network of signalized and unsignalized intersections. This data includes vehicle volumes, turning movements, pedestrian and bicycle activity, speed classifications, and seasonal adjustments to reflect annual averages. Seven traffic scenarios are analyzed, including historical (2019), existing (2024), and future (2029) configurations. Each scenario considers not only Ocean Drive's possible reconfigurations but also proposed changes to the east -west side streets, such as converting them into alternating one- way couplets. To forecast future travel patterns, the study uses SERPM, that reflects both resident and visitor behaviors. A subarea model is built with refined detail for the project zone and further calibration is achieved through origin -destination matrix estimation (ODME) techniques to align model forecasts with observed traffic data. Traffic volumes for 2029 are interpolated from the regional model's 2015 and 2045 datasets, then adjusted to reflect the area's unique characteristics, such as tourism intensity, parking availability, and non -motorized transportation trends. These future volumes serve as the basis for evaluating how each design option performs under projected conditions. Performance is assessed using industry -standard tools and methodologies from the Highway Capacity Manual. The evaluation measures include delay, level of service (LOS), and queue lengths for all modes, vehicles, bicycles and pedestrians. The study also examines how signal timing adjustments and other mitigation strategies might improve performance under each scenario. A separate active transportation analysis evaluates pedestrian and bicycle level of service. 943 of 1589 Each alternative was assessed using the FDOT Level of Traffic Stress (LTS) methodology for pedestrians and bicycles as a planning tool to determine anticipated user comfort, accessibility, and safety. The primary goal of this evaluation is to identify the strengths and limitations of each alternative through the lens of multimodal level of service and traffic stress tolerance for non - motorized users. The LTS scale typically ranges from 1 to 4: • LTS 1 — Low Stress: Suitable for all ages and abilities. These are typically quiet residential streets or fully protected bike lanes with physical separation from traffic and low vehicle speeds (under 25 mph). • LTS 2 — Moderate Stress: Acceptable for most adults. May include buffered bike lanes on low -speed collectors or minor arterials, but still offers some protection or comfort for less experienced cyclists. • LTS 3 — High Stress: Tolerable mainly to experienced cyclists. Often includes unprotected bike lanes on busier roads with higher speeds (30-35 mph) and moderate traffic volumes. • LTS 4 — Highest Stress: Comfortable only for the most confident and skilled cyclists. Includes high-speed, high -volume roads with little to no bicycle accommodations, such as shared lanes or shoulders adjacent to fast-moving traffic. In summary, the preliminary findings of the traffic study reflect the following for each of the ADCD Vison plan options: ADCD Option 1: Two -Way Travel This option faces limitations in meandering potential due to constrained right-of-way and restrictions on park encroachment and can only accommodate an 8-foot walking path, augmented by flexible space. However, it offers operational feasibility to convert east -west streets into one- way couplets thereby allowing for dedicated bike lanes. This option also provides the best overall vehicle distribution, produces less congestion on Collins and Washington Avenues, better accommodates emergency vehicles and provides the best service vehicle access with low impact on Ocean Court and alleys. Conversely, this option has the highest number of conflict points, no reduction in crash potential, reflects the poorest LTS rating and limits improvements due to space constraints. ADCD Option 2: One-way Travel Similar to option 1, this option faces limitations in meandering potential due to constrained right- of-way and restrictions on park encroachment, but provides an 11-foot walking zone, expandable to 19 feet with amenity areas. Likewise, this option offers operational feasibility to convert east - west streets into one-way couplets, thereby allowing for dedicated bike lanes. This option also maintains manageable volumes of traffic capacity providing moderate adaptation without overburdening adjacent corridors, slightly improves emergency vehicle travel times with minimal disruption, offers meaningful upgrades in the form of buffered bike lanes and better sidewalks, reaching LTS 1-2. Further, the one-way configuration reduces conflict points by approximately 12 percent, when compared to two-way, offering moderate safety gains. Service vehicles retain 70-80 percent of delivery access through targeted curb adjustments. ADCD Option 3: Full Pedestrianization Full pedestrianization offers the most generous pedestrian and cafe seating capacity. The proposed 20-foot sidewalks and a 23-foot central cafe zone, is unburdened by vehicular requirements, allowing for dynamic spatial compositions that better support a civic plaza environment. With this option, as depicted, it is infeasible to convert east -west streets into one- way couplets due to DTPW's rejection of Ocean Court as a through -corridor and providing turnaround facilities extending into Lummus Park is impractical. This option limits broader network modifications and relies on traffic redistribution to Collins Avenue and other parallel corridors. While all configurations provide a second eastern sidewalk of 15 feet, from a spatial and functional perspective, this option alone offers unencumbered public realm flexibility across the full corridor width. This configuration results in the degradation of the traffic capacity and congestion Level -of -Service (LOS), resulting in 50 percent longer queues. Service vehicles and 944 of 1589 delivery access suffer reduced delivery viability with high congestion on Ocean Court, resulting in major mitigation needs. However, this configuration provides an ideal LTS 1 with the highest walkability, reduces conflict points by 77 percent and provides the best overall safety outcome. Legal and Regulatory Constraints Along the Ocean Drive Corridor The ADCD Vision Plan included roadway configuration options that would require encroachment into Lummus Park. Article 7 of the Miami -Dade County Home Rule Charter (MDCHRC) prohibits the introduction of permanent structures, defined contextually to include roadways, within designated parkland without approval via countywide referendum. Options 1 and 2, as presented in the ADCD Vision Plan, would require varying degrees of vehicular encroachment into Lummus Park (17 feet and 5 feet, respectively), thereby triggering the Charter's referendum requirement and introducing legal and procedural risk. The Florida Green Book imposes clear zone and setback requirements for fixed elements near travel lanes which apply in curbless conditions as it is being proposed. These constraints affect the placement of amenities, lighting, and trees. The Study evaluated lighting locations that would comply with turtle nesting regulations which limit lighting placement and direction of illumination. The Study emphasizes that such limitations must be reconciled during detailed design to avoid undermining CPTED principles and pedestrian safety. Additional Design Considerations In addition to the legal and regulatory requirements, the Study also evaluated each option against a number of qualitative considerations, including: • Public Safety, Crowd Management and Discouraging Unruly Behavior • Parking • Valet Operator Maneuverability, Stacking Needs, and Operational Viability • Ride -Share Passenger Pick -Up and Drop -Off (Visitors and Hotel Guests) • Business Deliveries: Supplies, Equipment, Stock, and Servicing • Commercial Food Deliveries: Outbound and Inbound Restaurant Orders, Hotel Food Deliveries • Restaurant and Retail Revenue Dependencies on Visibility and Foot Traffic • Alignment with several of the City's adopted Policies • Architectural Heritage & Visual Integrity • Public Programming and Events • Event Logistics and Programming Flexibility • Shade and Trees/Palms, and • Signage Arriving At A Typical Section That Can Be Adopted The Study evaluated each of the ADCD Vision Plan typical street sections for Ocean Drive. In that evaluation, with the goal of complying with the constraints of the MDCHRC, all vehicular encroachments into Lummus Park were identified. The typical sections were then modified to shift all travel lanes into the Ocean Drive right-of-way to avoid all vehicular encroachments in Lummus Park, thereby eliminating the need to go to County -wide referendum. This is applicable only to Option 1 (2-way vehicular travel) and Option 2 (1-way vehicular travel); because Option 3 did not provide any vehicular travel lanes. As such, there was no need for it to be modified, as there was no conflict with the County Charter. Following the adjustments made to avoid conflicts with the MDCHRC, all sections were evaluated to ensure that they could provide adequate areas for walking, cafe seating, and locations for infrastructure (lighting, signage, etc.) and additional modifications were made to meet desired levels of service while ensuring that safety clearance widths were incorporated, as required by the Florida Green Book. Lastly, a final modification was made to refine all street sections to incorporate dedicated, bi- directional bike lanes separated from vehicular use areas (Option1 and Option 2) or the widened pedestrian sidewalk (Option 3) by a landscape buffer. This was done to (a) ensure that the City's 945 of 1589 goals for providing intermodal transportation infrastructure were met, (b) to meet requests received from stakeholders to keep the bi-directional bike lanes, (c) provide the safest infrastructure for cyclists where conflicts with vehicles and pedestrians are minimized, and (d) utilize the landscape buffer to provide additional roadway lighting in a manner that conforms to FWC turtle -friendly lighting standards (where fixtures shine light away from the shoreline) where needed. These final sections being presented are noted as "REFINED" in the report and attached exhibits. The typical sections provided take into account the most prevalent width of the right-of-way at 55- feet (north of 14th Place the existing, available ROW width is 50-feet; between 5th and 6th Streets the existing, available ROW width is 70-feet). Where the existing, available ROW width differs from the typical 55-feet, spatial adjustment will be made to ensure equity for all businesses. All typical roadway sections provided in the report identify areas dedicated to cafe seating, sidewalk pedestrian areas, vehicular use areas (where provided), and amenity areas. The amenity areas are flexible areas that could house landscape planting, placemaking elements (site furnishing, signage, etc.) or infrastructure (site lighting, utility boxes, etc.). Where placemaking or infrastructure components are provided, those areas will most likely be hardscape areas that can serve to provide added walking surfaces for pedestrians. The Study presents a structured evaluation matrix (Attachment A), which scores each option across weighted quantitative and qualitative criteria. Ultimately, the Study emphasizes that there is no perfect solution without trade-offs. The selection of a preferred option must be guided by a comprehensive understanding of these trade-offs, tempered by policy priorities, community input, and an informed vision for the corridor's future identity. Option 1: Two-Wav Vehicular Traffic This option proposes two-way vehicular traffic (Attachment B) and performs the weakest across most of the evaluation criteria. There are spatial constraints, it offers the least pedestrian friendly experience, and there is a high legal risk under the MDCHRC. In order to avoid a substantial encroachment into Lummus Park, thereby triggering a full referendum process with considerable uncertainty, the this typical section reduced the areas dedicated for pedestrian movement to the most constrained of widths (when compared to the other two options) in order to shift the vehicular use areas out of the park. The spatial implications of retaining two-way traffic are also the most detrimental to the pedestrian environment. The configuration results in narrower sidewalks, constrained cafe zones, and limited flexibility for spatial variation or placemaking. It reintroduces a driving culture counter to the goals of the Vision Plan and creates the least equitable public realm for users and businesses alike. This typical section also includes a dedicated bi-directional bike lane separated from the travel lanes by a landscape buffer. Reintroducing two-way vehicular travel along Ocean Drive would require substantial changes to existing roadway infrastructure, including revised pavement markings, regulatory and warning signage, and operational adjustments along intersecting side streets. The conversion would likely trigger network -wide traffic redistribution, necessitating signal retiming and potential lane reallocation at major junctions such as Collins Avenue at 15th Street and Washington Avenue at 5th Street. The latter is already subject to heavy operational stress and limited residual capacity, presenting a critical constraint under increased demand. The east -west realignment of cross streets (9th through 14th Streets) would require reconfiguration of intersection control, markings, and signage to accommodate altered turning movements and flow patterns. Notably, the two-way configuration would result in the removal of the existing protected bicycle facility along Ocean Drive. In the absence of dedicated or separated space for cyclists, users would be forced to share lanes with general traffic or divert to alternate corridors, significantly diminishing comfort and safety for non -motorized users. During special events and festivals requiring street closures, manned access points or temporary, removable bollards can be provided to ensure that local traffic only is allowed past the control 946 of 1589 points. Option 2: One Way South Vehicular Traffic This option, proposing one-way southbound vehicular traffic, is the highest ranked configuration for implementation and reflects a strategic compromise that retains essential vehicular functionality while enabling significant public realm enhancement. The ADCD Street section proposes that the vehicular use area encroach into Lummus Park, triggering the need for a county -wide referendum and offers a high legal risk under the MDCHRC. This typical street section is modified to avoid this conflict. Option 2 (Attachment C) balances design ambition with operational feasibility. It shifts vehicular travel to a single southbound lane, thereby freeing up substantial right-of-way for expanded pedestrian circulation and cafe seating. This configuration includes a protected bike lane, separated from the travel lanes by a landscape buffer, and widened sidewalks while maintaining essential service access and network connectivity. Crucially, this version of the Option 2 configuration avoids encroachment into Lummus Park, thereby omitting the need for a countywide referendum. Maintaining the existing one-way southbound configuration along Ocean Drive would preserve the current vehicular circulation patterns, and therefore, overall network traffic conditions are expected to remain largely unchanged/consistent. However, in order to meet the objectives of the ADCD Vision Plan, implementation of the one-way couplets would still be necessary at the east - west connecting streets —specifically 9th through 14th Streets —where changes in directional flow necessitate restriping and updated pavement markings and signage. It should be noted that this change is shared by Option 1 and 2 as considered in the ADCD Vision Plan. A signal retiming would be needed along Ocean Drive for the signalized intersections to account for the adjustment of the signal operation program. Pedestrian and bicycle traffic is expected to operate similarly to the current conditions. The current conditions include high -emphasis crosswalks and protected bi-directional bicycle paths, making it attractive and safe for active transportation users. From a spatial standpoint, Option 2 achieves a clear hierarchy of use: pedestrian first, cafe and park interface second, and vehicular traffic access third. This makes it especially effective at achieving the City's goals of activating the public realm and reinforcing Ocean Drive as a high- performance urban promenade. Option 2 also offers the best balance when viewed through the lens of regulatory navigation and permitting. It is also more likely to receive agency buy -in from DTPW and FDOT, both of which emphasize network efficiency and multimodal balance. Manned access points or temporary, removable bollards can be provided to ensure that only local traffic is allowed past the control points, when events or festivals are held on Ocean Drive/Lummus Park which require a street closure. Option 3: Full Pedestrianization This option proposes full pedestrianization (Attachment D), and is the second -ranked option, offering the most transformative civic impact but introduces operational complexity and significant traffic redistribution challenges. It delivers the most compelling urban design outcome, transforming Ocean Drive into a continuous public plaza with unencumbered pedestrian movement, flexible programming space, and full visual and physical integration with Lummus Park. However, if Ocean Drive were to be redesigned according to Option 3 (full pedestrianization), it would trigger a number of significant traffic and regulatory implications, as it introduces major operational complexities. This typical section includes a dedicated bi-directional bike lane separated from the widened pedestrian sidewalk by a landscape buffer. This is provided to avoid potential conflicts between cyclists and pedestrians. The ADCD Vision Plan's original configuration for full pedestrianization hinged on the use of Ocean Court as a thoroughfare vehicular corridor. DTPW has been explicit on their concerns regarding Ocean Court's ability to function as a thoroughfare vehicular corridor, deeming Ocean 947 of 1589 Court as unviable due to its narrow width and operational limitation, and they have indicated informally that any reliance of Ocean Court as such would not secure a permit approval. The rejection by DTPW of Ocean Court as a substitute vehicular corridor complicates this configuration's viability. To address these issues, east -west streets will need to be configured as two-way streets in order to provide for vehicular circulation between Collins Avenue and Ocean Drive. This will require 7th and 8th Streets to be reverted to 2-way traffic, thereby eliminating the existing dedicated bike lanes. Because the east -west streets will result in dead-end streets, turn -around cul-de-sacs will be required due to the expected high volumes of commercial, delivery, tourism, and hotel drop- off vehicles. As a result, the cul-de-sacs will need to comply with minimum standards for turning radii for large vehicles which cannot be provided within the existing right-of-way widths of the east - west streets and will encroach into the park (Attachment E), thereby triggering Article 7 of the MDCHRC requirements for a countywide referendum. Specifically on 10th and 14th Streets, the cul-de-sacs will need to be offset from the centerline of the roadway in order to overcome the spatial constraints that are imposed by the presence of the Art Deco Welcome Center and the restroom building, respectively. This will make their footprint and associated encroachment into the park larger, relative to the other cul-de-sacs. At 14th Place, a similar cul-de-sac will need to be provided to allow for a turn -around at the intersection, since the segment of Ocean Drive between 14th Place and 15th Street will need to remain as a 2-way roadway. Because of its dimension, this cul-de-sac will also encroach into the park. Because there will be no vehicular access to building frontages along Ocean Drive, drop-off/pick- up and valet services would have to be shifted elsewhere. Initially, it is expected that they will be housed on the east -west streets, and accommodation will have to be made available in the form of loading zones for valet services, delivery/loading, and rideshare. It is anticipated that these will have to be provided as separate facilities in order to maximize their operations. The impact of this is that parking on the east -west streets will need to be eliminated in order to make room for these dedicated operational areas. If, in the future, the demands prove to be too great to be accommodated in the areas available, there may be a need to shift some of the operations onto Collins Avenue, increasing the parking loss that will be experienced overall. Additionally, this option would generate increased traffic volumes and queueing on Collins Avenue and Washington Avenue, adversely affecting levels of service and potentially requiring mitigation efforts such as new signal timings and curbside adjustments. Washington Avenue and 5th Street, Collins Avenue and 5th Street, Collins Avenue and 15th Street, and Collins Avenue and Espanola Way would likely require a signal retiming to account for the additional traffic volumes derived from the E-W two-way redistribution and the closure of Ocean Drive. Furthermore, additional lanes may be required where ROW is available. These are key points of the network that currently hold most of the traffic circulating in the North -South direction. In addition, new signage and pavement markings would be required along 7th and 8th Streets. Regular service and delivery traffic would require modifications to Ocean Court's access and function, potentially necessitating the removal of curbside parking between Ocean Drive and Collins Avenue to facilitate back -of -house operations. The anticipated increase in parking demand along Collins Avenue and Washington Avenue may exceed available supply, forcing demand westward and potentially exacerbating spillover effects. Addressing these constraints would require expanded transit service and investment in active transportation infrastructure to accommodate the modal shift away from private vehicle use. This option introduces trade-offs that led the CGA Study team to assign it a secondary rank. Primarily, the lack of vehicular traffic access complicates deliveries, emergency vehicle access and transit service continuity. It also presents significant vehicular redistribution impacts on Collins Avenue and surrounding streets, some of which would need to absorb the displaced traffic. Design Feasibility Report 948 of 1589 CGA has completed and issued the Ocean Drive Design Feasibility Report (Report) (Attachment F). This Report presents a comprehensive analysis of the proposed roadway configuration options for Ocean Drive between 5th and 15th Streets, as envisioned in the ADCD Vision Plan. The document serves as an assessment of the design objectives, technical requirements, regulatory agency coordination, compliance and operational needs and serves to provide the City Commission with the necessary insights to identify and select the preferred option for design development and implementation. As part of the Report preparation process, CGA and City staff held working sessions with representatives from FDOT and DTPW. These engagements were intended to ensure that the methodology employed for analyzing traffic impacts aligned with agency expectations and to gain insight into how each entity might evaluate the proposed configurations during formal review. The meetings served to clarify technical expectations, validate assumptions, and explore the kinds of mitigations each agency might reasonably require. On May 21, 2025, the City Commission discussed item R9 W, Presentation and Update on the Ocean Drive Corridor Improvements and Lummus Park Enhancement General Obligation Bond Project, Including an Update on the Traffic Study Process, Analysis and Preliminary Findings for the Three Options Proposed in the Art Deco Cultural District Plan, Design Considerations and Impacts and Next Steps. The discussion indicated a strong inclination and support of the full pedestrianization of Ocean Drive. East-West Side Streets, Mid -Block Turnaround & Ocean Drive Intersections Turnaround Design Concepts Recognizing the operational challenges posed by full pedestrian ization, the project team attempted to identify approaches that could reconcile the City's vision for a vibrant public realm with regulatory and functional requirements. As part of this effort, the City submitted mid -block turnaround concepts (Attachment G) to DTPW for review and feedback. While these concepts do not comply with minimum turning radii requirements, the Consultant developed an approach which could resolve the significant challenges imposed by those requirements. These turnaround designs are intended to address critical concerns related to emergency access, service deliveries, and traffic circulation without compromising pedestrian continuity along Ocean Drive. The concepts, through a variance, strive to meet the intent of the code requirements and minimum safety standards, as well as fulfilling the logistical needs and spatial improvements desired. In addition to the mid -block turnaround concepts, the City and its consultant explored an alternative approach involving a fifty -foot diameter cul-de-sac at each street intersection along Ocean Drive (Attachment H). This concept, although encroaching into the pedestrian realm, seeks to provide operational flexibility for service and emergency vehicles while maintaining the integrity of a pedestrian -focused corridor. The mid -block turnaround is preferred over the Ocean Drive turnaround, as this would reinforce the continuity of the pedestrian zone along the length of Ocean Drive, instead of interruptions due to the vehicular turn arounds. Both options address restricted access, prohibiting unauthorized vehicles from entering the pedestrian area, as well as providing access by emergency vehicles when necessary. Either of these modified options will require the approval of DTPW. On December 1, 2025, City staff met with representatives of MDTPW, to review the options and gauge support. DPTW will not provide any binding opinion unless a full and formal permit request is submitted for review. However, preliminary discussion indicated that the modified turn arounds could obtain a permit. 949 of 1589 Should DTPW approve either of the turnaround concepts, it will avoid the requirement of a countywide referendum under Article 7 of the MDCHRC. East -west streets will be reconfigured as two-way streets in order to provide vehicular circulation between Collins Avenue and Ocean Drive. The loading zones for valet services, delivery/loading, and rideshare will be accommodated on the east -west streets. Parking on the east -west streets will be reduced or eliminated in order to make room for these dedicated operational areas. New signal timings and curbside adjustments will be incorporated to address the changes to the new east -west street layout and the closure of Ocean Drive. Large vehicle deliveries would need to be prohibited or arranged on Collins Avenue. Permanent infrastructure in the form of traffic bollards will be provided to prevent vehicles from accessing Ocean Drive. However, they must be removable to allow for access when events or festivals are held on Ocean Drive/Lummus Park and/or automated for emergency response. Option 4 — Hybrid As an alternative to the preferred full pedestrianization, should DTPW decline approval of the turnaround concepts and the City elect not to pursue a countywide referendum under Article 7 of the MDCHRC for Option 3, the Consultants have proposed a fourth option, a hybrid, which could provide a "best of both worlds" solution. This option was evaluated and included in the analysis, in an attempt to find a way to accommodate some level of full pedestrianization throughout Ocean Drive, and in light of the support that the City Commission expressed in favor of full pedestrianization. This concept was prepared to offer a strategy that would provide a way for achieving the full pedestrianization while reducing some of the challenges and complexities posed by option 3. CGA explored the alternative configuration intended to reconcile the experiential and public realm benefits of full pedestrianization with the practical operational needs of adjacent businesses, hotels, and restaurants (Attachment 1). This concept introduces a hybrid strategy that blends pedestrianization with selective one-way vehicular circulation, wherein alternating blocks would include one-way vehicular circulation. This option would essentially combine the benefits of options 2 and 3 into a single alternative. The intent of this approach is to mitigate several of the most significant challenges associated with full pedestrianization, most notably the triggering of Article 7 of the MDCHRC, while also creating opportunities to relocate some drop-off, service, and delivery functions to the east -west side streets, thereby reducing pressure on Ocean Drive itself. It is important to note that this will result in some parking loss on the east -west streets. SUMMARY Option 1- Which maintains two-way vehicular traffic, was found to be the least favorable. This option suffers from spatial limitations that significantly constrain pedestrian space and cafe seating, minimizes the quality of the public realm, and delivers the poorest multimodal level of service, particularly for cyclists and pedestrians. Moreover, it results in the highest number of vehicular conflict points. For these reasons, the 2-way vehicular configuration of Option 1 is not recommended. Option 2- Which proposes converting Ocean Drive into a one-way southbound corridor, achieves the most equitable outcome. It maintains essential vehicular access in the southbound direction, includes dedicated protected bike lanes, and expands pedestrian and cafe zones without requiring park encroachment. This avoids triggering Article 7 of the MDCHRC, simplifies 950 of 1589 permitting, and sustains local service functions. It also shows moderate traffic impacts to parallel corridors and earns greater agency support from both FDOT and DTPW due to its compatibility with existing and future transportation goals. Option 3 - The full pedestrianization of Ocean Drive was conceptually the most transformative, offering the greatest potential for civic space and pedestrian comfort. However, this option introduces operational challenges. It depends on a complete redistribution of traffic to surrounding streets, particularly Collins and Washington Avenues, which would experience significant degradation in level of service and increased queueing, requiring mitigating efforts in the form of additional turn lanes, some loss of parking and additional signalization timing throughout Collins Avenue and Washington Ave. It also relies on the east -west side streets for all delivery, valet, and drop-off activity, significantly reducing on -street parking and creating potential spillover effects. All east -west streets would have to remain as 2-way streets, eliminating the opportunity to provide dedicated bicycle lanes and reverting 7th and 8th Streets back to 2-way traffic, thereby eliminating their dedicated bike lanes. Most critically, the inability to use Ocean Court as a through -street and the spatial necessity for cul-de-sacs, if the alternative turnarounds concepts being currently explored are not accepted by DTPW, would trigger encroachments into Lummus Park, again invoking the need for a referendum. However, if DTPW approves either of the modified turn around concepts, the mid -block turnaround or the fifty -foot diameter turnaround on Ocean Drive, it will avoid the requirement for a countywide referendum under Article 7 of the MDCHRC. East -west streets will be reconfigured as two-way streets in order to provide vehicular circulation between Collins Avenue and Ocean Drive. The loading zones for valet services, delivery/loading, and rideshare will be accommodated on the east -west streets. Parking on the east -west streets will be significantly reduced in order to make room for these dedicated operational areas. New signal timings and curbside adjustments will be incorporated to address the changes to the new east -west street layout and the closure of Ocean Drive. Option 4 — Should DTPW not approve either turnaround concept and the City elect not to pursue a countywide referendum under Article 7 of the MDCHRC the Hybrid option would offer the benefits of options 2 and 3 while mitigating several of the most significant challenges associated with full pedestrianization. This option proposes significant improvements to experiential and public realms while addressing the practical, operational needs of adjacent businesses, hotels, and restaurants. By providing clear and continuous pedestrianization throughout, while allowing selective one-way vehicular circulation, this option creates a strong civic plaza while meeting the practical and functional needs of the adjacent businesses. Timeline The timeline for the Project anticipates submittal of the Study and permits to the regulatory agencies and preparation of the 30% plans for Option 3 by August of 2026, ahead of submittal to and approval by the HPB in November 2026. This timeline could be impacted by permitting approvals or the adoption of Option 4. FISCAL IMPACT STATEMENT N/A Does this Ordinance require a Business Impact Estimate? (FOR ORDINANCES ONLY) 951 of 1589 If applicable, the Business Impact Estimate (BIE) was published on: See BIE at: https•//www miamibeachfl.clovicity-hall/city-clerk/meeting-notices/ FINANCIAL INFORMATION NIA CONCLUSION The Administration recommends that the City Commission adopt the Resolution approving the recommended reconfiguration for the Ocean Drive corridor for full pedestrianization (Option 3), subject to the approval of modified turnaround design concepts by DTPW. Should DTPW not approve either of the turnaround designs concepts then a hybrid design with one-way vehicular traffic blended with pedestrianization along Ocean Drive (Option 4) would be implemented. Applicable Area South Beach Is this a "Residents Right to Know" item, pursuant to City Code Section 2-17? Yes Is this item related to a G.O. Bond Proiect? Yes Was this Agenda Item initially requested by a lobbyist which as defined in Code Sec. 2-481, includes a principal engaged in lobbying? No If so, specify the name of lobbyist(s) and principal(s): Department Capital Improvement Projects Sponsor(s) Co-sponsors) Condensed Title NR- Accept Recommendation, Configuration for Ocean Drive Corridor Project. CIP Previous Action (For City Clerk Use Only) Not reached on 2/5/2026 - R7 S 952 of 1589 CONSIDERATIONS Avoids triggering Article 7 of the County Charter, requiring a referendum Avoids the need for turn -around cul-de-sacs Avoids pedestrian and cyclists conflict by providing separate facilities Avoids vehicular and cyclists conflicts by providing separate facilities Avoids parking loss on East-West streets to accommodate loading and drop-off Provides frontage drop-off access for hotel patrons. restaurant clientele and valet operations Avoids operational conflicts related to deliveries. loading and unloading and their dependence on East-West Streets Provides adequate Level of Service (LOS) for seating and pedestrian walking zones Meets clear width separations and safety offsets from the vehicular travel lane as stipulated in the Florida Green Book 0 0 0 0 OV 0 0 a 0 0 0 0 O Meets minimum roadway travel lane widths. O O given its configuration Avoids having to revert 7th & 8th Streets back to 2-way (eliminating the existing O 0 dedicated bike lane facilities) Avoids the dependence on Ocean Court as a O O vehicular thoroughfare Strongly prioritizes the pedestrian experience over that of the vehicle KY * 1 * Applicable to 1-way roadway segments only. not relevant tc pedestrianized frontages *2 * Some parking loss will be experienced on E-W streets to provide loading & drop-off zones for Westnanized blocks *3 * Only for frontages with a 1-way roadway blocks mat are pedestrwnized would have drop-offs at the nearest E-W Stre�' *4 * Businesses on blocks mat are pedestrianizizec ;I+ a. loading zones on the nearest E-W Street 953 of 1589 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Attachment A 0 0 0 NA NA O 0 0 0 Col 0 0 0 0 *5 • Applicable to 1 -way roadway segments only, not relevant to pedestrianized frontages *6 * Appbcable to 1-way roadway segments only not relevant to pedestnanved frontages *7 * Bike facilities continue to be provided but the travel direction will need to change requiring a re -striping of the roadway *8 * Subject to DTPW's approval of the niodd!ed inid-block turn- around or the fifty -toot diameter turnaround on Ocean Drive ADCD REFINED 2-WAY VEHICULAR TRAVEL OCEAN DRIVE I Option 01 ADCD STREET SECTION '.S PP,OPOSED iNj TEE A --CD ` .S!ON PLAN ABUTTING BUILDING FACADE CONDITIONS VA" CROACMNENT C" HICULAR ROAD"" T ALLOMEO RY UNTY CNARTER IMOUT A►►ROYAa RtttRt NOUN I Attachment B REFINED SECTION C0NS6TErgT YY!T� COL,N'Y ;.HF.f'ER & 202.5 F': GREE', STANDARDS ABUTTING WILDING .A[AOf CONDITIONS YABY COMPARISON t ADCD STREET SECTION TO REFINED STREET SECTION 1-WAY VEHICULAR TRAVEL (SOUTHBOUND) OCEAN DRIVE I Option 02 ADCD STREET SECTION ',S PROPOSED IN THE ADCD VISION PLAN ARUTTIND RUILDINO FACADE CONDITTONF VARY 1 ENCROACNYENT OF 1 VENiCULAR ROADWAY 1 INTO FARK FROFRRTT, 1 NOT ALLOWED Rf C OUNi[LMARiER 1 WITNOOf A►RROVAL 2 1 RY Al FE Rl NDURI 1 � 1 e 1 I 1 i 1 1 y, OCEAN ODivg CONgOf ".07 WROR fvRKAL Rv 1400-v r hTq o Attachment C ►�prRnr SiOfNK< SEATIiK ARF• FIANTNG G' CURRSIOF OROY.O[♦tit ♦ ie . REFINED SECTION CONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN 9001, REGJLATORY STANDARDS ARUTTIIID RU0.DIN0 FACADE CONDMONt VARY R' j" 'a. ! To Ul—1 AREA UD[a♦ .i TR1V�. ":'Ft ANT Sw MR[ Sw vWw" a++ ' i Ws i AM[S 955 of 1589 ADCD REFINED FULL PEDESTRIANIZATION OCEAN DRIVE I Option 03 ADCD STREET SECTION a; uRUP'JbFE) A 'HE ADCD V SiOry PLAN uun,MG 5.1101 G Attachment D rwe „r.cu cu, a. ..c �s ws.o.reo sou.. v . no... o. ..<.r`• REFINED SECTION G, N ,;P s z:?: CREE% 3 0�. ABVMMG BUILD -MG FACADE COMDMOMt V.RV 956 of 1589 FULL PEDESTRIANIZATION (CUL-DE-SACS) CUL-DE-SAC AT TYPICAL STREET END CUL-DE-SAC AT 10TH STREET CUL-DI 14TH P CUL -nF-sec AT 141 Attachment E THE TYPICAL CUL DE�SAC IS DESIGNED WITH A CENTRAL LAYOUT TO ►ROVIDE EOUAL SPACE IN FRONT OF EACH PRO►ERTY. ENSURING FAIR BUSINESS OPPORTUNITIES 957 of 1589 I 0-*L +� ' j ,�t•� fw14 ,Y s • '_i'' 1`[ * iB' •.Y.w..���,.t �. '.� d,.' �..oi�� i 1r ; �'� �iA��, �,7 dg'j Ol Am ift— • 211■ ACKNOWLEDGMENTS The Consultant Team would like to thank all of those who have contributed to this Design Feasibility Report. In addition we would like to recognize and thank the following individuals for their support, direction, and guidance throughout the planning process. CITY OF MIAMI BEACH City Commissioners Steven Meiner, Mayor Kristen Rosen Gonzalez. Commissioner Group 1 Laura Dominguez. Commissioner Group 2 Alex J. Fernandez, Commissioner Group 3 Tanya K. Bhan, Commissioner Group 4 David Suarez, Commissioner Group 5 Joseph Magazine, Commissioner Group 6 City Staff Eric Carpenter. City Manager David Martinez, Assistant City Manager Mark Taxis, Assistant City Manager Liaria Hernandez, Assistant City Manager ;e of Capital Improvement Projects (CIP) Project Team: d Gomez. Director Guitian, Senior Project Manager a Dixon, Project Coordinator A SAFEhutl; rOMPANV CONSULTANT TEAM Calvin, Giordano & Associates. Inc (A SAFEbuift Company) Gianno Feoli. PLA, ASLA. Landscape. Urbanism + Design Director Jenna Martinetti, PE, Director of Engineering Pablo Chon-Kan. PE PTOE, Traffic Engineer Dominic Mack, PLA. ASLA, Landscape Architect Sophia Neves, PLA, ASLA, Landscape Architect Valeriia Tolkacheva. ASLA, Landscape Designer Mitzi Napoles, ASLA, Landscape Designer Andrew Higgins, Landscape Designer Sub -Consultants: Marc Mizuta, PE, TE. PTOE - Mizuta Traffic Consulting Walter B. Musial, PE RSP - C2 Consulting Collective issued 2025.07.01 LD G) 0 0 00 LD TABLE OF CONTENTS 6 Executive Summary Commercial Food Deliveries: Outbound Restaurant Orders & Inbound Hotel Food Deliveries Basis of Design Restaurant and Retail Revenue Dependencies on Visibility and Foot Traffic Preliminary Evaluations Alignment with the City's Adapted Economic County Charter Policies Florida Green Book Alignment with the City's Multi -Modal Roadway Alignment Geometry Transportation Policies 3? Logistical Infrastructure Considerations Alignment with the City's Adopted Historic Modified Typical Ocean Drive Street Sections Preservation Policies 'it Modified Typical East West Street Sections Alignment with the City's Adopted Stormwater and Utilities Policies Considerations for Evaluations Alignment with the City's Adopted Sustainability and Jurisdictional and Geographic Authority Resiliency Policies Differences in Agency Priorities and Approach Architectural Heritage & Visual Integrity 1 Evaluation and Traffic Modeling Processes Public Programming and Events i Agency Perspectives Event Logistics and Programming Flexibility traffic Capacity and Congestion Shade and Trees/Palms Emergency Vehicle Access Signage Multimodal and Pedestrian Priorities Other Economic Considerations Traffic Safety Local Access, Deliveries and Alley Traffic Recommendations Qualitative Considerations Scorecard Public Safety, Crowd Management and Impacts Matrix Discouraging Unruly Behavior I Suggested Rankings Parking Additional Suggestions Valet Operator Maneuverability, Stacking Needs, Option 01 - 2-way Traffic and Operational Viability ;(I Option 02 - 1-way Traffic Ride -Share Passenger Pick -Up and Drop -Off Option 03 - Full Pedestrianization (Visitors and Hotel Guests) Business Deliveries: Supplies, Equipment, Stock, and Servicing 0 rn 0 Ln 00 ko PREFACE CLARIFICATION ON THE SCOPE OF WORK AND THE INTENT OF THIS REPORT The scope of work for this portion of the project is reflected in the preparation of this design report, which presents a feasibility study assessing the implementability of the Ocean Drive recommendations proposed in the ADCD Vision Plan. The consultant's role in this effort was to undertake a neutral. objective evaluation of each proposed configuration. The purpose of this study is to identify and illuminate the regulatory, spatial, operational, and procedural constraints associated with each alternative so that members of the City Commission are equipped with the findings in order to select a preferred alternative. Central to this assessment is the analysis of traffic impacts, as well as the examination of each option's consistency with applicable regulatory frameworks and functional requirements that may influence the project's viability. The methodology for this study follows a structured sequence. Coordinate with DTPW and FOOT on an acceptable methodology for the traffic study. It took 1 year to secure an approved methodology that both agencies would accept. Data Collection — This included gathering all relevant baseline information. such as up-to-date traffic count data, meetings with city departments and staff, preliminary discussions with stakeholder groups and agencies, and documentation of existing physical and operational conditions along the Ocean Drive corridor. Traffic data was collected in the summer of 2024. Feasibility Evaluation — The current task represented in this report involves synthesizing the collected data and performing preliminary traffic investigations to identify trends that may influence the selection of a preferred configuration. The findings are presented here for consideration by the City Commission. This included • Evaluating the traffic data collected, • Evaluating FDOT's SERPM Traffic Model for accuracy against existing conditions, • Creating traffic scenarios models in software for each of the configurations, which resulted in 56 models: • 7 configurations • Pre-COVID conditions.. • Existing conditions, • Future no -build conditions, • ADCD Option 01 • ADCD Option 02 • ADCD Option 03 • 1-way couplets • 8 Scenarios for each of the 7 configurations: • Weekday Daytime Peak • Weekday Daytime Off-peak • Weekday Nighttime Peak • Weekday Nighttime Off-peak • Weekend Daytime Peak • Weekend Daytime Off-peak • Weekend Nighttime Peak • Weekend Nighttime Off-peak • Calibrate each model for accuracy against observed real world' conditions of a macro - study area. (Note that typically, each model generally takes between 20 and 45 days to accurately calibrate, depending on complexity.) Commission Deliberation — The City Commission is expected to use the findings of this report as a decision -making tool to support an informed and transparent discussion. The report is intended to assist the Commission in arriving at a prioritized ranking of the design options under consideration. Following the City Commission's identification of a preferred altemative, the next steps in the process will include: Finalizing the traffic report for the selected configuration with the objective of securing permit approval for implementation. This will include the preparation of a Dynamic Traffic Assessment, as required by the Florida Department of Transportation (FDOT). Upon receipt of traffic permit approvals, the consultant will incorporate any required mitigation measures, whether on Ocean Drive or within Lummus Park, into the design documentation to be submitted to the Historic Preservation Board for review. Once Historic Preservation Board approval is secured, the consultant will proceed with developing 100% construction documents for Ocean Drive and 30% design plans for Lummus Park, enabling advancement to the subsequent phases of project delivery. S 3 -77-- ];O0000r This report presents a comprehensive feasibility analysis of proposed roadway configurations for Ocean Drive between 5th and 15th Streets, as envisioned in the Art Deco Cultural District (ADCD) Vision Plan. The document serves as a critical bridge between aspirational urban design objectives and the technical W realities of regulatory compliance. agency coordination, o and operational feasibility. The evaluation aims to equip the City Commission with the necessary insights to 66 identify a preferred alternative for implementation, while recognizing the nuanced balance required between placemaking ambitions and statutory obligations. The AND Vision Plan proposes a transformative reimagination of Ocean Drive from a traditional vehicular street into a pedestrian -oriented civic spine. Central to this vision is the blending of Ocean Drive with Lummus Park to create a unified. immersive public realm. The plan outlines three primary street configurations Option 01 (bidirectional vehicular access), Option 02 (one- way southbound vehicular access), and Option 03 EXECUTIVE SUMMARY (full pedestriariization). Each of these configurations was modeled and analyzed against a comprehensive set of spatial, regulatory, operational, and experiential criteria, using both macro -level traffic modeling (FDOT's SERPM) and micro -simulation tools (VISSIM). A foundational component of the study is the reconciliation of visionary aspirations with the constraints imposed by Article 7 of the Miami -Dade County Home Rule Charter, which prohibits the introduction of permanent structures, defined contextually to include roadways, within designated parkland without approval via countywide referendum. Options 01 and 02 would each require varying degrees of vehicular encroachment into Lummus Park (17 feet and 5 feet, respectively), thereby triggering the Charter's referendum requirement and introducing legal and procedural risk. Conversely. Option 03 maintains all vehicular infrastructure outside of park boundaries and is thus the only scenario free of Charter conflicts, when evaluated absent traffic network considerations. In additwn to Thai tci uunstraints, the Flunda Green Book imposes clear zone and setback requirements for fixed elements near travel lanes, which apply in curbless conditions as it is being proposed due to Ocean Drive's average daily traffic exceeding 1,500 vehicles. These constraints affect the placement of amenities, lighting, and trees. The study also evaluated locations for lighting that would comply with turtle nesting regulations that limit lighting placement and direction of illumination. The study emphasizes that such limitations must be reconciled during detailed design to avoid undermining CPTED principles and pedestrian safety. Each option was refined to align with legal and technical requirements, resulting in modified typical sections o From a spatial and functional perspective, Optiu I n7 03 otters the most generous pedestrian and cafe M seating capacity, with dual 20-foot sidewalks and a = 23-foot central cafe zone. Option 02 provides an 11- = foot walking zone, expandable to 19 feet with amenity areas. while Option 01 is more constrained, with only an 8-toot walking path augmented by flexible space. All configurations provide a second eastern sidewalk of 15 feet. but Option 03 alone offers unencumbered public realm flexibility across the full corridor width. Further operational analysis examined the geometric alignment of each option. Straight alignments offer simplicity and maximize frontage equity, while serpentine alignments introduce traffic calming and placemaking benefits but reduce the spatial capacity for sidewalk dining and can result in inconsistent access across properties. Options 01 and 02 both face limitations in meandering potential due to constrained right-of-way and policy restrictions on park encroachment. Option 03. unburdened by vehicular requirements. allows for dynamic spatial compositions that better support a civic plaza environment. The study also considers the implications of converting east -west streets into one-way couplets. While operationally feasible for Options 01 and 02, this o approach is infeasible for Option 03 due to DTPW's rejection of Ocean Court as a through -corridor and the Ln 00 spatial impracticality of providing turnaround facilities without extending into parkland, which again raises Charter implications. This limits the pairing of Option 03 with broader network modifications and emphasizes the importance of considering its impacts on traffic redistribution to Collins Avenue and other parallel corridors. In terms of agency coordination, both the Florida Department of Transportation (FDOT) and the Miami - Dade County Department of Transportation and Public Works (DTPW) were engaged to align the methodology and evaluate jurisdictional implications. FDOT's evaluation emphasized regional traffic continuity and system performance, particularly on Collins Avenue and 5th Street, while DTPW's focus was on neighborhood - scale circulation, emergency access, transit service, and local stakeholder impacts. The agencies operate under different mandates—FDOT with a regional, data - driven focus, and DTPW with a more operational and community -responsive lens —which has resulted in diverging thresholds for approval and varying concerns about muftimodal trade-offs and service access. The traffic modeling exercise accounted for both existing and projected future conditions, incorporating a calibrated regional model and localized traffic counts to simulate impacts under 56 separate scenarios. The effort also involved correcting SERPM's inputs for land use, hotel room inventory, and beach frontage to ensure alignment with actual conditions, thereby improving the model's reliability. These corrections were necessary to accurately forecast the ripple effects of reduced or removed vehicular capacity on the surrounding network. The report presents a structured evaluation matrix, which scores each alternative across weighted quantitative and qualitative criteria. Ultimately, the study emphasizes that there is no perfect solution without trade-offs. The selection of a preferred alternative must be guided by a comprehensive understanding of these trade-offs, tempered by policy priorities, community input, and an informed vision for the corridor's future identity. Final Recommendation The report recommends Option 02, the one-way southbound vehicular configuration, as the preferred alternative for implementation. This recommendation reflects a strategic compromise that retains essential vehicular functionality while enabling significant public realm enhancement. Option 03. full pedestrianization, is recommended as the second-best alternative. offering the most transformative civic impact but introducing operational complexity and traffic redistribution challenges. Option 01, the two-way vehicular configuration. is not recormended due to severe spatial constraints, the weakest pedestrian experience. and its high legal risk under the County Charter, Why Option 02 is Recommended? Option 02 balances design ambition with operational feasibility. It shifts vehicular travel to a single southbound lane, thereby treeing up substantial right-of-way for expanded pedestrian circulation and cafe seating. This configuration includes a protected bike lane and widened sidewalks while maintaining essential service access and network connectivity. Crucially, the modified version of the Option 02 configuration eliminates encroachment into Lummus Park. thereby omitting the need for countywide referendum. D From a spatial standpoint, Option 02 achieves a clear n hierarchy of use: pedestrian first, cafe and park interface = second, and vehicular access third. This makes it (D especially effective at achieving the City's goals of : activating the public realm and reinforcing Ocean Drive — as a high-performance urban promenade. Option 02 also offers the best balance when viewed through the lens of regulatory navigation and permitting. it is also more likely to receive agency buy -in from DTPW and FOOT, both of which emphasize network efficiency and multimodal balance. Option 03: Full Pedestrianization (Second -Ranked Alternative) Option 03 delivers the most compelling urban design outcome, transforming Ocean Drive into a continuous public plaza with unencumbered pedestrian movement, flexible programming space, and full visual and physical integration with Lummus Park. It avoids legal encroachment into parkland and simplifies compliance with Article 7, eliminating the need for a referendum, per se. However. this option introduces trade-offs that led the study team to assign it a secondary rank. Chief among them is the lack of vehicular access, which complicates deliveries, emergency response. and transit service continuity. It also presents significant redistribution impacts on Collins Avenue and surrounding un o streets. some of which would need to absorb displaced traffic. The rejection by DTPW of Ocean Court as a osubstitute vehicular corridor further complicates this configuration's viability. In order to address these issues, east -west streets will need to be configured as two-way streets. This will require 7th and 8th Streets to both be reverted to 2-way traffic. requiring the existing dedicated bike lanes to be eliminated. Because the east - west streets will result in dead-end streets, turn -around cul-de-sacs will be required due to the expected high volumes of commercial, delivery. tourism, and hotel drop-off vehicles. Because of their dimensions, the cul- de-sacs will encroach into the park. thereby triggering Article 7 requirements for a countywide referendum. Option 01: Two -Way Vehicular (Not Recommended) Option 01 performs the weakest across most all evaluation criteria. To avoid a substantial encroachment into Lummus Park, thereby triggering a full referendum process with considerable uncertainty, the modified typical section had to reduce the areas dedicated for pedestrian movement to the most constrained of widths when compared to the other two options. The spatial implications of retaining two-way traffic are also the most detrimental to the pedestrian environment. The configuration results in narrower sidewalks. constrained cafe zones, and limited flexibility for spatial variation or placemaking It reintroduces a driving culture counter to the goals of the Vision Plan and creates the least equitable public realm for users and businesses alike. The report positions itself as a technical and regulatory foundation upon which the City Commission can structure a transparent and deliberate decision -making process. Upon the Commission's selection of a preferred option, the next steps will include finalizing the traffic report for permitting, integrating mitigation strategies, and initiating the formal design and documentation process. •N • a. ti'yl _ N BASIS OF DESIGN ADCD `VISION' PLAN BASIS OF DESIGN FOR THIS PROJECT co 0 0- The Art Deco Cultural District (ADCD) Vision Plan tD offers a comprehensive and aspirational framework for reimagining the future of Miami Beach's most emblematic corridor. Ocean Drive. Developed with a collaborative, interdisciplinary approach, the plan is explicitly positioned as a visioning document. Its purpose is to articulate a forward -looking conceptual blueprint rather than to serve as a technical design or engineering document. Accordingly, it does not include the level of specificity found in a master plan. such as construction -level details. feasibility studies, or cost analyses. The plan should be understood as the foundation for future work. offering a high-level guide that will eventually be informed by additional community engagement, technical assessments, and detailed design development. At the heart of the AND Vision Plan is a desire to elevate Ocean Drive into a model of pedestrian -centered urbanism while preserving its distinctive Art Deco heritage. The plan seeks to reframe Ocean Drive not merely as a transportation corridor but as a vital civic spine that integrates seamlessly with the adjacent Lurnmus Park and serves as a central organizing element for the broader district. This vision proposes to reimagine Ocean Drive as a shared civic space that balances the needs of residents. visitors. and businesses through thoughtful placemaking, improved connectivity, D and a curated public realm. A central component of the plan involves expanding Ocean Drive to create a more n cohesive relationship with Lurnmus Park. Rather than =37 maintaining the existing physical separation between the 3 street and park, the vision proposes a blending of these CD two realms to generate a unified, park -like setting that ^� begins at the building edge and flows eastward toward the beach. In this new condition, Ocean Drive becomes o A, an z r an integral part of a continuous and immersive public speed thoroughfare reserved for occasional service and plazas at street ends, and landscape continuity across 00 10 landscape. Pedestrian promenades, shaded gathering drop-off functions, with vehicular presence carefully the corridor, the plan proposes to soften the visual and spaces, curated cultural installations, and integrated managed to maintain the pedestrian character. The physical transition between built form and open space. planting areas would work together to dissolve the corridor's vision emphasizes human -scale experiences, In this way, the Ocean Drive experience becomes more D traditional boundaries between sidewalk, street, and with lush landscaping, resilient infrastructure, and than a linear movement route: it evolves into a sequence park flexible gathering areas that encourage strolling, of immersive civic moments. n dining, art installations, and cultural activation. This =r The proposed reconfiguration includes a substantial transformation would also enhance the visibility, 3 reallocation of the right-of-way, prioritizing wide accessibility, and usability of Lummus Park by drawing pedestrian promenades along the building edge and the perception of the park's presence westward into the significantly limiting vehicular access. The envisioned public realm of Ocean Drive so the experiences of both condition positions Ocean Drive as a low -capacity, low- are Unified. Through mid -block access points, urban o 4!M REBALANCE HOTEL, EXPAND THE PROTECT THE CHARACTER HOSPITALITY PHYSICAL INDUSTRY AND 3 LANDSCAPE BY AND HISTORY2 RESIDENTIAL CREATING A GREAT ACTIVITIES PARK AND PUBLIC • :;�W two n�•, 4 per, •. Ems.u"", 1•"! r-c• SPACES - M�i'�fegOArlbnlADt:•JM;r•...,., v 0 O co CREATE COMPREHENSIVE NOW TRANSIT AND MOBILITY PLAN ,. l ENHANCETHE 5 CHARACTER, QUALITY, AND VALUE OF THE STREET ACTIVITY DURING TIMES OFDAY/ NIGHT MANAGE 6 DENSITY AND WELCOMING OF ALL PEOPLE D zy 3 ADCD PROPOSED STREET SECTION OPTIONS OPTION 01 0 00 W OPTION v rppoppp q — j ll lll�tl� 7T*TTT-7 TTTTITI, lmmmmw.j OPTIO' r 0u 0 3 (D PRELIMINARY EVALUATIONS PRELIMINARY EVALUATIONS EVALUATE THE ADCD VISION SECTIONS AGAINST REGULATORY CONSTRAINTS As discussed in preceding chapters, the AND Vision Plan should be understood as a conceptual framework, a vision, rather than a fully vetted implementation plan. Prior to advancing any of the proposed roadway configurations for further consideration, each must first w be assessed against applicable regulatory constraints °, to determine whether the concepts presented are v feasible within the context of existing legal and technical tD requirements. Two principal policy constraints were found, including limitations stated within the County's Charter and 'clear width' requirements from the Florida Green Book. To that end, the typical roadway sections illustrated in the Vision Plan will require modification in order to produce constructible alternatives that conform to regulatory standards. This process ensures that any comparative evaluation is conducted on an equal footing, with the understanding that the modified options represent technically viable configurations. Once these discrepancies are reconciled, a meaningful comparative analysis can proceed, not only in terms of spatial and physical implications, but also in relation to a broader set of evaluative criteria. including: • the level of effort and investment required to secure approvals from relevant regulatory agencies, particularly the Miami -Dade County Department of Transportation and Public Works (DTPW) and the Florida Department of Transportation (FOOT). • the logistical and operational considerations necessary to ensure functional implementation of each alternative; • the degree of financial commitment the City is prepared to allocate toward design and construction: • the preferences and priorities of the community, City staff, and elected leadership; • the operational performance of each configuration, including its impact on safety for pedestrians and cyclists. • the ability to maintain essential business and service access for corridor stakeholders: • the flexibility of each option to accommodate cultural programming and special events; • the anticipated economic implications for local businesses and the broader district; • the quality of the public realm and pedestrian environment each option supports: and • the alignment of each alternative with long-term City policy goals related to mobility, environmental resilience, and historic preservation. n By grounding the analysis in constructibility and 3 regulatory compliance. this study ensures that all CD recommendations are rooted in practical feasibility while remaining responsive to the multifaceted goals of the — Ocean Drive corridor transformation. OCEAN DRIVE I Typical Section EXISTING STREET SECTION BASED ON SURVEYED CONDITIONS ABUTTING BUILDING lD v O N Ib W SIDEWALK C.G CURBSIDE TRAVEL LANE SEP TWO-WAY C.G SIDEWALK PAR, Wi STREET PALMS PARKING A BIKE LANES VALET SERVICES v Ln 0 I.- Ln Do ILD E-W CONNECTIONS I Typical One Way Couplet EXISTING STREET SECTION BASED ON SURVEYED CONDITIONS ABUTTING BUILDING ABUTTING BUILDING IN so' Raw FACADE CONDITIONS VAFACADE CONDITIONS VARY SIDEWA:K C.G CURBSIDE TRAVEL TRAVEL CURBSIDE C.G SIDEWALK PARKING LANE LANE PAWING D v 3 COUNTY CHARTER Article 7 of the Miami -Dade County Home Rule Charter establishes policies that protect the use and character of designated parkland, with a focus on preserving open space and ensuring continued public access. Among its key provisions. Article 7 imposes restrictions on the types of improvements that may be introduced within parks, including a prohibition on the installation of "permanent structures" absent a County -wide referendum. While the Charter does not provide an explicit definition of the term "permanent structure," its application is interpreted in context, primarily as a safeguard against the introduction of institutional, commercial, or infrastructure improvements that are not directly tied to park -related purposes. Given its function as a vehicular corridor and component of the regional transportation network, a public roadway, such as Ocean Drive, would reasonably be considered a permanent structure. While the street provides adjacent access to Lummus Park. it is not part of the park's essential recreational function or operational rn management. As such, any expansion or relocation ° of vehicular infrastructure into designated park space would conflict with the Charter's clear policy directive 00 that "parks shall be used for public park purposes only ' The Charter further stipulates that if any improvements deemed to constitute a permanent structure are proposed within park boundaries, they may only proceed if approved by a majority vote of County voters through referendum. The AND Vision Plan introduces a concept that, in some options, proposes shifting the vehicular roadway eastward into Lummus Park in order to widen the pedestrian sidewalk zone along the building frontage on the west side of Ocean Drive. While this may enhance the pedestrian realm and improve business frontage conditions, it would require extending the vehicular use area into land legally designated as parkland, thereby triggering the Charter's referendum requirement. This shift, if pursued without modification, would place the City of Miami Beach in the position of needing to gain approval through a County -wide vote. Such a referendum entails both procedural and strategic challenges. Beyond the legal steps necessary to place the measure on the ballot, the City would be responsible for communicating to a broad and diverse electorate, many of whom may have no direct familiarity with Ocean Drive. the rationale for the proposed improvements and how they align with broader public interests. This requires not only a clear and transparent explanation of the physical changes being proposed, but also a compelling narrative on how the project benefits public access, enhances the park experience, and preserves the intent of the Charter. While securing voter approval is achievable, it is a complex and resource -intensive process that carries considerable risk. In light of these constraints, this study examined all three typical roadway sections proposed in the ADCD Vision Plan and explored modifications aimed at avoiding any encroachment of vehicular infrastructure into Lummus Park. The objective was to maintain consistency with the intent of Article 7 while still advancing the core transportation and public realm goals of the project. Under this framework, the study presents technically feasible alternatives for both: • Option 01: a bidirectional (two-way) vehicular configuration, and • Option 02 a one-way southbound vehicular configuration. Option 03, which proposes full pedestrianization of Ocean Drive, does not introduce any vehicular infrastructure within park boundaries and therefore presents no conflict with the Charter. Rather, by removing vehicular access entirely, this option enhances the park's continuity and walkability, aligning more directly with the Charter's vision for parks to serve public recreational and pedestrian -oriented purposes By addressing these legal and policy dimensions in parallel with design intent, the study provides a framework for informed decision -making that balances visionary urban desgn with the practical constraints of regulatory compliance and community -wide governance. For the purposes of this study. any portion of the proposed improvements that constitute vehicular use areas, specifically including travel lanes, curbs, gutters, and other roadway -related infrastructure that supports vehicular circulation or drainage. are considered to be in potential conflict with the provisions of the Miami - Dade County Charter. These elements are understood to function primarily as transportation infrastructure and are not integral to the recreational use or operation of the park. Conversely, bicycle facilities are being interpreted = within this study as compatible with park purposes. tv While they contribute to transportation and mobility, they ? also serve as recreational infrastructure and promote 3 active use of the public realm. Accordingly, they are not CD categorized as roadway infrastructure for the purposes of evaluating consistency with the Charter's intent. OCEAN DRIVE I Option 01 ADCD STREET SECTION AS PROPOSED IN THE ADCD VISION PLAN ABUTTING BUILDING FACADE CONDITIONS VARY ---------- ENCROACHMENT OF VEHICULAR ROADWAY INTO PARK ►ROPERTY; I NOT ALLOWED BY � SIDEWALK SEATING AREA PLANTING GT CUR051DE SHARPOW SHARROW GT SIDEWALK ►ARK DROP-OFF .A%t LANE Option 01 promotes the encroachment of the bidirectional vehicular use area and as supporting infrastructure of 17 feet. D r--f ri [7 3 CD r+ v ov 0 Ln 00 OCEAN DRIVE I (Dpition 01 ADCD STREET SECTION AS PROPOSED IN THE ADCD VISION PLAN 4 �. ,f r 7t ? D 7 'r--@--F E / •� 0 3 (D I The intent of these graphics is to illustrate the spatial organization and functional relationships associated with each proposed configuration. Detailed design elements —including paving treatments, furnishing selections. planting strategies, lighting concepts. and the integration of Ocean Dave with the future design of LUIII171US Park ---will be developed dunng subsequent phases of the project, following the selection of a preferred roadway configuration O H1 F-� Ln 00 LD OCEAN DRIVE I Option 02 ADCD STREET SECTION AS PROPOSED IN THE ADCD VISION PLAN ABUTTING BUILDING FACADE CONDITIONS VARY ADCD OPTION 01 Text 8"wk ENCROACHMENT OF VEHICULAR ROADWAY INTO PARK PROPERTY; ' NOT ALLOWED BY COUNTY CHARTER 2 WITHOUT APPROVAL BY REFERENDUM ' J W IL L ' I 1 `l tl 4 Z ' 10, 22' •' 12. B' 10' � r W L O d SIDEWALK SEATING AREA PLANTING GT CURBSIDE TRAVEL DROP-OFF LANE Text 10, 12, is, BIKE GT SIDEWALK PARK LANES Option 02 promotes the encroachment of the bidirectional vehicular use area and its supporting infrastructure of 5 feet. I 0 3 (D N W 00 0 0 un 00 OCEAN DRIVE I C.Dpjtion 02 ADCD STREET SECTION .AS PROPOSED IN THE ADCD VISION PLAN [lie intent of these graphics is to illustrate the spatial organization and functional relationships associated with each proposed configuration Detailed design elements —including paving treatments. furnishing selections, planting strategies. lighting concepts. and the integration of Ocean Drive with the future design of LUmmuS Park —will be developed during subsequent phases of the project, following the selection of a preferred roadway configuration D n 3 CD FLORIDA GREEN BOOK A second policy constraint identified in this study relates to the Florida Department of Transportation's Manual of Uniform Minimum Standards for Design. Construction and Maintenance for Streets and Highways —commonly referred to as the Florida Green Book. Specifically, the Green Book outlines requirements for the placement of fixed elements relative to the travel lane. guided by the concept of a -clear zone." The clear zone is defined as an unobstructed. traversable area adjacent to the edge of the traveled way, intended to provide space for the recovery of errant vehicles. Clear zone widths are established based on variables such as average annual daily traffic (AADT), design speed, and roadside slope conditions. Traffic count data collected in Summer 2024 show that Ocean Drive. in its current configuration, experiences vehicular volumes ranging from 1,254 to 2,352 vehicles per day, with the variation reflecting off-peak and peak seasonal conditions. Given Ocean Drive's function as a premier tourist corridor, seasonal fluctuation is 00 significant. Using a peak season conversion factor of ° 1.07. the resulting AADT is estimated to fall between ' 1.342 and 2.519 vehicles per day. with an average of 0 1,931. This places Ocean Drive within the Green Book's classification for facilities with AADT volumes exceeding 1,500, triggering clear zone requirements even under flush or curbless street conditions like those envisioned in the AND Vision Plan. According to the Green Book, for roadways with posted speeds of 40 mph or less (Ocean Drive is signed at 25 mph). fixed objects should be set back a minimum of 14 feet from the edge of the travel lane. This requirement applies to elements such as trees. light poles, utility equipment. and fixed furnishings. However, the Green Book also provides flexibility under certain urban conditions. FDOT classifies Collins Avenue as a 'C6 Urban Core' facility: based on its physical and functional context, Ocean Drive is reasonably assumed to fall within either the 'Urban Core' or 'Urban Center' classification. Under this designation. fixed objects that are above- ground, non -breakaway, and exceed 4 inches in diameter may be permitted within the 14-foot clear zone if they are placed at least 1.5 feet (18 inches) behind a raised curb. Alternatively, in flush, curbless conditions, small- scale objects such as bollards are permissible if they do not exceed 4 inches in diameter and are designed to be crashworthy or yieldable. This unfortunately means that the bollards only serve a function as a visual register between the travel lane and the pedestrian use areas. Precedent projects in Florida have addressed this requirement with creative solutions. For example, on Clematis Street in West Palm Beach, a curbless roadway was implemented with trees and integrated seating elements separated from the vehicular zone by a built-in raised curb. This design approach met the clear zone requirements while preserving a cohesive pedestrian environment. However, while feasible. such strategies introduce additional design and engineering considerations. Integrating raised curbs to delineate objects within a curbless context can affect surface drainage patterns, introduce potential tripping hazards, and disrupt the desired continuity of the shared public realm if not carefully resolved through detailing. Ultimately, any advancement of a flush street section on Ocean Drive must reconcile these safety and clearance standards during detailed design. The policy constraints posed by the Green Book do not preclude creative design, but they do establish a technical framework within which safety, function, and aesthetic quality must be balanced. Table a - 1 SSkYnnlrn Wkkh of Clear Zone pnQ' (CurWO and flush Shoulder Roadways) Design Speed MDT 11SM AADT a 1SS0 Travel Lanes S andah.» Rang � La." laws, Rar"a TrawM lain A uan. ..Raays Aux Lanes and sraa Lane Rave 1 en. M .u.r /V SHOD 1V NI 1V a/a Ra"" /V aNa Sdalrt 1V 564 ID 1V: ll tV-Yla Rather ' 40 1a It, 111 1& 11 ILY 45 - 50 Al 24 14 14 .. 14 '4 56 22 2E 1e 16 e0 10 10' SN 20 2e le e5 ro 10 10' N Tile 4 - 2 La"ORasl (hW) lksan QwMd Urban Curbed MeadowsNn faa 0104 In DesignSAed S tS leiplitI Road."s D"n Speed S as I NI Otlw Gad 1 5 R = f ace d 4 It hoer Face of C,� Zarr V'I01 fib, Curb" C./b" kD 00 N 0 F_ U1 00 W OCEAN DRIVE I Option 01 ADCD STREET SECTION •'\S PROPOSED y. A L� _f OCEAN DRIVE I Option 02 ADCD STREET SECTION AS PROPOSED ADDITIONAL SITE ENGINEERING CONSIDERATIONS In addition to the regulatory considerations related to the Miami -Dade County Charter and the Florida Green Book, there are several site -specific engineering factors that merit attention when evaluating the proposed typical sections. While these considerations may not have been essential during the conceptual or visionary phase of the plan, they will become critically important during the detailed design and engineering phase required to advance the project toward construction. Ensuring that these technical elements are integrated early in the evaluation process will help avoid downstream complications and support a more efficient and constructible outcome Specific considerations 1. Detectable warning surfaces to delineate the transifion between pedestrian and vehicular zones. 2. A minimum 4-foot buffer separating the travel lane from the bicycle facility to enhance rider safety. 3. A minimum 16-foot clear width within the vehicular zone to ensure emergency access, which may be achieved through a combination of a 12-foot travel lane and adjacent gutter or buffer space. OCEAN DRIVE I Option 03 WW General considerations ADCD STREET SECTION AS PROPOSEDAn important overarching consideration is the provision and placement of lighting. Illumination levels along Ocean n�Drive are critical to public safety due to the corridor' - high volume of nighttime activity. dense pedestrian t presence, and vibrant hospitality uses that extend well ? into evening hours. Adequate lighting not only supports 3 visibility for pedestrians, cyclists, and motorists, but CD also serves as a key deterrent against criminal activity, 74 enhancing the sense of security for both residents — � and visitors. In particular, the Miami Beach Police 8 Department has emphasized the importance of sufficient lighting to meet CPTED (Crime Prevention Through Environmental Design) standards, which are essentia' in managing crowd behavior, improving response time and reducing the likelihood of incidents in high -traffic public areas. Without proper illumination, the corridor's active nighttime environment becomes more vulnerable to safety risks, undermining both personal security and the overall public realm experience. While lighting placement typically responds to standard clearance and offset requirements during the design process, this corridor presents a unique constraint due to coastal lighting regulations enforced by the Florida Fish and Wildlife Conservation Commission for sea turtle nesting. In compliance with these requirements, all lighting must be oriented to cast illumination away from the shoreline. This restriction significantly limits the placement of light fixtures along the east side of the corridor. As a result. expansive areas —such as continuous bicycle lanes or travel lanes located along the 00 w eastern edge —present notable challenges in achieving ° sufficient lighting levels This has direct implications 'L'-n for public safety, particularly with respect to CPTED 00 principles, as identified by the Police Department Ensuring adequate visibility in these areas will require careful coordination during the design phase to balance ecological protection with the City's safety and security objectives. D 0 7' 3 CD M As discussed throughout this study, several regulatory constraints, most notably those arising from the Miami -Dade County Charter and Florida Green Book requirements, necessitate modifications to the typical sections presented in the AND Vision Plan. One of the key consequences of these adjustments is a reduction in the available width allocated for pedestrian activity and outdoor cafe seating. Within this revised framework, the determination of acceptable minimum thresholds for these uses should be guided by the City's and property owners' shared interest in maximizing utilization while preserving safety. comfort, and operational viability. PEUESTHIAN ZONE WIDTHS AND FUNCTIONAL ;S [ANDAFIDS A useful point of reference for determining appropriate sidewalk widths can be found in the Lincoln Road Master Plan. which establishes a 15-foot pedestrian walking zone as a standard for high -performing, pedestrian - priority environments. Applied in the context of Ocean 001. Drive. this 15-foot width provides a high level of service o, by enabling continuous bi-directional pedestrian flow, accommodating a range of user behaviors, including Ln 00 pausing, group movement, and informal social interactions, and promoting a more comfortable, adaptable public realm experience. At this width, pedestrian flow benefits from a degree of spatial redundancy. offering resilience during events, temporary obstructions. or maintenance activities without degrading overall circulation. Flow studies such as those cited in the Highway Capacity Manual suggest that a 15-foot clear path can support two -directional pedestrian movement of 375 to 460 persons per minute, or approximately 20,000 to 27,000 persons per hour under ideal conditions. Real -world performance, however, will depend on factors such as adjacent uses, temporary obstructions. and localized crowd behavior. Among the modified roadway configurations. Option 03 most readily meets this benchmark. Its full pedestrianization allows for two continuous 20-foot sidewalks, one along the building edge and one along the park side, with a 23-foot-wide central cafe seating zone in between. This creates a highly walkable, plaza -like corridor that comfortably exceeds the recommended 15- loot minimum, both in width and in overall experience. In contrast, the modified versions of Options 01 and 02 introduce necessary constraints due to their accommodation of vehicular use areas. Under the revised Option 01. the dedicated pedestrian walking zone is 8 feet wide but is augmented by a flexible 'amenity zone,' which brings the usable width up to 16 feet in certain areas. Although 8 feet is a common minimum in urban conditions, it offers limited flexibility. This configuration can support moderate pedestrian flows, estimated at 200 to 240 persons per minute under typical conditions, but is more sensitive to encroachments from furniture, planting, or poles. To offset this limitation, Option 01 includes a second, fully dedicated 15-foot sidewalk on the eastern side of the corridor, significantly increasing overall pedestrian capacity. The modified Option 02 provides an improved pedestrian condition along the west sidewalk, with an 11-foot continuous pedestrian walking path and intermittent expansions into the amenity zone for a total usable width of 19 feet. This design strikes an effective balance between operational needs and comfort. offering adequate space for bi-directional movement. incidental activities, and crowd flexibility. The pedestrian carrying capacity at 11 feet, approximately 275 to 330 persons per minute, aligns well with the seasonal tourism intensity of Ocean Drive. Furthermore, by shifting the cafe seating zone toward the property line and increasing separation from the vehicular zone. Option 02 also strengthens safety outcomes and improves spatial efficiency. It desired, a re -allocation of 5 feet from the cafe seating area to the pedestrian zone could further enhance performance, achieving the 15-foot target width consistent with Lincoln Road's precedent. Like Option 01, this configuration also includes a 15-foot- wide eastern sidewalk, reinforcing overall pedestrian throughput. CAFE SEATING WIDTHS AND I'LExIBILITY The Lincoln Road Master Plan also identifies 15 feet as a practical standard for cafe seating areas, based on studies of various seating arrangements and usage patterns. This width has proven to support a range of operational needs, from small tables to more structured dining layouts, while still allowing for circulation and flexibility. Across all modified AND options, the cafe seating zones meet or exceed this benchmark: D • Option 01 provides a 15-foot cafe zone, meeting the standard. n • Option 02 offers a 20-foot-wide cafe area, auuwiny for more varied configurations or enhanced capacity. N • Option 03 allocates 23 feet to the central cJff, = area, maximizing flexibility and comfort in a h,.. — pedestrianized setting. kD 00 Ln 0 00 kD In summary, the necessary modifications to the AND Vision Plan sections in response to regulatory and engineering standards have led to reductions in usable sidewalk and seating dimensions under certain configurations. However, through strategic allocation of flexible zones and attention to high -performing precedents such as Lincoln Road, the revised sections continue to offer sufficient pedestrian and dining capacity Each option presents distinct trade-offs between spatial efficiency, safety, and flexibility. but all remain capable of supporting the corridor's placemaking and economic objectives. Image Source Lincoln Road Master Plan LAYOUT M1. wrii ;fir 0V, . V 1Alit I'-, ou ANi I I � kt 1.N ,!— "WA t W �.. .................. .................... � �#:)D allM a0l1l aE:JD a(:)D LAYOUT M2 a . W W t, ,l.D, ■.t, ,r ■ !, ,! „„ !, 1 ® LAYOUT M 4- i WO O t h� � sj ) t 1,N I J I i W a ROADWAY ALIGNMENT GEOMETRY: STRAIGHT VERSUS SERPENTINE The alignment geometry of Ocean Drive is a deceptively simple but profoundly important design consideration. The physical geometry of the roadway directly influences traffic behavior, pedestrian safety, view corridors, public realm character, placemaking opportunities. and ultimately the overall experiential identity of the corridor. The issue of straight versus serpentine alignment must therefore be evaluated not only as a geometric question but as a multi -dimensional urban design and operational decision that shapes how people experience, navigate. and interact with Ocean Drive's unique cultural and historic environment. The historic geometry of Ocean Drive, as originally platted, was essentially straight, reflecting conventional block structures and parcelization that framed the linear park relationship between the hotel frontages and Lummus Park. This straight alignment historically supported a simple street hierarchy with narrow vehicular lanes, minimal traffic volumes, and an intimate pedestrian -scaled relationship between F buildings and public spaces. Over time, however, the °, evolving pressures of modern traffic volumes. curbside v competition, and pedestrian congestion have introduced 3 conflicts that challenge the functionality and safety of a purely straight alignment. These realities may have been the reason for prompting consideration of serpentine or organic alignment alternatives as a traffic -calming and placemaking tool within the reimagined corridor. It is important to note that the implementation of a serpentine alignment for Options 01 and 02 will require the roadway to encroach into the park's property in order to provide the ample sidewalks and expanded seating that are envisioned. Option Evaluations ADCD Option 01: Two -Way Travel In this context, a serpentine, meandering alignment for Option 01 would present challenges. Because of the 2-way roadway width and the safety minimum clearance requirements associated with a curbless configuration, the ability for the roadway to meander would be constrained by the County's charter on the east, forcing any meandering quality of the road to reduce sidewalk areas fronting restaurants and severely limiting their access to outdoor seating areas. This would create disparity among the fronting properties. since all won't be given the same access to equal amounts of outdoor seating frontages. The straight alignment under Option 01 maximizes travel efficiency for vehicles by providing continuous sightlines, unimpeded turning movements, and predictable lane alignment for both northbound and southbound drivers. For hotel valets and service vehicles. the straight geometry simplifies navigation and minimizes operational complexity. However, the straight alignment also presents drawbacks in the context of modern urban design and safety objectives. Continuous linear geometry combined with two-way travel may invite higher vehicle speeds. Without inherent physical design elements that visually and physically narrow the travel path, drivers may experience a perceived right-of-way dominance that undermines the intended pedestrian priority of the public realm. Additionally, the straight geometry reduces opportunities to introduce spatial variability that can break up visual monotony. From a placemaking perspective. the straight alignment of Option 01 may limit the richness and texture that more organic designs can provide. While sidewalks are widened, the travel lanes would remain a dominant EXISTING CONDITIONS C •' 1-4 �. >:r.—r � ,100 NO 77T N tD 00 0 Ln 00 kD visual feature, preserving the corridor's long-standing vehicular -centric character rather than advancing the City's broader vision of experiential, pedestrian -first design for Ocean Drive. AND Option 02: One -Way Southbound Travel Option 02 introduces greater flexibility to accommodate a serpentine or organic alignment with its reduction of a travel lane. The serpentine geometry could serve as a deliberate traffic calming strategy, introducing gentle horizontal deflections that slow vehicular speeds and foster a safer, more comfortable pedestrian environment, This design shifts the psychological dominance of the vehicle by narrowing sightlines, discouraging aggressive driving behavior. and signaling that automobiles are guests in a pedestrian -oriented public realm. Operationally, the one-way southbound configuration makes serpentine geometry more feasible mthout introducing excessive driver confusion or ehicular conflicts. The reduced vehicular complexity ,flows design flexibility to embed landscape features, public art, seating nodes, and stormwater management elements within the subtle curves of the roadway rlgnment. These design insertions break up the linear monotony and can reinforce the district's character as an activated. experience -rich destination. Similar to Option 01, the meandering quality of the roadway alignment could similarly reduce frontage areas otherwise available for outdoor cafe seating and amenities, thus introducing the potential for a very fragmented experience throughout the corridor. ADCD Option 03 — Fully Pedestrianized Corridor In this scenario, the absence of general vehicular traffic removes the geometric constraints of travel lanes altogether, allowing the corridor to be reimagined as a fully organic pedestrian plaza. The alignment of walkways, plaza spaces, cafe seating, landscape features, art installations, and event spaces can be dynamically configured to maximize both visual variety and programmatic flexibility. With the full right-of-way available. a gently undulating or meandering walking path can be created to reflect the natural rhythm of pedestrian flow rather than the rigid constraints of vehicular geometry. Such designs allow the public realm to respond organically to natural features, historic buildings, shade trees, seating clusters, and cultural installations, producing a layered, textured experience that encourages exploration, social interaction, and informal gathering. Operationally, the absence of vehicular alignment requirements simplifies surface drainage design. improves ADA accessibility, and allows modular plaza areas to be configured for special events, markets, performances, or seasonal programming. These dynamic placemaking attributes support the district's economic vitality, visitor appeal, and destination brand as a globally recognized pedestrian - first beachfront district D n 3 CD ADC0 OPTION 01 WITH EXISTING E,W STREET CONDITIONS AOCD OPTION 02 WITH EXISTING E-W STREET CONDITIONS A - cm an C= C= rg� Lf I ADCO OPTION 03 WITH EXISTING E-W STREET CONDITIONS ®r, Mp%M*ftw-wm" 050 100 200 LOGISTICAL INFRASTRUCTURE CONSIDERATIONS A fundamental consideration in evaluating the physical feasibility of any proposed improvements to Ocean Drive is the available right-of-way width along the corridor While the right-of-way maintains a typical width of 5` feet throughout much of its length, this dimension is no-i consistent in all locations. At the southern end, south of 6th Street, the corridor widens to 70 feet, whereas at the northern end, north of 14th Place. it narrows to 50 feet. These deviations are not significant enough to preclude the implementation of the project, but they do require localized narrowing of certain program elements within the sidewalk's functional zones. A more complex challenge arises along the eastern edge of Ocean Drive, where it abuts LUmmus Park. This interface is spatially constrained by the presence of significant built and historic features, including the Art Deco Welcome Center and its elevated plaza, the historic clock monument, and two public restroom facilities located at the termini of 6th and 14th Streets. These fixed ko elements effectively "anchor" the park edge and limit how 3 far any new roadway improvements can extend eastward ° without triggering a voter referendum under the Miami- Dade County Charter. In this context, geometric decisions Zo regarding how to align the corridor improvements must be sensitive to these immovable constraints. One design strategy, borrowed from the original ADCD Vision Plan, proposes varying the alignmentofthe roadway centerline to redistribute space at critical pinch points. This approach is already partially evident today, where the travel lane narrows from 13.5 feet to 10 feet in front of the Art Deco Welcome Center, with the sidewalk shifting westward to preserve pedestrian space in that location. However, when applied to the proposed typical sections for Options 01 and 02, which both seek to minimize the footprint of vehicular infrastructure in favor of pedestrian -priority space, flexibility becomes constrained. Option 01's bidirectional roadway and Option 02's southbound travel lane coupled with separated bike facilities place a higher demand on the limited right-of-way, leaving little room to accommodate all program elements without compromise. Analysis of the meandering (or serpentine) alignment proposed in the ADCD Vision Plan, when combined with the policy constraints of the County Charter, suggests that a straight alignment may be more appropriate. A consistent centerline would promote an equitable distribution of public frontage and ensure that no individual property is disproportionately disadvantaged .0 •� in terms of access, pedestrian visibility, or cafe sealing potential. Nevertheless, even a straight alignment would require some localized westward shift of the roadway centerline near the Art Deco Welcome Center to preserve adequate pedestrian conditions at this important civic node. Without such a shift, Option 01 would see its sidewalk width along the park frontage reduced by more than half, impairing pedestrian connectivity and spatial continuity. Similarly, Option 02 D would need to abandon its separated bike lanes in favor N of shared -lane markings, diminishing its consistency n with the City's and County's long-term mobility goals. 3 In both scenarios, a westward shift of the roadway � centerline would necessitate the narrowing of the amenity zone', a space intended for landscaping, lighting. and street furnishings, in order to preserve the 6.1 F, f tD 0 Ln 00 W wwoar. ME" kin oaAN RISC IX waaovt AM AS � STORAG& ANIAS O I. t AW - &111011i(' widths of the cafe seating and pedestrian zones on the west side of the corridor. This trade-off is essential to prevent pedestrian congestion in areas where the eastern sidewalk cannot be relied upon to absorb peak volumes. A more integrated and holistic solution lies in embracing the spatial relationship between Ocean Drive and Lummus Park. By expanding the pedestrian experience eastward into the park, creating a seamless transition between the corridor and adjacent open space, it is possible to relieve pressure on the constrained right-of- way while also enhancing the public realm. For Option 02, this could include shifting the bicycle lanes into the park, thereby preserving continuity and level of service while alleviating pressure on the constrained right-of-way. To do so effectively, the current disorganized configuration of park operational uses adjacent to the Art Deco Welcome Center would need to be restructured. From the centerline of 9th Street extending northward approximately 700 feet (midway between 10th and 11th Streets) there is a concentration of loosely arranged, back -of -house functions including staff and police parking, dumpsters, park and Ocean Rescue storage, concessionaire operations. equipment staging, and workout facilities. These uses are minimally screened. if at all, and occur in direct proximity to a major pedestrian circulation route, amplifying their visual impact and undermining the overall park experience. This is further exacerbated by the consistent conflicts between truck and equipment access haphazardly navigating the area. which frequently is in conflict with pedestrian use and increases the exposure to liability on the City. The current solution has been to staff the areas of spatial and programming conflict with police or city staff to direct pedestrian and vehicular movement. but this does not represent a sustainable, long-term solution. Addressing this clustering of operational uses presents an opportunity to unify the park's spatial and experiential qualities with those of Ocean Drive. By relocating or reconfiguring these functions to more discreet locations, without compromising their utility, the park's eCge can be reclaimed for a linear plaza or promenade that supports the City's placemaking goals. This would allow the Ocean Drive corridor to maintain a consistent D level of service while reinforcing a more coherent, elevated experience for park users. Ultimately, solving o the spatial and geometric challenges along this portion =r of the corridor presents a dual opportunity: to support N the functional requirements of the Ocean Drive redesign :3 while simultaneously restoring the civic quality of one of = Miami Beach's most iconic open spaces. OCEAN DRIVE 0 m 0 m 0 . m . m . . . . . 0 . m MODIFIED TYPICAL STREET SECTIONS Attachment I 993 of 1589 l lllrii'tifiiJUP� Of AUGO J I hLr I 6i:G 10, TO MODIFIED STREET SECTI('�, �D lD A O F-+ is Ib w OCEAN DRIVE I Jptlon 0' ADCD STREET SOCTM AS ✓Rd.;iWJSEC IN I tit A:7+—L7 VISION PAN AA"ma wAallo rAuo• COOM"D • VA" I lac AoAcNAI•NT Or 1 mKUTA• ROADWAYI INTO .AAA PAO�•AfT: NOT 4,0wRO AT 1 f OUNTT CMA•T!• 1 WST"Oy! AINOVAI •. nITlp NOUM t 1 S!a 1 I 1 1 1 I 1 sHJlWY[ 1tw'MN. YT.A r•-. M� fs ryHyq lyYslw IMYVM ..1 .ii•n• • Yvj. !Y! !•M �wM! OCEAN DRIVE 1 .iQn O1 MODIFIED ADCD SECTION ; cTE'= d IG13 i'_ Cv�'EC�� Etrw:_1 kEG�_: tndti S?nhGAru', AAUTTM 20*04 4 fTAI1M14 ARw ."Y •w.• .vi i . . .• �. r.a . .. 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OCEAN DRIVE I )ration 01 Lighting Strategy MODIFIED ADCD SECTION I:ONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING LD ID 00 O F-+ Ln 00 ID SEA'iNG AREA SIDEWALK AMENITY GT $HARROW SHARROW GT SIDEWALK ZONE LANE LANE E OCEAN DRIVE I Option 01 Lighting Strategy for Curbside Drop -Off Parking MODIFIED ADCD SECTION CONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING LD ID LD O Ln 00 LD SEATING AREA SIDEWALK GT CURBSIDE SHARROW SHARROW GT SIDEWALK PARK DROP-OFF LANE LANE D 0 3 CD ADCO OPTION 01 WITH EXISTING E-W STREET CONDITIONS ilk Ln 00 kD AOCD OPTION 01 MODIFIED ALIGNMENT WITH EXISTING E-W STREET CONDITIONS -Nat I BMW& od r I a 050 400 2W , 13 of Attachment I N O 1001 of 1589 f 141 . ``s N O O fV O U) 00 lD OCEAN DRIVE I ptlon 02 ADCD STREET SECTION ti'RI)i!J [[, IN 1►It 1+ x G VIS101J {'11�M AM111NG •JIIGING IACAD! CONOITW"S VYr 1 lNclwAcwrNr or 1 VaNKV/AA lOADwA. 1 IMrO MN ►WIl Atv. ' NO/ AtlOwlO Ar I OV N7r CMi11t1■ 1 Nllrgyl A��IIAYAI �t A!!k Ul NDVM I 1 1 I 1 1 1 1 V'+'> LrJ L�J HAt h�A♦+A r. �h� Yf. VN1Jf �M+F, !••• • • .•r• ' Cr.:w N• ♦hf .Mtn OCEAN DRIVE I Option 02 MOOIFlEDAMD SECTION ph;I�'ENT VWTM CCN1N'r CHAOZTV� 6 A11 i'. GREEN 0000. Awrimm w¢01MG rACAM CONOM0/1a VM" 1 z ar 11• r r u s +o• r I u _ L•J L rJ T��fl ..... t11•N4 M"4 tbt MA_. Will t,t Tlr.. MMt JNI ^ '4- .p I 68ST 10 SOOT PROPERTY LINE N H O 14-FT M1NTMLIM CLEAR WIDTH' OFFSET ' rFOR CURBLESS CONDITIONS) `- 1 I S FT MINIMUM (.I EAR WIDTHOFFSET ,FOR CURBED CONDITIONS) 1 5-FT MINIMUM CLEAR WIDTH OFFSET ;FOR CURBED CONDITIONS) Ar 14 FI WMIMIUY CLEAR WIDTH' OFFSET FOR CURELESS CONDITIONS) s A O ° m m m D D Z ov n Mv _ FV n m Z U O O . V) C1'I m O m N Z n O Z n D --i m X RO N Q N W -n r (;T1 N m m Z co O A X m G) C D O to D Z D 0 V) 1 juawgoelld 68ST 10 t7OOT C 0 C, 02 z a PROPERTY LINE I 14 FT MINIM LtI'A f: :E A Q WIDTIl T MIN,%4�7IIA f AP W, D 7 F S F T FOR -G' '-RSFf) CON' ON PROPER" LINE 14 FT, M,UIMWM %AEAk DlCo"Sil - Gk. C.kELLSS — — *.U' 3 0 0 rn m rn > Z < M 0 0 z In 0 z 0 Ln :3 Ln C:) Z N) 0 c CL z (D r) M 90 tV rn z a) 0 0 m C) c 0 V) z I luawqoellv r. O Ul C0 OCEAN DRIVE I Option 02 MODIFIED ADCD SECTION CONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS o1 s v n 3 CID The intent of these graphics is to illustrate the spatial organization and functional relationships associated with each proposed configuration. Detailed design elements —including paving treatments, furnishing selections. planting strategies, lighting concepts, and the integration of Ocean Drive with the future design of Lummus Park —will be developed during subsequent phases of the project, following the selection of a preferred roadway configuration 48 OCEAN DRIVE )ration 02 Lighting Strategy MODIFIED ADCD SECTION ::ONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING FACADE CONDITIONS VARY �11 O LZI 00 LD L SEATING AREA W z W o I 1t' •' 2' 12' 2' 10' 2' tS' SIDEWALK AMENITY GT TRAVEL GT SP BIKE GT SIDEWALK PARK ZONE LANE LANES ME i n zy 3 rw OCEAN DRIVE I Option 02 Lighting Strategy for Curbside Drop -Off Parking MODIFIED ADCD SECTION-ONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING FACADE CONDITIONS VARY O N UT 00 ID _' 20' j 11' 2�$' J 0 SEATING AREA SIDEWALK GT CJRBSIDE DROP-OFF 12' 2' 10, 2' Is, ti TRAVEL GT SP BIKE GT SIDEWALK LANE LANES PART D n zT 3 AOCD, OPTION 02 WITH EXISTING E-W STREET CONDITIONS vo Oro ADCD OPTION 02 MODIFIED ALIGNMENT WITH EXISTING E-W STREET CONDITIONS i > C) A w %l1w. - 050 100 200 3 (D Attachment I 1009 of 1589 OCEAN DRIVE I Option 03 ADCD STREET SECTION AS PROPOSED IN THE ADCD VISION PLAN ABUTTING BUILDING N O F-' O O un 00 W SIDEWALK SEATING AREA SIDEWALK I PARK EMERGENCY VEHICLES 0 0 N 0 yn 00 W OCEAN DRIVE I Option 03 MODIFIED ADCD SECTION `1 :0 The intent of these graphics is to illustrate the spatial organization and functional relationships associated with each proposed configuration Detailed design elements —including paving treatmentsfurnishing selections, planting strategies, lighting concepts. and the integration of Ocean Drive with the future design of Lummus Park —will be developed during subsequent phases of the project following the selection of a preferred roadway configuration 541 Attachment I -544 , 'I 1012 of 1589 EAST -WEST STREETS ..................... MODIFIED TYPICAL STREET SECTIONS 1-WAY COUPLETS F-+ O N 0 Ln 00 E-W CONNECTIONS I ypical One Way Couplet ADCD STREET SECTION ' "RORr tSl 1) IN It if AU(,U VSION P[AN . .11,y Wu 0i NO "UTTINo MWLD"M .ACA! CONOIi.O..s VARY 54' ROW PACAM CO"DMOM VARY .... ,.•w Nrw E-W CONNECTIONS Typical One Way Couplet MODIFIED ADCD SECTION >'ENT VW1H C 7ttv'r CHAIM12 & WU3 Ft. GREEN BOOK RFGuLATORv STAMDA,'J AAU""00 �tKD11W AWITINO �UKOWG FACAOA CONDMONs VARY .ACAD� CONpI;ONs YARY so' Row r O r Ir O r Ln 00 LD E-W CONNECTIONS I Typical One Way Couplet MODIFIED ADCD SECTION :_ ONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING ABUTTING BUILDING FACADE CONDITIONS VARY 54' ROWFACADE CONDITIONS VARY 0EwcLk CMG BIKE SEP TRAVEL CURBS" C-GSIDEWALK LANE LANE PARKING From a circulation standpoint. the recommendation to convert the east -west streets between 9th and 14th Streets into one-way couplets is operationally sound Both Option 01, with its bidirectional traffic flow, and Option 02, with its one-way southbound configuration, support effective network connectivity without relying on Ocean Court to serve through -movement or vehicular continuity. 0 N rn 0 00 ADCD OPTION 01 MODIFIED ALIGNMENT WITH 1-WAY COUPLETS 11111111111 Q MtIR'. � C�N� wtw t�4 ADCD OPTION 02 MODIFIED ALIGNMENT WITH 1 -WAY COUPLETS . mil", it } �� Yt+Mfi eF.�pr1 ii�M 0 50 100 20 From a circulation standpoint, the proposed conversion of the east -west streets between 9th and 14th Streets into one-way couplets presents significant operational challenges and is not supported as a viable strategy under current conditions. The AND Vision Plan, in this scenario, assumes that Ocean Court would serve as a through -connection for north -south vehicular movement However. this assumption introduces a numberot concerns. Mostnotably, Miami -Dade County's Department of Transportation and Public Works (DTPW) has explicitly objected to the use of Ocean Court as a substitute corridor, citing its limited width, inability to accommodate displaced traffic volumes. and the adverse impact it would have on emergency response times. The Department has indicated that such a reliance would represent a critical failure in the broader mobility network. In the absence of Ocean Court as a viable through - route, all north -south vehicular movement would be o required to shift to Collins Avenue. Consequently, the I,- east -west streets that currently terminate at Ocean Drive o would function as dead-end roadways. To support this - configuration, cul-de-sac turnaround facilities would � need to be constructed at the end of each affected street to allow for vehicle and service truck maneuvering. This requirement would necessitate the reversion of 7th, 8th. and 911h Streets from one-way to two-way operation, eliminating the existing separated bicycle lanes and undermining recent multimodal transportation investments that align with the City's intermodal policy objectives. The Vision Plan also contemplates pedestrianizing the easternmost segment of each east -west street between Ocean Court and Ocean Drive. To maintain vehicular operations west of Ocean Court, this would necessitate the introduction of turnaround geometries centered at each intersection of the alleyway with each street. This approach was previously explored during the City's Promenade pilot project and was evaluated using AutoTURN software. The simulations revealed that accommodating the required turn radii for delivery vehicles would force encroachment into pedestrian zones, resulting in unacceptable safety risks. DTPW` objected to this arrangement on those grounds. As a result.. the only location where turnaround facilities can be reasonably located is at the terminus of each street at Ocean Drive. ADCD OPTION 03 MODIFIED ALIGNMENT WITH 1-WAY COUPLETS .. C:p 050 too x, However, the geometry required for such cut -de- Further complicating this scenario is the issue of T-T sacs would extend beyond the Ocean Drive right -of- equitable access to cafe seating along the impacted way and into Lummus Park. This would constitute an street frontages. In order to maintain consistency encroachment into parkland and would trigger the and fairness for abutting businesses, the turnaround requirements of Article 7 of the Miami -Dade County geometries would have to be extended deeper into the Charter, necessitating approval by county -wide park to preserve comparable sidewalk cafe zones. This r referendum. Moreover, the resulting spatial condition would amplify the spatial and experiential impact on would fragment the continuity of the pedestrian realm Lummus ark and further erode the quality of the park's and run counter to the stated goats of the Vision Plan, frontage and pedestrian environment. - particularly those outlined under Option 03, which , emphasize seamless connectivity, walkability, and While the concept of one-way couplets may hold merit r= cohesive public realm experiences. in other contexts, its application in concert with Option O3's full pedestrianization must be reconsidered due to I* geometric, operational, and regulatory constraints that undermine both mobility objectives and the integrity of the park space 0 00 0 to 00 W A D v 3 OCEAN DRIVE CUL DE SAC VIGNETTE A OCEAN DRIVE I Option 03 CUL- DE -SAC VNP4ff MC 1--I O F. l0 0 Ln 00 LD !MI c Vf ta" Nu salty 6-150 N IMcI .N flow, Ol tafmI-as IMIolfNa so.. ""'Its OCEAN DRIVE I Option 03 CUUM-SAC VIA ISM 0 OCEAN DRIVE I Option 03 CuuM-SAC V10FAIM D 1NI CU1 at I.c F.I III. -mo !O FIOYIaI !FI --a .NOUN! UI 1FKl iM IION! 01 !MI IIIO.ItI'If n S 3 CONSIDERATIONS FOR EVALUATION 0 N 0 00 This chapter expands the feasibility study to consider a broader set of factors beyond the regulatory and spatial constraints addressed in earlier sections. Specifically, it introduces preliminary traffic trends identified during the quantitative analysis. along with other critical considerations that will inform the selection of a preferred configuration for Ocean Drive. As part of the evaluation process, the consultant team held working sessions with representatives front the Florida Department of Transportation (FDOT) and Miarni-Dade County's Department of Transportations and Public Works (DTPW). These engagements were intended to ensure that the methodology employed for analyzing traffic impacts aligned with agency expectations and to gain insight into how each entity might evaluate the proposed configurations during formal review. The meetings served to clarify technical expectations. validate assumptions, and explore the kinds of mitigations each agency might reasonably require. FDOT offered specific guidance, reiterating that its primary concerns relate to the performance of the state roadway network. Their feedback emphasized the need to understand how any proposed modifications to Ocean Drive would affect Collins Avenue, particularly at its interface with 5th Street, and the potential downstream impacts to adjacent corridors such as Washington Avenue and Alton Road. In contrast. DTPW deferred comment until the completion of a full traffic impact study, indicating that it does not offer preliminary feedback or issue informal opinions prior to formal submittal and review of a complete technical report. IN THIS CHAPTER Beyond traffic trends, this chapter also explores a range of criteria with operational, functional, and experiential implications. These considerations, while not regulatory in nature, play an essential role in shaping the quality, usability. and feasibility of each configuration. Collectively, they form an important complement to the technical analysis and help inform a more comprehensive assessment of how each option might perform once implemented. Each evaluation criterion is assessed individually, with the proposed options ranked in terms of relative desirability based at their performance against that specific issue, These rankings are then converted into a weighted scoring framework to reflect the relative importance of each category. The weighting system applied is as follows: quantitative performance measures are weighted most heavily at 2.5 times their base value, safety and economic considerations are weighted at 2.0,, operational factors are weighted at 1.25: and policy alignment and quality -of -life attributes are weighted at 1.0. The resulting scores are compiled and summarized in Chapter 4. While the aggregated totals are not intended to constitute a definitive recommendation. they provide a structured means of comparison that highlights how each option performs across a diverse range of D evaluation criteria. C7 3 rD 9 CONSIDERATIONS FOR EVALUATION NAVIGATING COMPETING PRIORITIES TOWARD A BALANCED SOLUTION The evaluation of roadway reconfiguration alternatives for Ocean Drive and the broader Art Deco Cultural District represents a highly complex and multidimensional analysis. Each design scenario must o be examined across a wide spectrum of technical, w operational, functional, and experiential criteria, 0 including vehicular circulation, multimodal access, � emergency response, service and delivery logistics. w safety, placemaking goals, economic activity, and community livability. While certain factors may appear preferable when considered in isolation, their relative priority and feasibility can shift significantly when evaluated within the full operational and spatial context of the district. The interplay between these variables often creates inherent trade-offs, where improvements in one category may introduce constraints or unintended consequences in another. As such, this study requires a careful and deliberate balancing of competing objectives, where no single factor operates in a vacuum. Only through a comprehensive, integrated evaluation of all technical and contextual parameters can a solution be identified that appropriately addresses the full spectrum of needs for the City, County, and broader regional transportation network. In order to provide structure to the assessment of these many interrelated factors, we have developed a set of evaluation criteria organized into two primary categories: • Overall description of the preliminary findings of the on -going traffic studies; and • Qualitative criteria, which consider experiential, operational, and policy -based objectives that require professional judgment and contextual interpretation. While this framework is intended to guide the comparative evaluation of the roadway configuration options, we note that a full economic impact analysis including detailed forecasting of business, property. or tourism -related effects, is beyond the scope of this traffic study. However, we have identified certain economic and operational considerations that, while not formally modeled herein. should nonetheless be recognized as relevant inputs for policymakers and decision -makers when evaluating the broader implications of each alternative. Those are provided in their own section. accordingly. D co 0 3 fD r-. 0 N A 0 00 kD .JURISDICTION AND GEOGRAPHIC Al!THORITY Florida Department of Transportation (FDOT) Within the project area. FOOT has jurisdiction over state roads like Collins Avenue (State Road A1A) and certain causeway connections. Collins Ave is a principal arterial owned and maintained by FDOT. FDOT's geographic footprint in this area is basically the major through -routes focusing on the Collins Ave segment of 5th-15th Streets. Ocean Drive itself is a city -owned local street (not a State road), however, any changes on Ocean Drive that affect intersections on Collins Avenue or traffic flows onto Collins Avenue requires FOOT involvement. These can take the form of signal timing changes, signage. connection permits. or physical modifications to the improvements within the right-of-way, generally focused on improving the efficiency of the network and emphasizing de -clogging the intersections or locations for traffic convergence FDOT's authority is thus indirect for Ocean Drive, as it is focused on ensuring state routes in the vicinity continue to operate safely and efficiently if Ocean Drives configuration changes. Miami -Dade Department of Transportation and Public Works (DTPW) The County's Department of Transportation and Public Works does not own Ocean Drive either. but it controls key parallel roads and has regulatory oversight on traffic changes applied to the road. DTPW's geographic footprint in this area also includes As transit services. impacting Metrobus routes. Additionally, the countywide traffic control system. that includes the coordination of signalization is also under DTPW's purview. Notably, Washington Avenue is a Miami -Dade County road and categorized as a major collector. Washington Ave serves as a primary north - south corridor and transit route through South Beach. so DTPW will closely monitor any changes to Ocean Drive that could shift traffic demands to Washington Ave. Importantly, under Miami -Dade County's rules, any significant alteration or closure of a public road in a municipality requires County approval. Converting the stretch of Ocean Drive between 5th and 151h Street into any of the options being considered in the ADCD Vison Plan (one-way, two-way, or full-pedestrianization) triggers a County permitting process for road configuration changes In practice, DTPW exercises permitting authority ovei street closures or reconfigurations that impact traffic circulation beyond the immediate block. As such, they have jurisdiction over the corridor. DIFFERENCES IN AGENCY PRIORITIES AND APPROACH FDOT AND DTPW OFTEN SHARE GOALS (AVOID GRIDLOCK, MAINTAIN SAFETY), BUT THEIR PRIORITIES AND APPROACHES CAN DIVERGE NETWORK VS. NEIGHBORHOOD FOCUS FDOT's purview is the state highway network; they think in terms of 'big -picture' traffic flow. Their evaluation of changes to Ocean Drive are framed by questions like o Will this cause backups on Collins Avenue (A1A) or un affect causeway traffic getting on/off the beach?" DTPW, ° by contrast. takes a neighborhood traffic management focus. They are concerned with the circulation within tD Miami Beach: are cars flooding residential streets or alleys? Is transit still effective? Will local businesses get their deliveries on time? For example, when Ocean Drive was closed for the temporary pedestrian -only 'Promenade,' FDOT's primary interest was whether Collins Avenue saw more congestion, whereas DTPW homed in on how garbage trucks and hotel vans would service the Ocean Drive properties with the street blocked. APPROACH TO TECHNICAL STANDARDS While DTPW and FDOT both evaluate roadway proposals with an emphasis on data and safety, their institutional perspectives and processes differ in important ways. Localized Traffic Analysis Data was collected to account for detailed traffic counts and turning movement data on the cross streets between Collins and Ocean. These data fed intersection capacity analyses and microsimulation models. FDOT's evaluation will focus on intersections involving State roads — including the intersections of all cross streets with Collins Avenue between 5th and 15th Streets, using intersection capacity analysis software (Synchro) to check vehicle queues, level of service, and signal timing with Ocean Dr configured in each of the scenarios. If Ocean Drive were reconfigured. FDOT would review the design for new signal phases orturn lanes at intersections to accommodate the new traffic patterns and volumes. They may require an Intersection Control Evaluation and ensure signal warrants or safety standards are met for any new movements. Data Evaluation and Modeling Tools Both agencies use technical analysis, but at different scales. DTPW is mostly relying on traffic counts and targeted simulations of a few blocks or intersections to decide if any of the roadway conversions work. FDOT, on the other hand, has integrated regional travel demand modeling (using the Southeast Florida Regional Planning Model, SERPM) with standardized traffic engineering tools to assess the proposals. FDOT's use of big- tv picture modeling ensures that even secondary effects ? (like detour traffic on distant roadways) are evaluated 3 whereas DTPW's analysis is more narrowly tailored to CD the project's surroundings and current conditions. Traffic Modeling DTPW's technical process is highly focused on operational feasibility and safety at the local level. Consistent with the agreed -upon methodology, robust data on current traffic conditions were collected. This was in the form of data relative to traffic counts, turning movement counts at intersections, pedestrian volumes, and origin -destination information. DTPW's Traffic Engineering Division will perform an evaluation of the traffic study prepared to evaluate existing roadway capacity, vehicle speeds. safety (crash history), and peak -hour congestion to establish a baseline. DTPW will examine whether the proposed change is feasible given current traffic volumes and patterns. ensuring that any reduction in lanes or changes in direction won't create unacceptable congestion on site or on nearby streets. The County requires a comprehensive traffic operations analysis as part of the Ocean Drive study. This could even require post -implementation data collection as a o condition of any consideration for approval, similar to what was required when temporary closures for the o 'Promenade' were installed to create the conditions - similar to those of a pedestrian plaza on Ocean Drive. In kOO that circurnstance, the City (with oversight from DTPW) proposed to collect traffic volurne data on adjacent streets before and after the pilot to calibrate the model and measure diversion impacts. In order to study the traffic impacts, the traffic engineering team used a micro -simulation model (VISSIM) to simulate how each of the configurations would affect nearby intersections, including vehicle delays and queuing in the peak hours. These models are calibrated with the counts and drive times to reflect real -world conditions (including South Beach's unique peaking characteristics driven by weekday/weekend variations in surges and seasonal tourism peaks). Unlike the more localized focus of the County, FDOT places heavy emphasis on regional traffic flow and network performance. The methodology has required that the study employs the large-scale travel demand model SERPM to simulate how a reconfiguration of Ocean Drive will affect travel patterns over a wide area By inputting the proposed change into a regional model, FDOT can forecast shifts in traffic volumes, focusing on whether the change will overload the parallel State corridor of Collins Avenue. This modeling has been done for both current conditions and future horizon years to ensure the feasibility is tested as projected traffic growth occurs over time. The output is used to check network -level metrics like volume -to -capacity ratios on surrounding roads and to identify any significant diversion of traffic. FDOT's guidance explicitly calls for analysis of the surrounding transportation network, not just the project street. In cases such as the AND options scenarios, the study uses the regional model alongside intersection analysis tools and simulation software (VISSIM) to capture both macro and micro - level effects. This rigorous modeling approach reflects FDOT's concern that changes to one facility can ripple through the entire network. FDOT will review the technical documentation with an eye toward system -wide performance. Their engineers will evaluate whether the proposal maintains acceptable Levels of Service on not only Collins Avenue but also on alternate State roads. They examine impacts on travel times. queuing, and overall network circulation. For example, in the case of evaluating any of the options being proposed for Ocean Drive, FDOT will assess if the surrounding grid can handle redistributed traffic without causing bottlenecks Emergency evacuation routes are a unique concern at the state level as well. FDOT will verify that any reconfiguration does not compromise its role in hurricane evacuation or emergency response. Model Calibration Given the tounst-oriented context, both agencies have emphasized using observed data to calibrate the models. Traffic volumes in South Beach can vary by time of year and time of day(day vs. late -night). The traffic engineering team collected baseline data (traffic counts, speeds) during representative peak and off-peak periods to ensure the traffic simulations or capacity calculations mirror actual congestion levels. For instance, both agencies will seek for assurances that the regional model's outputs for Collins Avenue and neighboring network roadways are adjusted to match recent counts collected on -site. before trusting projections of increased traffic from any modification to Ocean Drive's configuration. This would be preferred, rather than relying solely on modeled data. The agreed - upon methodology for analysis accounted for this and ensured that measured steps would be taken to evaluate the modeled assumptions (e.g how drivers would reroute from an Ocean Drive with reduced capacity > or with a full traffic closure) so that it would simulate fy results that would be close to reality and that emergency 0 vehicle needs were factored in 3 (D FDOT's modeling perspective is more network -level, ensuring that state roads (Collins Avenue and 5th — St causeway access) won't be overburdened, often using regional models and standard capacity analysis. In contrast, DTPW's approach is more granular and iterative, requiring localized traffic studies that include data collection and refined microsimulation to validate that local operations (alleys, intersections, service access) work acceptably under the contemplated configurations being explored. MULTIMOOAL EMPHASIS DTPW, which oversees both transportation and public works (including transit), has a muitimodal mission. The County's approach, in recognizing South Beach and Ocean Drive as a tourist district, seeks to balance car traffic with transit service. pedestrian experience, and bike infrastructure. We see this balance best exhibited in the AND Option 02 in how the configuration proposal is basically crafted to support non -car modes of transportation. exemplified by the two-way bike lane and more ample walking space for larger pedestrian o volumes, while still allowing some vehicles. FDOT's mandate historically skews toward vehicular data, 0 though in recent years FDOT District 6 has embraced context -sensitive solutions (for example, acknowledging cO the urban context of Collins). Still, if a configuration severely impacts car flow on a State road, FDOT would likely object even if it benefited pedestrians locally. A case in point. had the Ocean Drive 'Promenade' closure caused unacceptable delays on the MacAtthur Causeway ramp or along Collins Avenue. FDOT's concern for regional mobility might have outweighed the local livability benefits of the improvement. DTPW, governed by County policies and the Miami -Dade TPO's plans, often explicitly aims to improve pedestrian and bicycle conditions, but they must ensure that these improvements don't hamstring essential services (transit. emergency, deliveries, etc.). The agencies may thus differ in which modal trade-offs are acceptable. For example, removing Ocean Drive's dedicated bike lanes (as suggested in the AND Option 01 with 2-way traffic and Option 03 with full-pedestrianization) would be seen as a loss of a highly successful multi -modal infrastructure. COMMUNITY AND ECONOMIC CONCERNS DTPW is somewhat more attuned to local community input. since it deals with municipal requests regularly. As an example, during the pilot study for the 'Promenade' project, the County specifically required Miami Beach to obtain support from a minimum of 66% of the local property owners before h would consider a permanent pedestrian street, even on a temporary basis. In doing so. they explicitly tied the ability to get a permit approval to the City's ability to obtain community buy -in. This may serve to indicate DTPW's emphasis on stakeholder consensus; they may not want to impose a change that the immediate community doesn't buy into with the understanding that these, where left unvetted. could lead to further complaints from the public and potential legal challenges. FDOT's process doesn't typically require measuring local business consensus for a traffic change. We especially don't expect this from FDOT for Ocean Drive, since FDOT is not directly closing a state road to accommodate any of the configurations being contemplated for Ocean Drive. However, FDOT is very aware of economic impacts. They would consider, for instance, if closing Ocean Drive caused major delays to commercial traffic on a state route. then it would be deemed as an economic negative. PERMITTING AND REGULATORY THRESHOLDS FDOT's involvement would kick in if modifications touch state property. For example, changing lane configurations on Collins Avenue (A1A) would need an FDOT permit, and FDOT would review it purely on engineering merits (does it meet design standards, signal timing, etc.). DTPW's permit process is broader. Even though Ocean Drive is city -owned, the County requires a'Road Closure Permit' for any long-term closure, change in traffic pattern, or modifications to roadway configurations. In effect, FDOT's authorization is a technical sign -off on specific roadway design elements, whereas DTPW's authorization is a policy approval that the configuration is acceptable for the countywide transportation system. The County's thresholds for concern can be triggered even if state roads aren't affected, for example if Ocean Drive's closure overwhelmed a city street or interfered with a county bus route, DTPW would intervene. FDOT, by contrast, would intervene only if state facilities see impacts or if state funding/standards are in play. EVALUATION AND TRAFFIC MODELING PROCESSES Both agencies employ technical traffic analyses, but their modeling approaches differ in scale and focus. This difference greatly impacted the ability to arrive at a consensus across the two agencies on an acceptable traffic study methodology, particularly exacerbated by the fact that the County was engaged in a lawsuit for a full street closure on Ocean Drive between 12th Street and 14th Place. known as 'The Promenade' y the general public. This resulted in the County's position to be one informed by caution and to heavily lean in the favor of being very conservative regarding its position on the impacts of changes that Ocean Drive could cause. 0 N 00 0 Un 00 Regional Travel Demand Modeling For long-range or area -wide impacts, both FDOT and DTPW rely on the Southeast Regional Planning Model (SERPM) SERPM is an activity -based regional travel model used to simulate travel patterns in Southeast Florida. FDOT, in particular. uses SERPM forecasts as a baseline for traffic growth and diversion analysis. In evaluating Ocean Drive scenarios, regional model data help estimate how traffic might redistribute to the larger network (Collins, Washington, Alton Rd, etc.) if Ocean Dr's capacity is reduced. For example. SERPM-based forecasts for the South Beach area would inform whether Collins Avenue and Washington Avenue can absorb any vehicles being shifted by the contemplated configuration scenarios without causing severe congestion. DTPW also uses SERPM outputs to ensure consistency with the County's tong -Range Transportation Plan, such as verifying future volume projections on Washington and Collins under each scenario. In order to increase the likeliness that the SERPM model would generate traffic redistribution scenarios that would mimic plausible, real -life outcomes, the traffic engineering team utilized real - life traffic data that was collected to evaluate the SERPM model for accuracy. while also evaluating the parameters of the data to ensure that there were no errors or misalignments with actual conditions prevalent in the immediacy of the project area. Several discrepancies were found and needed to be corrected before modeling scenarios could be run, including: • Land use and development: The model accounts for the distribution of land uses and development Intensity in order to prognosticate potential generators of congestion. The dataset was found to be misaligned in some key assignations of the geographical location of particular land uses. The traffic engineering team had to coordinate with FDOT to get the data offsets corrected. for which FDOT released a data 'patch' that corrected the matter. Without this correction, the models would have generated skewed results. Employment concentrations: The sources for employment data exhibited definitions of the City's employment concentrations within area definitions that differed from those housed within the micro -zone area (MAZ) definitions of the SERPM model. The traffic engineering team took steps to calibrate the model to factor for the variations in the data sets and, together with observational data. attempted to correct the assignment of employment distribution that closely matched the existing conditions. This proved to be critical in order to understand peak and off-peak variations in employment -based traffic flows, principally caused by individuals commuting to work. Parking Availability: Parking availability is another factor that is considered In the model when forecasting traffic patterns, which is particularly important in this project because of the destination quality that Ocean Drive and Lummus Park contribute to tourism. With the removal or reduction of parking on Ocean Drive D and a dependence on curbside parking and parking within designated parking garages that require i traffic movements on Collins Avenue would tend to generate additional, localized congestion 3 caused by high volumes of vehicles slowly movii cD through the traffic network in hopes of finding anc securing a parking spot. The SERPM model did not accurately reflect the elimination of parking on Ocean Drive that was implemented following the COVID-19 pandemic, and therefore additional calibrations needed to be incorporated to increase accuracy. Beach Acreage: In evaluating the SERPM model, it was discovered that all the beach acreage was allocated to the areas immediately surrounding the Marjory Stonewall Douglas Park between 2nd and 3rd Streets on Ocean Drive. The traffic engineering team had to take corrective measures to calibrate the model to account for this discrepancy in the SERPM model. This was necessary because the SERPM model attributed trip generation values with the assumption that beach areas would be strong attractors for users, visitors and tourists, particularly when considering pedestrian and bicycle connectivity among locals. Hotel Room Count: It was found that the SERPM model erroneously did not account for any hotel rooms within some of the immediate areas. The traffic engineering team further calibrated the data to reflect the presence of hotel rooms and corroborated the calibration with data from sources such as those from the Greater Miami Convention and Visitors Bureau. Traffic Assignments Results: Using data from the Florida Transportation Online5 platform, the traffic engineering team conducted a comparison between the loaded network volumes from the SERPM 2015 rnodel run and the observed Annual Average Daily Traffic (AADT) counts for selected roadway segments between 2020 and 2024. The analysis highlighted notable discrepancies across several segments. For example, the SERPM 2015 model significantly overestimated traffic on MacArthur Causeway, projecting 91,072 vehicles compared to Annual Average Daily Traffic (AADT) of between 51.000 to 67,000 across the five- year span. Similar over -estimations were seen on Alton Road (including Collins Avenue south of 5th Street), where model volumes nearly tripled those observed in AADT in most years. Other corridors, such as 5th Street and Washington Avenue, showed closer alignment, with model volumes deviating by smaller margins from recent AADT figures_ In contrast, some segments like Meridian Avenue lacked modeled data, making direct comparisons incomplete. Inge Credit. Travelated n 3 M I.- 0 w 0 0 Ln Do W AGENCY PERSPECTIVES STATE AND COUNTY TRAFFIC REGULATORY CONSIDERATIONS ABUTTING BUILDING n `BCD OPTION fJ , Specifically from the perspective of traffic patterns, this option would return Ocean Drive to a conventional two-way street (one lane each direction). The AND vision plan noted this would include intermittent curbside drop-off zones and perhaps shared bike lanes ('sharrows'). Preliminarily, we anticipate that FDOT will find this option simplest for regional traffic: a two-way corridor flow generally maximizes a roadways vehicle capacity minimizing diversions that would otherwise impact the other immediate state roads of Collins Avenue or Washington Avenue. It would restore network connectivity (drivers could use Ocean Drive again instead of all shifting west). Our expectations are that FDOT's likely concern would be design — ensuring intersections at Collins Avenue and Washington Avenue with 5th, 10th, and 15th Streets are properly signalized efficient operations and that turn lanes or signal timing can handle the restored movements. DTPW has stated that they see a two-way corridor configuration as beneficial for emergency access (the ability to minimize response time would be facilitated by having vehicles reach an incidence scene from either direction) and potentially alleviating any dependence of using the Ocean Court alleyway. However, DTPW might question if two-way Ocean Drive would reintroduce congestion or cruising behavior that the post-COVID modifications had curbed. Also, two- way traffic would eliminate the dedicated bike lanes that currently exist — a trade-off that, based on the public sentiment we have observed, would be highly unpopular. From a permitting standpoint, two-way is the "default D use of the road — it likely requires fewer special approvals (beyond coordinating signal changes with n FDOT) because it restores the street to a standard =T, public thoroughfare, consistent with traffic patterns that 3 have existed for decades prior to COVID. w o, 00 W ABUTTING BUILDING ADCD OPTION 02 In this scenario, Ocean Drive would have a single southbound travel lane and a 10-foot wide, two-way bike lane alongside. This is essentially the configuration the City had implemented following COVID. cars are allowed one-way travel at very low volumes, with much of the road reallocated to bikes and cafe seating. We anticipate that DTPW's view of the one-way will be that it is functional yet still restricts capacity overall. With regards to the current one-way configuration, the County was amenable to the configuration, provided the operational kinks are worked out. A critical component for the County has been to not create reliance on the Ocean Court alleyway as a means of thoroughfare connectivity, and this configuration does away with that concern. The one-way option is also aligned with DTPW's multimodal goals by retaining a protected bike lane. When developing the methodology, the reduction of capacity resulting from the elimination of a northbound travel would have been a moot point, as FDOT was willing to consider the existing post-COVID. 1-way southbound configuration as the baseline, existing condition for all comparisons of future configurations being explored. In that scenario, the AND Option 02 would essentially have been equal to a 'no change' from the 'existing conditions,' as there would be a 'no net loss' of capacity, since the proposed and the existing would remain unchanged from a traffic perspective. However, at the request and insistence of DTPW, the pre-COVID, 2-way travel configuration had to be evaluated as a 'baseline, existing condition.' From FDOT's perspective, converting Ocean Drive to one-way southbound effectively reduces its vehicle capacity by about half, since traffic can only travel in one direction and a second travel lane is eliminated. FDOT's evaluation will focus on whether removing northbound traffic from Ocean Drive significantly increases northbound volumes on Collins Avenue or Washington Avenue. Inherently, any comparisons of the AND Option 02, 1-way travel to pre-COVID conditions is expected to result in a reduction of capacity and volume — despite the fact that it would N n 3 CD be a purely hypothetical result, since those are not the current build -out conditions of the corridor. If the FDOT SERPM model or the collected traffic counts indicate any additional cars per hour shifting to Collins Ave northbound, FDOT might raise concerns about Collins Avenues Level of Service (LOS) and queuing at intersections. Because of the fact that the baseline conditions, as defined in the methodology, are based on pre-COVID scenarios and do not match the true existing conditions, there is an expectation that those concerns will be raised by the agency. To counter -act those concerns. the study has also created a separate traffic analysis of the true existing 1-way configuration currently built -out on Ocean Drive in order to get a simulation of the expected traffic impacts that are more consistent with reality than with the DTPW hypothetical baseline. Reductions in Level of Service (LOS) and flow efficiencies will likely require mitigating actions to o be taken by the City, which could include timing N adjustments at traffic signals and, potentially, changes o, in the roadway that could facilitate greater flow, such - as the elimination of some parking to create by-pass 2 lanes. From our estimation, FDOT will likely be neutral on the one-way concept as long as the data confirm that Collins Avenue and 5th Street could handle any diverted traffic. Both agencies would monitor cut -through behavior — such as drivers using the Ocean Court alleyway to go north, since Ocean Drive would be southbound only. Generally, in these circumstances, considerations of traffic being diverted onto residential streets would be a factor; however, because the two most neighboring thoroughfares that offer northbound travel are Collins Avenue and Washington Avenue. those concerns will have a lessened burden on the overall evaluation, (especially it Ocean Court is made 1-way southbound only for its entirely between 5th street and 141h Placf, (currently it is a 1-way northbound)j. Overall, the AND Option 2 is a 'middle ground' condition that still requires DTPW permit approval. since it's a non- standard configuration, provided that operational issues (deliveries, alleys, emergency access) are not impacted beyond a reasonable threshold. 0 w w 0 Ln 00 W ABUTTING BUILDING AOCO OPTION 03 This would transform Ocean Drive into a full promenade (no general traffic at any time). Only emergency and authorized vehicles would enter, and potentially the street could be raised or redesigned as a curb -less pedestrian mall. While this option best meets the City's placemaking goals, it poses the toughest challenges for agency approval, predominantly DTPW. For this scenario, it is impossible to ignore the past experiences the City has had with recent closures and attempts to keep/maintain portions of the corridor pedestrian -only, because these experiences can forecast the objections and concerns that DTPW will most likely focus on. The County initially allowed a temporary pedestrian plaza pilot project between 14th Place and 12th Street on Ocean Drive, but on the condition that issues they deemed critical be resolved. DTPW explicitly stated that as configured initially, the closure would not be approved permanently due to operational problems. Their primary concerns were the ones described earlier: alleys overloaded with rerouted cars, lack of direct access for deliveries, and potential delays for emergency responders. DTPW essentially required the City to develop a modified operational plan (such as designated service hours, new loading zones, etc.) and a traffic evaluation methodology to justify a full closure. They even mandated a community consensus requirement, where at least 2/3 of property owners on Ocean Drive and affected side streets had to concur with the closure in concept. All of this shows that the bar for obtaining an approval from DTPW for a pedestrian -only street is set very high. Provided that there are no adverse impacts to localized traffic and if the study does not rely on using the Ocean Court alleyway as a thoroughfare (meaning greater dependency on Collins Avenue and Washington Avenue) and response times for fire/ A rescue are acceptable. then DTPW may potentially green -light a permanent closure. however, absent those n guarantees, the County will be unwilling to approve a �- full pedestrianization. N Although Ocean Drive isn't a state road. FOOT would = be indirectly involved if a full closure impacts state facilities. FOOT will scrutinize whether 100% of . 1 • -11 , .. . - Ocean Drive's traffic will shift to Collins Avenue (and if so. it Collins Avenue could maintain acceptable operations). They're also going to be concerned with driver confusion and network connectivity — completely removing vehicular access to a roadway can sometimes require adjustments to wayfinding on state roads (such as new signs on 5th Street, telling drivers that Ocean Or is closed ahead, etc.. which FOOT would have to approve and install). From a safety perspective, FDOT might worry that closing Ocean Drive to cars could increase the attractiveness of Ocean Drive as a destination and would result in greater pedestrian volumes across Collins Avenue moving to and from Ocean Drive. FDOT could likely request mitigating coordination efforts on pedestrian safety enhancements on Collins Avenue (such as crosswalk improvements) it the closure went forward. It's worth noting that FOOT generally defers to local cities on local street pedestrianizations, but the SERPM regional model will be used to ensure no "fatal flaw" in o network traffic flow is observed. Generally, Ocean Drive carries limited through -traffic. as it is mostly used by ouo' those visiting the hotels and restaurants located on the 1D corridor (because there is no parking on Ocean Drive, those accessing the area to visit Lummus Park would be arriving to Ocean Drive by foot or bicycle and not by vehicle since they would have to park elsewhere and talk to it. It FDOT's SERPM modeling shows only a rnrnor impact on Collins Avenue and'or Washington Avenue in terms of volume, it is unlikely that MOT would formally object to this configuration. Still, FDOT would likely stipulate that emergency vehicle provisions be made (for instance, a requirement that the design allow fire trucks and emergency access be provided). 0 w to 0 Un 00 W TRAFFIC CAPACITY AND CONGESTION The traffic operations summary for the Washington Avenue and Collins Avenue corridors evaluates delays and queuing at 31 intersections: 16 on Washington Avenue and 15 on Collins Avenue. These corridors were analyzed as key alternative routes for traffic displaced by proposed changes to Ocean Drive under the Art Deco Cultural District (ADCD) street design options. Under existing conditions, the intersection at Washington Avenue and 5th Street operates at Level of Service (LOS) E during weekday peak periods and LOS F on weekends. Washington Avenue at 17th Street operates at LOS E during the weekday PM peak. During the weekend PM peak. queues often exceed turn pocket capacity, especially for southbound right turns and eastbound left turns. Despite these constraints. the majority of intersections within the study area currently operate at acceptable LOS during peak periods, with the most significant issues occurring at gateway intersections, where targeted improvements could enhance overall traffic operations. ADCD Option 01: Two -Way Travel (Ocean Drive remains open, similar to pre-COVID conditions) This option restores two-way vehicle access on Ocean Drive. reflecting traffic patterns similar to pre-COVID conditions. Traffic is more evenly distributed across Ocean Drive, Collins Avenue, and Washington Avenue, reducing dependency on the latter two corridors. Modeling shows improved traffic distribution compared to current conditions, with slightly lower volumes on Washington and Collins. Intersection performance is generally similar to existing conditions, with some relief at the most congested points. Still, gateway intersections like Washington & 5th Street would benefit from operational enhancements. ADCD Option 02: One -Way Southbound Travel on Ocean Drive (similar to existing conditions) This option retains one-way southbound travel on Ocean Drive and reflects the current post-COVID traffic configuration. Modeling indicates that traffic volumes and flow patterns on Washington and Collins Avenues would remain largely consistent with existing conditions. Most intersections would continue to operate at acceptable LOS, with congestion primarily concentrated at key access points. As with existing conditions, targeted improvements at gateway intersections could reduce queuing and improve travel times. ADCD Option 03: Fully Pedestrianized Corridor (Ocean Drive closed) This scenario closes Ocean Drive to all vehicular traffic, converting it to a fully pedestrianized space. Traffic modeling shows a significant shift in demand: approximately two-thirds of Ocean Drive traffic is redirected to Collins Avenue, and one-third to Washington Avenue. Combined with a 5% global traffic growth factor (reflecting 1 % annual growth through 2029). this redistribution results in noticeable performance degradation. For example, Washington Avenue & 5th Street is projected to operate at LOS F during both weekday and weekend peaks. Queues are expected to increase by 50%, further exceeding turn pocket capacity and amplifying delays at already stressed intersections. Trends and Conclusions Modeling trends confirm that as vehicle access to Ocean Drive decreases, traffic volumes on Washington and Collins Avenues increase. • Option 01 mirrors pre-COVID conditions with better distribution of traffic and slightly improved performance across corridors. • Option 02 is consistent with current conditions and maintains similar operational challenges, particularly at gateway intersections. • Option 03 significantly increases traffic burden on the surrounding network. especially at key intersections where LOS deteriorates and queuing becomes more severe. In summary, most intersections along the corridors operate at acceptable LOS under all options, with the most persistent issues located at gateway intersections. Addressing these nodes with targeted capacity and signal improvements will be critical to supporting any long-term changes to Ocean Drive. D v 0 3 fD 0 w M 0 U1 00 EMERGENCY VEHICLE ACCESS This analysis evaluates average peak -period travel times along Washington Avenue and Collins Avenue under three design scenarios proposed through the AND process. These two corridors serve as primary response routes for emergency vehicles, making their travel times critical indicators in assessing overall emergency access and operational performance. While the analysis reflects general traffic flow, the implications for emergency response. particularly consistency. routing flexibility, and delay risk, are central to the evaluation. AND Option 01: Two -Way Travel This configuration restores two-way vehicular travel on Ocean Drive while making no changes to Washington Avenue or Collins Avenue. Traffic flow on both corridors remains unchanged, with average peak -period travel times of 6.6 minutes on Collins Avenue and 7 1 minutes on Washington Avenue. Because routing and volumes stay consistent with current conditions. this option supports stable and predictable performance, essential characteristics for reliable emergency response. ADCD Option 02: One -Way Southbound Travel This configuration converts Ocean Drive to one-way southbound, redistributing displaced northbound traffic onto Washington and Collins Avenues. Despite this shift, average travel times slightly improve to 6.5 minutes on Collins and 7.0 minutes on Washington during peak periods. The trend in Option 02 is moderate adaptation. traffic volumes increase modestly, but operational improvements, such as updated signal timing, help maintain corridor efficiency. This option strikes a balance between design changes and emergency access, preserving reliable routing even under increased demand. AND Option 03: Fully Pedestrianized Corridor This configuration removes all vehicular traffic from Ocean Drive, shifting the full traffic load to Washington and Collins Avenues. Even with the added volume, average peak -period travel times remain at 6.5 minutes on Collins and improve slightly to 6.9 minutes on Washington. This suggests that the corridors can accommodate the additional demand without major impacts to travel time. The overall trend in Option 03 is reallocation. Washington and Collins become the sole vehicle corridors in the area, making their role in emergency response even more central. Though average times remain competitive, the increased reliance on these two corridors could reduce system flexibility in more variable or high -demand situations. In summary, ADCD Option 01 offers stable conditions with minimal change, ensuring reliable emergency travel times. AND Option 02 introduces modest redistribution and design updates while preserving corridor performance. AND Option 03 significantly increases dependency on Washington and Collins for all vehicle movement. including emergency access, yet still maintains acceptable average travel times. Each option reflects a distinct strategy (preservation. adaptation, or reallocation) with direct implications for emergency mobility and corridor resilience. MULTIMODAL AND PEDESTRIAN PRIORITIES The alternatives were evaluated for Ocean Drives cross -sectional reconfiguration, with a particular focus on pedestrian and bicycle circulation and safety. Each alternative was assessed using the FDOT Level of Traffic Stress (LTS) methodology for pedestrians and bicycles as a planning tool to determine anticipated user comfort, accessibility. and safety. The primary goal of this evaluation is to identify the strengths and limitations of each alternative through the lens of multimodal level of service and traffic stress tolerance for non -motorized users. ADCD Option 01- Two-way Travel Option 01 restores two-way vehicular traffic with curb - adjacent pedestrian sidewalks and standard on -street bicycle lanes. This option provides flexibility in routing and access for vehicles and may support moderate vehicular throughput. Bicycle traffic directly adjacent to travel lanes or on -street parking will likely see an LTS ranging from 3-4. depending on the final design. Pedestrian traffic with sidewalks adjacent to travel lanes with minimal or no separation yields an LTS ranging between 3 and 4. A two-way travel would encompass a risk of increased vehicle -bicycle and vehicle -pedestrian conflicts at intersections and driveways In addition. there would be a limited ability to integrate protected or buffered lanes due to space constraints. D ADCD Option 02-One-way Southbound Travel co Option 02 restricts vehicle travel to southbound only. �. Allows reallocation of space for enhanced pedestrian 3 andl'or bicycle facilities, including potential for buffered CD or separated bicycle lanes. This option creates surplus roadway width for buffered or physically separated — bicycle lanes. improving bicycle LTS to 1 or 2. In addition. it reduces crossing complexity at intersections for pedestrians. Furthermore, the southbound-only configuration may calm traffic naturally and allow lower posted speeds. AND Option 03- Full pedestrianization Option 03 removes general vehicular traffic entirely. Street space is dedicated to pedestrians and bicyclists. This option represents the maximum improvement to pedestrian LTS (LTS 1) due to the uninterrupted sidewalks and no vehicular conflicts. In addition, it allows integration of separated bicycle corridors or shared space with pedestrians, if clearly delineated. Because of this, the full pedestrianization encourages high pedestrian volumes and bicyclists, supports vibrant street life, outdoor dining, and economic activity. However, among the challenges resulting from this option, three critical issues arise: 1) emergency and service vehicle access. 2) Loa6'unload logistics for adjacent businesses; and 3) Integration with surrounding transportation network. o Using the FDOT LTS framework, Option 03 offers the 10 best opportunity for a low -stress, multimodal corridor. o However, Option 02 provides a strong compromise � by allowing high -quality bicycle and pedestrian � accommodations with fewer operational challenges than full pedestrianization TRAFFIC SAFETY A key method used to evaluate the relative safety of the proposed design alternatives along Ocean Drive is the quantification of modal conflict points. These conflict points represent locations where interactions occur between: • Vehicles and other vehicles (V-V) • Vehicles and pedestrians (V-P) • Vehicles and bicyclists (V-B) The analysis is based on the proposed roadway geometry and circulation patterns under each alternative. Conflict points were identified at intersections, mid -block crossings, driveways, and loading/service zones. AND Option 01 — Two -Way Travel This option restores two-way vehicular operations along Ocean Drive. similar to the pre-COVID configuration. The geometry includes full vehicular access, minimal modal separation, and numerous mid -block pedestrian crossings. As a result. AND Option 01 generates the highest level of modal conflict, with an estimated 113 conflict points. These include: • Turning conflicts at intersections and driveways • Frequent pedestrian crossing conflicts at both marked and unmarked locations • Vehicle -bicycle interactions due to shared roadway segments This alternative maintains the greatest potential for conflicts and offers limited safety improvement relative to current conditions. ADCD Option 02 — One -Way Southbound Travel This option provides a one-way southbound vehicular travel lane while maintaining pedestrian and bicycle access. While vehicular movements are more controlled than in a two-way configuration, conflicts still arise from hotel access, mid -block activity, and shared curbside operations. Based on modal circulation characteristics, AND Option 02 is estimated to reduce overall conflict points by approximately 12% compared to Option 01. resulting in moderate safety improvements. ADCD Option 03 — Fully Pedestrianized Corridor This alternative removes general vehicular access along Ocean Drive, creating a fully pedestrianized corridor with limited service/emergency vehicle access. By eliminating the vast majority of vehicle -generated conflicts, this configuration achieves the greatest multimodal safety benefit. The total number of conflict points is estimated to decrease by approximately 77% compared to Option 01. 0 v 0 3 CD I.- 0 w co 0 Ln 00 LOCAL ACCESS. DELIVERIES. AND A4 t FY TRAFFIC ADCD Option 01 — Two -Way Travel This configuration reflects a return to pre-COVID conditions, restoring full two-way vehicular access. In this scenario, service vehicles such as delivery trucks, sanitation vehicles, and hotel operations continue to use Ocean Drive directly, avoiding any diversion to Ocean Court Traffic remains more evenly distributed between Ocean Drive, Collins Avenue. and Washington Avenue, resulting in less congestion on adjacent corridors. There is minimal to no increase in traffic volumes on Collins Avenue (less than 2%). and service access on Ocean Drive is fully retained. Gateway intersections such as Washington Avenue and 5th Street continue to operate at Level of Service (LOS) E during peak periods, similar to existing conditions There is no need for curbside modifications. and delays for service vehicles are negligible. East -west streets operate at baseline levels, with no significant increase in demand or turning conflicts. This option maintains the most efficient and lowest -impact circulation system, with minimal Iperational risk. ADCD Option 02 — One -Way Southbound Travel This configuration mirrors the current post-COVID configuration, where Ocean Drive remains open for southbound traffic only. This allows partial service access while enhancing the pedestrian environment. Traffic modeling indicates a modest shift in vehicle volumes to Washington and Collins Avenues, with Collins Avenue seeing a 5 to 8 percent increase in traffic. Service vehicle access to Ocean Drive is still largely viable, with approximately 70 to 80 percent of deliveries and loading operations remaining feasible. A limited number of trucks are diverted to Ocean Court, estimated at around 10 to 15 percent, though this is manageable under the current configuration. Gateway intersections experience LOS E to F during peak periods. and some minor delays may occur for service vehicles, estimated at 10 to 15 percent during peak times. Minor curbside adjustments may be required, such as reallocating one to two parking spaces per block to accommodate loading. East -west street congestion increases slightly due to shifts in turning volumes but remains within manageable levels. Overall, this option provides a workable compromise between pedestrian access and operational functionality, with moderate risk and minimal disruption. ADCD Option 03 — Full Pedestrianization This configuration eliminates all vehicular access at all times. converting Ocean Drive into a continuous pedestrian promenade Based on modeling and pilot project data, traffic that previously used Ocean Drive is redistributed primarily to Collins Avenue (approximately two-thirds) and Washington Avenue (approximately one-third). Service vehicles are forced to reroute, with an estimated 80 to 100 percent of hotel deliveries, waste collection. and other operational trips shifting to Ocean Court or side streets. During the pilot, Ocean Court experienced heavy congestion, with frequent blockages due to high southbound vehicle volumes Its narrow. single -lane design —constrained by zero -lot -line development, utility infrastructure, and dumpsters-- makes it physically unsuitable as a through -street. FDOT and DTPW raised serious concerns about the safety and functionality of using Ocean Court for regular vehicle circulation. If Ocean Court is overburdened. service trucks may instead resort to stopping along Collins Avenue, which would interfere with through traffic. To prevent this. FDOT would likely require substantial changes, such as the elimination of curbside parking along large portions of Collins Avenue to create designated loading zones. This scenario would also result in a 10 to 15 percent increase in traffic volumes on Collins Avenue, while delays for service vehicles could increase by 30 to 50 percent during peak periods. Gateway intersections like Washington Avenue and 5th Street are projected to degrade to LOS F, and congestion on east -west streets, particularly 14th Place. would become significant due to increased delivery demand and turning movements. Option 03 imposes the highest operational risk and would require major mitigation measures to maintain acceptable service levels and circulation efficiency. As vehicular access to Ocean Drive is reduced, pressure on Collins Avenue. Ocean Court, and east -west streets increases proportionally. • Option 01 delivers the most balanced and efficient performance with full service access and minimal redistribution of traffic. • Option 02 maintains acceptable operations with modest impacts and manageable infrastructure needs. • Option 03 achieves the highest level of pedestrian space but comes with serious operational, logistical. and safety challenges. especially regarding service vehicle access and congestion management D v C� 3 CD ,'i"d'!,' -I !.; OVERALL TRAFFIC EVALUATION 2 1 3 Summary of Option Evaluations AND Option 01: Two -Way Travel • Traffic Capacity and Congestion: Best overall vehicle distribution: less congestion on Collins and Washington. • Emergency Vehicle Access: Stable conditions: no added burden on parallel corridors. • Multimodal and Pedestrian Priorities: Poor LTS (3-4) for both pedestrians and bicycles; space constraints limit improvements. W • Traffic Safety: Highest number of conflict points i° (113); no reduction in crash potential. • Local Access/Deliveries: Best service vehicle un access; low impact on Ocean Court and alleys. • Pro: Preserves full vehicle and service access. • Con: weak alignment with pedestrian/bike priority goals: higher modal conflict rates. ADCD Option 02: One-way Travel • Traffic Capacity and Congestion: Maintains manageable volumes: moderate adaptation without overburdening adjacent corridors. • Emergency Vehicle Access- Slightly improved travel times and sustained reliability with minimal disruption. • Multimodal and Pedestrian Priorities: Allows for meaningful upgrades (buffered bike lanes, better sidewalks), reaching LTS 1-2. • Traffic Safety: Reduces conflict points by —12% compared to two-way; offers moderate safety gains. • Local Access/Deliveries: Retains 70-80% delivery access; minor impacts manageable with targeted curb adjustments. • Pros: Optimal blend of operational feasibility and multimodal improvement. • Cons: Slight increase in pressure on adjacent corridors and intersections during peak. 2N5X WEIGHTED VALUE AND Option 03: Full Pedestrian ization • Traffic Capacity and Congestion: LOS degrades (especially at gateway intersections): 50% longer queues. • Emergency Vehicle Access: Acceptable travel times, but heavy reliance on two corridors reduces resilience. • Multimodal and Pedestrian Priorities: Ideal LTS 1 for pedestrians and bikes: highest walkability and safety. • Traffic Safety: Reduces conflict points by 77%� best overall safety outcome. • Local Access/ Deliveries: High operational risk; Ocean Court congestion, reduced delivery viability, and major mitigation needs. • Pro: Transforms Ocean Drive into a world -class y pedestrian destination. • Con: Requires major infrastructure reconfiguratio+) n to handle displaced vehicle/service traffic. S 3 CD mono@O■■■■■■■■■■■r QUALITATIVE CONSIDERATIONS PUBLIC SAFETY. CROWD MANAGEMENT AND DISCOURAGING UNRULY BEHAVIOR 3 1 2 Public safety and the mitigation of unruly behavior are paramount concerns along Ocean Drive, particularly in light of the corridor's history of high visitation, nighttime activity, and periodic challenges with crowd control. The district, and Ocean Drive in particular, is both a local and global destination, known for its street -level vibrancy and iconic public realm. However, this popularity also introduces public safety management complexities, particularly during peak weekends. festivals, and special events. Over time, the concentration of bars, late -night venues. and highly activated public spaces in the vicinity A has required a nuanced approach to law enforcement o presence, surveillance infrastructure. lighting strategies, environmental design, and traffic management to reduce � incidents of public disorder and to improve real and tD perceived safety. Law enforcement agencies, including police, fire rescue, and emergency medical personnel, rely heavily on physical design elements to manage both day-to-day public safety and large-scale event management. The corridor's geometry directly influences the City's ability to maintain order, prevent crime, and deploy resources quickly in both routine and emergency conditions. Design decisions for the corridor can directly influence how and where people congregate. how they move through space, and how authorities can effectively monitor and intervene when needed. Crime Prevention Through Environmental Design (CPTED) principles, such as ensuring clear sightlines. avoiding entrapment zones, distributing gathering space, and providing sufficient lighting, are critical considerations for any redesign. Moreover. the integration of vehicular flow, pedestrian movement. and active programming must support an environment that invites positive behaviors, while enabling rapid, safe response by public safety personnel. Option Evaluations ADCD Option 01: Two -Way Travel From a public safety an(] law enforcement perspective, this configuration maintains some operational familiarity but introduces several persistent limitations that reduce both efficiency and adaptability. Under Option 01, the two-way vehicular configuration with widened sidewalks offers a familiar operating environment for police. fire. and EMS personnel. The inclusion of vehicular lanes ensures consistent circulation and access along the full corridor, reducing the likelihood of bottlenecks or blocked segments that could delay emergency zx WEIGHTED VALUE response. This continuity can be particularly valuable during weekends and high -occupancy events when road closures elsewhere in the district may complicate access. The two-way traffic flow creates multiple points of vehicular conflict, making crowd management during peak pedestrian activity more challenging. When sidewalk congestion exceeds available capacity, pedestrians are often forced into travel lanes. increasing risk of vehicle -pedestrian conflict. In spontaneous crowd surges —such as late -night gatherings or impromptu event celebrations —this fragmentation of pedestrian zones complicates both police control points and incident response pathways. From a CPTED standpoint, the introduction of wider sidewalks is beneficial in principle by providing more D open pedestrian areas and sightlines. However, the fragmentation caused by active vehicle travel lanes n reduces visual cohesion across the corridor, breaking ? clear sightlines between law enforcement officers, N mounted cameras, hotel frontages, and the park -side =3 pedestrian zone. This allows localized crowd pockets _ or criminal activity to more easily form in visually obstructed areas between moving vehicles. The r.-i N 0 U1 00 W continued allowance of full vehicular access, especially in both directions, may preserve high levels of cruising activity that can contribute to noise. congestion, and unpredictable crowd behavior, factors that often correlate with escalated disorder during nightlife hours. Law enforcement may retain flexibility in patrolling but must contend with more dynamic and less predictable traffic -crowd interactions. The curbless design offers partial flexibility in dispersing minor crowds but complicates physical separation between pedestrian and vehicular domains during high - density periods Law enforcement may need to erect temporary barricades or tactical closures to protect pedestrians during major events or spontaneous surges, requiring greater resource mobilization. Emergency response time under Option 01 remains moderately functional due to preserved vehicular access. but two-way conflicts and congestion spikes, especially during late -night activity, introduce frequent obstructions to response vehicle movement, slowing time -sensitive interventions. ADCD option 02: One -Way southbound Travel This design meaningfully improves public safety operations across crowd management. CPTED performance, and response time. It offers a hybrid model that balances controlled vehicular movement with expanded public realm space. The one-way traffic flow simplifies both law enforcement deployment and pedestrian safety management. Crowd control operations benefit from more predictable vehicular movement patterns. reducing exposure to bidirectional vehicle conflicts when officers or medical teams enter the corridor on foot or via response vehicles This option allows for proactive curb management and vehicle channeling, enabling better police control over flow directions and the staging of public safety resources. From a tactical operations standpoint, having one consistent travel direction enhances the predictability of behavior for both law enforcement and emergency responders. The reduced vehicular presence relative to Option 01 may also discourage lingering, reduce congestion, and limit vehicle -based loitering, which has historically been associated with disruptive conduct. However, the introduction of a separated bike facility does complicate sightlines and increases the number of user zones within the corridor. This requires thoughtful lighting, signage, and physical design strategies to ensure that the bike lane does not become a buffer zone that isolates pedestrian activity from oversight or creates a potential area for unintended congregation. Wider sidewalks substantially improve pedestrian containment zones, allowing higher volumes of people to gather without spilling into vehicle lanes during daily nightlife, weekend surges, or programmed events. From a CPTED perspective, Option 02 supports superior visibility across both sides of the corridor. Simplified traffic movement, wider pedestrian zones, and buttered sidewalks create clear sightlines for both officers on patrol and fixed security cameras, improving surveillance capacity and reducing opportunity for concealed criminal behavior. Law enforcement personnel also benefit operationally from the one-way flow, as temporary tactical closures or checkpoints can be implemented more easily along a single directional corridor without requiring full cross -directional blockades. This facilitates Fihltc Safety. Glov/d Managerrwnt and Otscour<tgurg Unruly Behavior improved control during parades. protests, or temporary civil disturbances. Emergency response time improves under Option 02 due to reduced traffic friction and simpler vehicle re-entry maneuvers. Fire rescue, police, and EMS vehicles can enter southbound lanes directly with fewer navigational conflicts when responding to mid -black emergencies, particularly during nighttime hours when traffic and pedestrian volumes simultaneously peak. ADCD Option 03 — Fully Pedestrianized Corridor This configuration requires a fundamental shift in public safety operations but offers powerful advantages across CPTED, crowd control, and emergency logistics when managed through modern public safety protocols. From a crowd management perspective, Option 03 delivers the safest environment for high -volume pedestrian activity, as there are no vehicle -pedestrian conflicts under any condition. During major civic events such as Pride Parade or Art Deco Weekend, crowds can disperse freely across the full width of the corridor, minimizing choke points and significantly reducing risk of crowd compression or stampede behavior that can occur in partially restricted designs Law enforcement operations benefit from a fully open visual field across the entire corridor, maximizing CPTED sightlines for both officers and surveillance systems. The absence of vehicles and curbside obstructions eliminates hiding zones. allows for rapid visual assessment of crowd behavior, ar d > reduces the operational blind spots that often emerge v mixed -mode configurations. ZT 3 For law enforcement deployment. Option 03 supports M highly flexible tactical staging, allowing mounted patrols, bike officers, foot patrols, and security vehicles to — circulate freely within the pedestrian corridor as needed, O A w 0 un 00 W without risk to pedestrian safety. Emergency response under Option 03 is entirely restructured to rely on rapid - response pedestrian -scale vehicles, bike paramedics, and designated emergency access corridors built into the pedestrian plaza geometry. During peak activation events or potential civil disturbances, Option 03 allows for rapid and safe perimeter control, easy dispersal strategies, and full corridor access for emergency learns without vehicular obstructions or opposing flow conflicts. Law enforcement agencies can create scalable response plans with more predictable control over entry and exit points for both the public and tactical teams. From a behavior management standpoint, full pedestrianization removes cruising and curbside loitering —two behaviors often linked to noise complaints, illicit activity. and difficulty in managing large weekend crowds. However, the absence of continuous vehicular circulation requires that law enforcement and emergency response vehicles rely entirely on cross -street access or formalized emergency drive lanes embedded into the design. This can be effective if deliberately planned but may prove problematic in high -density crowd scenarios without adequate crowd flow management, temporary barrier systems. or enforcement of clearances. Gr)ILU implications under Option 03 are mixed. On the one hand, the pedestrianized environment can foster a more open, accessible, and actively surveilled space, especially when supported by street lighting, activation programming. and active frontage. On the other hand, without well -distributed uses and design cues, large unprogrammed pedestrian areas can quickly become sites for aggregation, performative behavior, or conflict. Nighttime periods, in particular, may require more intensive public safety deployment or environmental controls, such as timed lighting sequences, strategic street furniture placement, and programmed events to guide behavior. This becomes increasingly challenging when illumination levels have to kept to a minimum due to the States turtle -friendly lighting restrictions. - Nblic Safety, Crowd Management and Olscouragrng Unruly Benavlor �A;'4� ,% 2 1 3 Parking is a critical functional and policy consideration in the ongoing evaluation of design alternatives for Ocean Drive. The topic is especially sensitive within the context of Miami Beach's Art Deco Cultural District, where historic preservation mandates, limited land availability, evolving transportation policies, and intense commercial and tourism -driven demand all converge in a tightly constrained urban environment. Parking on Ocean Drive was eliminated in response to adapting the corridor to special restrictions imposed by COVID and in an effort to maintain economic viability of the local businesses during the pandemic. Prior to being o removed, the parking had historically served a dual role: as a functional resource for hotel guests. visitors, and ow service vehicles, and as a component of the overall iD public realm experience that influences visual quality, walkability, and business performance. However, in today's light, the City's broader parking policies seek to balance these demands, while also recognizing the emerging need to reduce auto -dependency and better utilize valuable curbside space for higher -priority urban functions. The ADCD's economic success has long been dependent on easy access for visitors, hotel patrons, restaurant guests, and event attendees, many of whom arrive by private vehicles, ride -share, or taxis. However, the districts compact footprint and historic building stock leave little room for new structured parking without compromising preservation objectives. As a result, on -street parking, off -site public garages. valet operations, and curbside loading zones have become essential elements in accommodating fluctuating parking demand. Moreover. as the City advances policies aimed at encouraging multi -modal access. the management of limited curbside and parking inventory has become even more crucial, requiring every design alternative to carefully consider how parking supply, functionality, and access control will operate under reconfigured street designs. While parking along Ocean Drive itself is not being retained under any of the proposed design alternatives, parking remains a significant factor in the district -wide evaluation of how each alternative influences visitor access, business operations, hotel logistics. and the district's broader transportation framework. In the context of Ocean Drive, where intense tourism -driven demand collides with limited garage capacity, the east - west connector streets between Ocean Drive and Collins Avenue serve as critical secondary parking assets. The small-scale, narrow right-of-way dimensions of zx WEIGHTED VALUE these streets historically have provided a limited but meaningful amount of on -street parking inventory, both for short-term visitor use and for hotel operations (including valet vehicle storage, vendor loading, and temporary service parking). The removal of Ocean Drive curbside parking under all three options elevates the importance of these east -west streets as essential components of a district -wide parking management system. Some streets, such as 6th Street, already provides limited, asymmetrical parking due to its unique configuration. 7th and 8th Streets, both configured as 1-way couplets, demonstrate that conversion of 2-way streets into 1-ways with dedicated bike lanes don't have an adverse impact on the number of curbside parking that can be provided, however, it has to be noted that given the physical constraints of the these east -west streets, they either provide 2-way vehicular travel or 1-way vehicular travel with a dedicated bike lane. but D not both.. less parking is removed to avail of more spa, n 3 CD 0 A U1 0 Vi 00 Option Evaluations ADCD Option 01: Two -Way Travel Because curbside parking has already been eliminated following COVID and has been in place for a number of years already. it is unlikely that the reintroduction of a 2-way traffic pattern would negatively impact the current parking situation within the immediate area. Given that most of the east -west streets are already tightly configured, with sidewalks abutting property lines, limited curb widths, and narrow vehicle lanes, there is minimal physical opportunity to add additional parking capacity. By reintroducing higher volumes of traffic onto Ocean Drive with 2-way travel. it would be expected that demands on parking would increase circulation congestion, double-parking behavior. valet vehicle overflow, and elevated neighborhood parking pressures along these connector streets. Furthermore, as increased demands are placed onto these streets, conflicts between curbside parking, hotel valet zones, delivery loading, ADA accessibility, and ride -share drop- offs may intensity. ADCD Option 02: One -Way Southbound Travel Because Ocean Drive traffic would be simplified to one-way southbound, east -west cross -street access becomes more orderly, allowing for better distribution of vehicular movement as visitors search for available parking or valet access. The simplified traffic flow allows the City greater flexibility to implement curbside management zones on east -west streets that prioritize valet staging, timed commercial loading. ADA zones. and ride -share activity — rather than unmanaged general-purpose parking. While parking inventory along 6th-14th Streets remains limited, Option C2 allows the City to rationalize these limited curb spaces into more dynamic short-term uses that better serve hotels, restaurants, and businesses. For example. time -limited parking, flexible valet staging zones, and dynamic curb allocation during peak periods can help manage and curb demand more efficiently than static parking allocations. The City's structured parking assets along Collins Avenue and Washington Avenue remain the primary supply for longer-terrn visitor parking under this option, with the east -west streets functioning as flexible, short -duration staging zones for hotel guests, delivery operations, and high -turnover visitor use. Because Option 02 better balances the trade-offs between walkability. curbside demand, and vehicular operations, the parking -related pressure on east -west streets remains present but more manageable and better aligned with policies. ADCD Option 03 — Fully Pedestrianized Corridor This configuration creates the most substantial shift in how the east -west connector streets must function, relative to parking. curb operations, and hotel access. With no vehicle access allowed directly on Ocean Drive, the east -west streets become the primary interface for all vehicular activity in the district. including valet operations, hotel guest drop-offs, commercial deliveries, ADA accessibility, ride -share activity. and public parking. While existing curbside parking inventory along these connector streets remains physically limited. the operational model shifts from parking inventory to high - turnover, dynamic curb space management. Under Option 03, curbside parking supply would need to be reallocated toward active hotel functions and delivery operations, rather than serving as general-purpose parking for private vehicles. NtAlliq Hotels along Ocean Drive would shift all of their vehicle operations to cross -street staging zones, which may require coordinated loading windows and expanded valet partnerships. Displaced public parking demand will need to shift heavily to existing municipal garages. As such. the east -west streets would be repurposed primarily as operational access corridors rather than long-term parking reservoirs. Importantly, Option 03 may likely require physical and policy upgrades to the east -west streets themselves — including revised curb striping, flexible staging zones, adaptive signage. and potential smart curb management technology that enables real-time curb assignment for valet, delivery, and ride -share activity. n 3 M M VALET OPERATOR MANEUVERABILITY, STACKING NEEDS. AI40 OPERATIONAL VIABILITY 2 1 3 Valet operations are an essential service element in the business and hospitality fabric of Ocean Drive Hotels and restaurant establishments rely heavily on valet services to accommodate visitors who arrive by private vehicle, particularly given the limited availability of structured parking. Valet zones directly influence hotel check -in efficiency. visitor convenience, parking turnover rates, and the commercial competitiveness of hospitality venues along Ocean Drive. Inadequate valet space results in vehicular backups, pedestrian - vehicle conflicts, double-parking, service bottlenecks, and broader traffic congestion. The design of the o corridor must therefore carefully accommodate valet maneuverability, sufficient stacking space, safe ingress/ � egress operations, and smooth vehicle -handling cycles 1D without compromising pedestrian comfort, curb access for deliveries. or emergency service clearances. Option Evaluations AND Option 01: Two -Way Travel From a valet operations perspective. this configuration maintains a similar curbside operational pattern to existing conditions, with the curbless condition offering some marginal flexibility for curb alignment but introducing new complications related to vehicular conflicts and maneuverability. The two-way traffic flow poses persistent challenges for valet operators managing stacking and pullout maneuvers. With opposing traffic flows present at all times. valet operators face limited safe gaps for pulling vehicles in or out of staging positions. Valet attendants must carefully navigate between both directions of live traffic, while simultaneously avoiding conflicts with pedestrians crossing at mid -block locations or moving around staging vehicles. Stacking depth under Option 01 remains constrained by limited curbside frontage. As multiple businesses compete for curb length along the same block faces, the cumulative stacking capacity is limited, particularly during peak periods such as hotel check-in/check-out waves, event arrivals, or dinner -hour turnover. When stacking demand exceeds available curb frontage, secondary stacking often spills in.o active travel lanes or east -west cross streets, exacerbating congestion and creating unpredictable service delays. Additionally, the curbiess design, while improving ADA accessibility for pedestrians, may reduce the physical clarity of valet staging zones for drivers arriving at hotels, particularly during peak evening hours. Without well-defined curb edges or consistent demarcation. vehicles may hesitate or maneuver unpredictably when approaching valet WEIGHTED VALUE positions, introducing further traffic friction. During major events or periods of high pedestrian density, the combination of active two-way traffic, limited stacking depth, anc constrained staging space under Option 01 may place strain on valet operator performance, resulting in longer wait times, operational inefficiencies, and periodic vehicle blockages along travel lanes. AND Option 02: One -Way Southbound Travel This reconfiguration produces meaningful operational benefits for valet service providers. substantially improving maneuverability. stacking efficiency, and operational reliability. The shift to one-way flow eliminates opposing traffic conflicts, simplifying pull -in and pull-out movements for valet attendants. Vehicles entering and exiting staging zones need only navigate y a single directional traffic stream, allowing smoother and faster valet cycle times. This improves both service n speed for customers and turnover efficiency for valet operators. 3 The narrowed vehicular lane footprint and expanded'_' sidewalk dimensions under Option 02 also create greater flexibility for staging layouts. Curbside valet zones can be more clearly defined and lengthened in segments that better match hotel frontages. allowing for multiple stacking positions at each hotel rather than the limited one- to two -car staging common under current conditions. The separation of bicycles into a protected curbside lane further benefits valet operations by reducing cross -modal conflicts at the vehicle interface zone. Pedestrians and bicycles remain physically separated from the primary vehicle staging area, minimizing safety risks for valet attendants maneuvering customer vehicles. During peak hotel arrival windows or special event periods. Option 02 allows for more organized secondary stacking zones along east -west cross streets, where vehicles can stage temporarily without interfering with primary southbound travel lanes. The simplified flow of southbound vehicles improves overall traffic predictability. reducing the likelihood of unexpected backups or chaotic vehicle queues. From a business viability perspective, Option 02 offers strong operational support for valet operators ? by improving service reliability, reducing stacking- o induced congestion, and allowing hotels and restaurants to manage curb operations more effectively during both Un 2 normal and peak activity periods. AND Option 03 — Fully Pedestrianized Corridor This scenario represents the most substantial operational shift for valet operators, requiring a complete rethinking of how valet services are managed for Ocean Drive hotels and businesses. Under Option 03. primary vehicle drop- offs, staging, and retrievals would be relocated to east - west side streets, or. potentially, to parallel corridors such as Collins Avenue. Valet operators would no longer conduct pull -ins or stacking directly in front of hotel lobbies but would instead manage guest arrivals through off -corridor staging zones supported by real- time communication with guest services and hotel staff. From an operational perspective, this relocation introduces unique challenges. On one hand, valet cycle times may lengthen due to increased walking distance between front -of -house drop-off points and actual vehicle staging areas. This would require more efficient coordination between valet attendants, additional staffing during peak demand, and robust logistical management to avoid service bottlenecks. Valet operations would need to be modernized through coordinated digital systems. off -site parking partnerships,. shared remote storage lots, and dynamic scheduling platforms. trends increasingly seen in leading global hospitality districts adapting to pedestrianized urban environments. In the long term. Option 03 realigns valet operations into a district -managed curb management model that requires public -private coordination but yields a higher overall quality of both pedestrian experience and service reliability. It requires additional resource investment and operational adaptation from existing valet providers. Valel operalor Maneuverability, Stacking Needs, and Operational Viability RIDE -SHARE PASSENGER PICK-UP AND DROP-OFF (VISITORS AND HOTEL. GUESTS) 2 1 3 The rise of ride -share services has fundamentally altered curbside operations in hospitality districts such as Ocean Drive. Today, a significant percentage of hotel arrivals. restaurant patrons, nightlife visitors, and event attendees arrive via Uber, lytt, and other private for -hire services rather than traditional taxis or private vehicles. Unlike valet services. which operate with coordinated staff, ride -share operates as an on -demand. highly variable curbside activity that directly competes with other curb users for short-term stopping space. In the Ocean Drive corridor, characterized by high o pedestrian density, narrow right-of-way widths, and limited curb frontage, the efficient accommodation of � ride -share activity is critical to minimizing congestion, 1O ensuring visitor convenience, rnaintaining traffic flow, and preserving safe pedestrian movement. Design solutions that successfully manage ride -share pickupr'drop-off zones directly contribute to hotel competitiveness, customer satisfaction, and overall operational viability. Option Evaluations AND Option 01: Two -Way Travel In this configuration, ride -share activity is accommodated primarily through limited, scattered curbside pullouts that compete directly with valet zones, loading spaces, and metered parking. The two-way vehicular circulation creates persistent operational conflicts for ride -share drivers attempting curbside maneuvers. Vehicles entering or exiting curbside positions must navigate opposing traffic flows, often blocking one or more travel lanes while waiting for passengers or attempting to pull back into traffic. This condition frequently results in brief but cumulative traffic disruptions, as multiple ride -share vehicles stack along active travel lanes, particularly during peak nightlife, hotel check -in, and special event periods. Ride -share drivers operating under Option 01 face limited sightline visibility for hotel frontages and lack sufficient curbside signage or wayfinding to clearly identify approved pick-up/drop-off locations. Passengers unfamiliar with the corridor often request rides from mid - block locations or step directly into active travel lanes to meet drivers, creating safety hazards and unpredictable pedestrian -vehicle conflicts. For hotels, the combination WEIGHTED VALUE of limited curb frontage and high -volume rideshare demand results in spillover into valet zones, increasing operational friction between hotel staff and independent nde-share drivers vying for the same curb access. ADCD Option 02: One -Way Southbound Travel This configuration substantially improves ride -share operations by simplifying vehicle movement patterns and freeing up more predictable curbside access points for pick-up and drop-off. With traffic operating in a single southbound direction, ride -share vehicles experience fewer conflicts when approaching or departing curb zones. The simplified flow allows ride - share drivers to focus solely on approaching from one direction, reducing abrupt lane changes, hesitations, or dangerous U-turn maneuvers. Wider sidewalks and more organized curbside frontage under Option 00 create the opportunity to designate dedicated ride-sha, y zones at key locations near hotel entries. cross-strf. intersections, and activity nodes. The additional spa, n allows for the separation of ride -share from valet and commercial loading, reducing operational interference 3 and allows each curbside function to be more predictably Z) managed. Hotels benefit under Option 02 because guests arriving by ride -share can be directed to clearly marked, proximate curbside drop-off points without competing directly with valet lanes. The City can integrate flexible curb management practices, allowing ride -share zones to expand or contract depending on real-time demand, event schedules, or time -of -day patterns. From a safety perspective, Option 02 reduces curbside passenger conflicts by providing larger waiting areas on widened sidewalks, allowing passengers to stage safely away from active traffic until their ride -share vehicle arrives. ADCO Option 03 — Fully Pedestrianized Corridor In this configuration, ride -share activity is shifted to designated pick- up/drop-off areas along parallel corridors such as the east -west cross streets, or, potentially, to Collins Avenue. While this relocation requires a complete reprogramming of ride -share arrival behavior, it also resolves many of the operational conflicts present under mixed -traffic conditions. By moving pick-up and drop-off activity to adjacent streets, the pedestrianized Ocean Drive is fully preserved for c) uninterrupted public realm enjoyment. pedestrian safety, - and experiential quality. However. if shifted to Collins 2 Avenue, dedicated pick-up/drop-oft areas will need to be accommodated in order to not cause congestion on Collins Avenue. This is important as FDOT would likely not support any configuration that would negatively impact the efficiency of its State road. Ride -share integration under Option 03 can be effectively managed through digital curb management tools that allow app-based ride platforms to direct passengers to pre -assigned nearby pick-up zones within a short walking distance of hotel trrontages. This system has been successfully implemented in numerous pedestrian resort districts globally, where walkable environments are prioritized, and vehicle loading activities are redirected into parallel service corndors: however, this represents as additional setup cost for the City and continued expense for program management. For hotels, higher operational costs could result from increased coordination with ride -share platforms that would become part of the guest arrival process. with clear instructions, digital wayfinding, and bell -staff support helping guests easily transfer between remote drop-off points and hotel lobbies via short walking distances. - Ride -Share Passenger Pick -Up and Drop -Ott (Visitors and Mote? (luests) D 0 S 3 (D 0 0 0 Ul 00 W BUSINESS DELIVERIES: SUPPLIES, EQUIPMENT, STOCK, AND SERVICING 2 1 3 The long-term operational viability of businesses along Ocean Drive depends heavily on efficient, predictable, and flexible access for deliveries and service vehicles Hotels, restaurants, bars, and retail shops require consistent resupply of perishable inventory, kitchen and bar equipment. dry goods, retail stock, linens, maintenance materials, and specialty servicing of mechanical systems. Given the narrow site frontages, limited back -of -house access along Ocean Court, and high pedestrian density of Ocean Drive, street -side deliveries have become a primary operating model for many businesses. Effective design for delivery logistics must balance business operational needs with pedestrian safety, traffic flow, historic district protection, and public realm functionality. The design must also account for varying vehicle sizes —from small vans to box trucks --while addressing the tight spatial conditions of the corridor. Option Evaluations ADCD Option 01: Two -Way Travel In this scenario, most business -focused deliveries would probably continue operating along Ocean Court, much as they do under existing conditions. For other delivery services, such as those offered through ride - share or quick drop -of Vpick-LIP services like FedEx or UPS, delivery vehicles would require access onto limited curb space along the corridor. The two-way traffic circulation creates significant maneuvering challenges for delivery drivers attempting to enter or exit loading zones. Box trucks and larger vans must often reverse into limited gaps in traffic flow or double-park in active travel lanes. which obstructs traffic, increases vehicular conflict points, and can block pedestrian crossing visibility. This behavior is particularly disruptive during morning delivery windows when street traffic begins to rise. Curbside delivery staging competes directly with valet, ride -share. and street cleaning operations. With limited curb frontage per block, multiple businesses often share the same delivery drop zones. increasing the likelihood of stacking conflicts and inefficient curb -use during peak morning supply windows. While the curbless design offers some flexibility 1X25X WEIGHTED VALUE for loading vehicle approach angles, it also blurs the clear separation between pedestrian zones and delivery vehicle staging, increasing risks for conflicts between pedestrians and hand truck operators moving merchandise into storefronts during active business hours. AND Option 02: One -Way Southbound Travel From a delivery logistics perspective. this configuration provides measurable improvements in service reliability, curb access management, and overall operational safety. Although the recommendation would be that service vehicles predominantly use Ocean Court for such activities, the one-way southbound flow simplifies delivery vehicle entry and exit patterns, allowing drivers to approach loading zones without needing to cross opposing traffic. Pull -ins, curbside stops, and departures become more predictable, reducing street blockan y and the need for risky reverse maneuvers. n The reallocation of street space also creates more organized and evenly distributed curbside segments 3 that can be actively managed for morning delivery allocations. Curbside management policies could = designate specific zones for delivery vehicles with timed windows for morning offloading. The protected bicycle facility provides a valuable safety buffer between curbside delivery zones and the pedestrian walking zone, reducing the risk of delivery hand trucks, dolly loads, and service personnel obstructing or crossing heavy pedestrian flows. Hotels and restaurants benefit under Option 02 from faster turnarounds for resupply deliveries, reduced risk of curb conflicts with valet and ride -share functions, and more flexible scheduling windows for non -peak - hour service calls. Delivery providers also experience improved scheduling predictability, allowing logistics companies to cluster multiple stops within the corridor more efficiently. ADCD Option 03 — Fully Pedestrianized Corridor Option 03 requires all business -focused deliveries to shift to adjacent cross streets, parallel corridors (such as Collins Avenue), or coordinated back -of - house service arrangements on Ocean Court. While o pedestrian ization eliminates delivery conflicts along the �Uq main corridor itself, dramatically improving pedestrian o, safety.. aesthetics, and experiential quality, it creates - the need for new delivery logistics models for business c,O operators. Although, it could be argued that in a post- COVID environment, where delivery companies have built habits that help to navigate access constraints, the concerns are diminished; however, the concern arises when multiple deliveries occur simultaneously and are all entirely reliant on access to and through Ocean Court. In these conditions, the loss of vehicular access to the front of buildings along Ocean Drive, will provide to have an economic and operational impact on the local businesses. To mitigate that. most deliveries would have to be staged curbside along east -west side streets. Service personnel would then need to transfer merchandise by hand truck, dolly, or electric cart along pedestrianized segments into business frontages. This would require the additional loss of parking to accommodate for the service loading zones. Alternatively, night-time or early morning restricted service windows could allow limited controlled delivery vehicle access into the pedestrianized corridor before daily pedestrian use peaks. This model requires highly coordinated delivery scheduling, additional labor, and City -managed service policies that regulate permissible delivery hours, maximum vehicle sizes, and service vehicle type, particularly favoring smaller vans over larger trucks. From a city management perspective, Option 03 puts a higher burden on the City for strong regulatory control over delivery impacts in order to preserve Ocean Drive's pedestrian experience, while accommodating business needs through structured service protocols. Business Deliveries. Supplies. Equiprne:: SlocA. artd Serwct" D r-. n 3 CD COMMERCIAL FOOD DELIVERIES; OUTBOUND RESTAURANT ORDERS & INBOUND HOTEL FOOD DELIVERIES 3 1 2 In the modern hospitality ecosystem of Ocean Drive, commercial food delivery represents an increasingly critical service component. This Includes two primary delivery categories: outbound restaurant -based deliveries (app-based orders placed by visitors, beach - goers. or area residents) and inbound food deliveries to hotel rooms or guest services originating from third - party restaurants or ghost kitchens outside Ocean Drive As consumer behaviors shift toward on -demand dining F, flexibility and multi -platform app-based ordering, Ocean Drive's hospitality economy relies heavily on the ability 0 of delivery personnel to access hotels, sidewalk cafes, 0 beaches, and private hotel roorns quickly and efficiently. Ln The corridors design configuration directly affects not 10 only delivery timing and operational costs, but also the perceived convenience of both guests and local businesses. Option Evaluations ADCD Option 01: Two -Way Travel Under this configuration, commercial food delivery services would continue to function primarily as curb - access transactions, with drivers or cyclists stopping briefly to pick up outbound restaurant orders or deliver inbound food to hotel entrances. The two-way vehicle circulation creates recurring conflicts for delivery drivers who attempt to pull into brief loading positions or make unplanned stops. Food delivery services operate on extremely short transaction windows, with drivers frequently parking momentarily in active travel lanes. especially during peak lunch, dinner, or nightlife windows. The presence of opposing traffic flows heightens the risk of congestion, temporary blockages, and vehicle -pedestrian conflicts when delivery drivers hastily cross traffic streams or navigate unclear staging points. For bicycle -based food couriers. which could constitute a significant portion of short -distance app-based deliveries in South Beach, shared -lane cycling under Option 01 remains operationally stressful. Couriers must share space with two-way traffic while simultaneously making multiple quick delivery stops along congested 1625X WEIGHTED VALUE sidewalk frontages, often dismounting and crossing between vehicles to hand off orders. Restaurants face limitations under Option 01 regarding where delivery personnel can stage while waiting for order pick-ups. Sidewalk congestion caused by cafe seating, valet staging, and pedestrian density limits the space available for delivery drivers to gather, while awaiting restaurant staff hand-offs. Hotel food deliveries under Option 01 experience parallel inefficiencies. Third - party food delivery drivers often circulate multiple times along the corridor searching for available curb space near hotel entrances. When such space is unavailable. drivers frequently resort to double-parking, briefly blocking travel lanes, while exiting their vehicles to complete room service drop-offs. This generates frequent short-term congestion spikes and contributes, to corridor -wide stacking issues. AND Option 02: One -Way Southbound Travel n This alternative improves commercial delivery operatiow, in multiple respects, addressing both outbound CID restaurant and inbound hotel delivery logistics. The :3 simplified one-way traffic circulation allows delivery'= vehicles to approach hotel lobbies and restaurant frontages without opposing traffic conflicts. Pull -in and 1. i I � i I. pull-out maneuvers for brief food delivery stops become more predictable and less disruptive to overall traffic flow. Dedicated curbside zones can be designated for short-term app-based delivery parking, allowing for the creation of micro -delivery zones within walking distance of multiple restaurants and hotels Such zones would reduce reliance on illegal double-parking behavior, while allowing rapid turnover for gig -economy drivers operating under tight delivery windows. Wider sidewalks under Option 02 also provide the spatial flexibility to accommodate dedicated app- delivery staging zones near restaurant entrances. These zones could be demarcated using low -profile wayfinding, allowing food delivery personnel to wait without obstructing pedestrian flows or interfering with cafe seating zones. For bicycle couriers, the separated bike facility offers a much safer. more comfortable experience for short -haul o deliveries. allowing couriers to access multiple pickup u and drop-off locations quickly without navigating mixed o vehicular traffic. This supports faster delivery cycles for businesses and reduces safety risks for both couriers co and pedestrians. Inbound food deliveries to hotels also benefit under Option 02, as hotels can coordinate with third -party apps to direct delivery drivers to appropriate curbside micro - zones. This reduces unnecessary circulation along the corridor and minimizes cross -lane vehicle stops that currently interrupt traffic flows. Additionally, the one- way pattern simplifies digital curb management tools that can dynamically assign short-term commercial delivery zones during high -volume periods. reducing stacking congestion while ensuring businesses maintain food delivery service reliability. ADCD Option 03 — Fully Pedestrianized Corridor Under this configuration, commercial food delivery logistics shift to perimeter -based service models operating from the adjacent east -west cross streets. For outbound restaurant orders, delivery drivers would stage along designated side -street pickup zones. Restaurants would have to coordinate hand-offs with app drivers through short walking transfers, assisted by delivery staff or staging runners depending on volume. Larger restaurant groups or hotels would need to assign staff to expedite these transfers during peak meal periods. Both of these would require additional costs and staffing demands on local businesses. Inbound food delivery to hotel rooms would operate similarly.. with ride -share drivers using nearby side - street loading zones. Hotels would need to adopt bell staff coordination or short -distance retrieval protocols to ensure smooth delivery hand-offs for guest orders. This approach will introduce modest operational adjustments for both businesses and delivery drivers. For short -haul bicycle couriers, pedestrianization actually creates a safer, more efficient environment for restaurant -based deliveries originating from Ocean Drive itself. Couriers can operate within the pedestrianized corridor using designated low -speed shared rules or timed access allowances, facilitating restaurant -to -hotel deliveries. Commema! food Detivenes: Outbound Restaurant Orders & Inbound Hotel food aelrvet+es a RESTAURANT AND RETAIL REVENUE DEPENDENCIES ON VISIBILITY AND FOOT TRAFFIC 3 2 1 The long-term financial viability of the businesses that line Ocean Drive, made up of restaurants. cafes, bars, boutique retailers, and small-scale hospitality providers, is directly tied to the volume, quality, and behavior of pedestrian foot traffic. Unlike regional malls or suburban commercial centers that rely heavily on destination driving, Ocean Drive operates as a highly walkable, open-air tourism corridor where the majority of restaurant and retail sales are generated from impulse visits, casual observation, outdoor dining visibility, and F, direct pedestrian engagement. In this highly competitive resort environment. visibility is a proxy for customer o acquisition. Outdoor dining frontage, architectural prominence, clear sightlines, and the density of passing � pedestrians all directly influence seat occupancy rates, 10 per -capita spending. table turnover rates, and retail browsing behavior. Design interventions that enhance or constrain these visibility and pedestrian exposure factors have profound implications for restaurant and retail revenue stability. Option Evaluations ADCD Option 01: Two -Way Travel While the widened sidewalks offer some improved Opportunities for outdoor dining frontage, the preservation of two-way vehicular traffic imposes a series of ongoing challenges that dampen both pedestrian volume and experiential quality. The physical presence of two-way traffic creates a visual and psychological separation between building frontages and the lummus Park beachfront. For pedestrians, crossing to reach restaurants and shops on the budding side becomes a negotiation across active vehicular lanes, reducing spontaneous walk-ins. especially among users who may be hesitant to cross during busy traffic periods or when traveling with children or seniors. The continuous presence of traffic along both directions fragments the public realm into two distinct zones rather than a unified pedestrian corridor. This physical barrierdirectly reduces cross -flow foot traffic that otherwise benefits both sides of the street. Businesses lose exposure to park users who might otherwise be easily drawn to outdoor cafe seating or retail storefronts. For restaurant operators in particular, outdoor dining comfort is impaired under Option 01 due to proximity to vehicle noise, engine exhaust. and occasional traffic backups associated with double-parking. ride -share drop-offs, or valet staging. These sensory intrusions reduce dwell time and discourage premium pricing structures associated with relaxed, high -quality al 1.25X WEIGHTED VALUE fresco dining. Retailers suffer parallel impacts. Impulse browsing behavior relies on high pedestrian exposure and sightline clarity to window displays. Under Option 01, the vehicular travel lanes insert visual interference that diminishes storefront visibility for pedestrians on the opposite side of the corridor While Option 01 modestly improves sidewalk capacity. a leaves business revenue heavily exposed to the limitations imposed by vehicular fragmentation. ADCD Option 02: One -Way Southbound Travel This configuration delivers meaningful improvements to both foot traffic exposure and business visibility. By simplifying traffic flow, the one-way design reduces pedestrian hesitation when crossing the corridor, allowing more fluid park -to -business movement. This leads to higher spontaneous walk-ins, greater cafr, patronage, and stronger sidewalk activation, key factor y for hospitality revenue generation. n The widened sidewalks substantially expand outouui S dining frontage. allowing restaurants to increase seat N counts while maintaining generous clear pedestrian pathways that support browsing and casual movement. = The protected bicycle lane further buffers diners from vehicular proximity, improving comfort levels. reducing r,1, i , „; noise exposure, and creating a more tranquil dining environment that supports longer dwell times and higher per -capita spend. Retail storefront visibility improves under Option 02 due to clearer sightlines across the corridor The reduced traffic conflicts create greater pedestrian flow, allowing park users, cyclists. and hotel guests to casually explore both sides of the corridor without the same navigation obstacles present under two-way configurations. Option 02 also supports stronger nighttime revenue performance. The calmer street ambiance supports improved lighting design and simplified curb operations, which foster a more comfortable nightlife environment where both dining and entertainment establishments can capitalize on outdoor seating demand well into evening hours. Overall. Option 02 reinforces the pedestrian - centered business model that supports the health of Ocean Drive's hospitality sector, while preserving essential vehicle access to support service logistics. o ADCD Option 03 — Fully Pedestrianized Corridor o From a pure business viability standpoint. this L- configuration delivers the highest potential for increased o restaurant and retail revenue through maximized foot traffic exposure, optimal visibility. and an unmatched visitor experience. By removing vehicular separation, Option 03 fully integrates the building -side and park - side public realm into a single, seamless pedestrian environment where movement is intuitive, spontaneous, and uninterrupted. Businesses no longer rely solely on sidewalk frontage, instead, they benefit from a continuous flow of potential customers circulating freely throughout the entire corridor. Outdoor dining capacities can be greatly expanded, with cafe seating extending directly into the former vehicular zone, supporting significantly larger customer volumes and longer dwell times. The immersive pedestrian setting enhances visitor comfort.. encouraging higher per -visit spending and extended stays. both strong revenue drivers for hospitality operators. Retail storefronts benefit from maximum exposure, as pedestrian movement freely shifts across both sides of the corridor, generating browsing traffic from beach visitors, hotel guests, and nighttime entertainment patrons alike. The open sightlines and lack of visual obstructions create continuous visibility for window displays and retail branding. From a psychological standpoint. pedestrian -only zones foster higher perceptions of safety, leisure, and relaxation - all factors that encourage casual spending, increased food and beverage orders, and greater receptivity to retail exploration. The district becomes more family -friendly accessible to all mobility levels, and conducive to both daytime lounging and nighttime entertainment without the discomfort of vehicle intrusion. Operationally, businesses also benefit from improved programming potential. Pedestrian ization allows for expanded event programming. including festivals, live music, and markets, that drive periodic revenue surges and attract both repeat visitation and higher -margin tourist spending Restaurant and Retail Revenue Dependencies nri Vnhifly and foot Tralhc 0 THE CITY'S ADOPTED ECONOMIC POLICIES 3 2 1 The economic context surrounding Ocean Drive is uniquely intertwined with the district's historical, cultural, and urban design frameworks. The City of Miami Beach's adopted economic policies are focused on preserving and expanding the district's role as both a world -class tourism destination and a vibrant mixed -use urban environment that balances hospitality, retail, residential, cultural, and recreational uses. Economic policy objectives adopted by the City seek to ensure the continued vitality of the area through strategies that reinforce high -value tourism, support local business sustainability. promote reinvestment in o historic properties, and diversifying the economic base, while protecting the distinctive brand identity of Miami Ln Beach. Ocean Drive sits at the center of this economic 1D ecosystem. The corridor's hotel properties. restaurants, retail venues, event spaces, and public amenities collectively generate tax revenue. employment, and visitor spending that sustain both the local economy and the City's broader financial stability. The preservation of Ocean Drive's cultural identity as an internationally recognized brand is directly linked to its economic health, while the physical conditions of the corridor — particularly its transportation and public realm design -- serve as major influencers of the visitor experience and, thereby, its business performance. Option Evaluations ADCD Option 01: Two -Way Travel From an economic standpoint, this option offers modest gains by improving pedestrian comfort and cafe frontage width, which may enhance the customer experience for businesses relying on outdoor dining revenue. The widened sidewalks address overcrowding concerns that have periodically challenged restaurant operations, especially during peak tourism periods or special events. However, Option 01 's preservation of two-way vehicular traffic potentially undermines several broader economic objectives by limiting the full experiential potential of the public realm. The persistent presence of vehicle congestion, noise, emissions. and cruising behavior diminishes the high -end destination feel that the City seeks to cultivate in order to attract upscale clientele, international visitors, and premium event programming. As Miami Beach increasingly competes with global resort destinations, expenential quality plays a decisive role in supporting the City's economic brand elevation strategy. Furthermore, two-way vehicle circulation reduces the flexibility for programmable public space activations that drive higher visitor dwell times and increased spending_ ix WEIGHTED VALUE The economic multiplier effects associated with festivals, cultural events, pop-up retail, and art installations are more limited under conditions where large portions of the right-of-way remain committed to moving traffic. In effect, while Option 01 generates modest incremental business benefits, it preserves much of the same spatial tension that has long characterized the corridor's operational challenges. ADCD Option 02: One -Way Southbound Travel This design achieves a more effective balance between sustaining necessary hotel and delivery access while substantially elevating the public realm experience for visitors and residents. The calmer, more orderly vehicular circulation pattern reduces conflicts and creates a quieter, more pleasant environment conducive to high -spending leisure activity and extended visitor engagement with the district. The separated bicycle facility is not only D consistent with multi -modal transportation goals but directly supports tourism diversification by promoting n active recreational amenities that appeal to both =7' domestic and international visitors increasingly seeking N wellness -oriented travel experiences. By broadening :3 the experiential offerings of the district beyond passive = consumption. this design will tend to support higher visitor satisfaction ratings, which in turn support repeat visitation, increased length of stay, and higher per capita visitor spending, all key economic metrics under the City's adopted economic strategies. From a business operations perspective, Option 02 offers improved curb management that supports hotel valet, shared -ride drop-offs, and service deliveries, while reducing the disruptions caused by double-parking and cruising behaviors. These operational efficiencies translate into more predictable guest experiences and stronger competitive positioning within the tourism marketplace. Additionally. the design's compatibility with expanded event programming, outdoor markets, and cultural performances generates new revenue opportunities for both the private and public sectors. In the longer term, Option 02 contributes to property value stabilization by reinforcing Ocean Drive's brand as a premium pedestrian -oriented destination that remains compatible with high -end hospitality uses, while protecting the core, historical identity that drives o the area's sustained appeal. Its economic benefits are Ln not limited to short-term business operations but extend o into long-term reinvestment confidence by ensuring the - corridor remains attractive to both visitors and capital 8 markets. ADCO Option 03 — Fully Pedestrianized Corridor This pedestrian model, adopted in multiple global resort destinations, directly supports the City's highest -level economic policy objective: positioning Miami Beach as an international model for climate -resilient. experiential urban tourism built around walkable, vibrant public realms that serve as both cultural showcase and economic generator. The full peciestrianization of Ocean Drive enables the City and its business community to unlock significant event programming capacity, converting the street into an outdoor venue that supports high -value festivals, art installations, culinary events, wellness activities, and cultural performances —all of which generate substantial incremental visitor spending and media exposure that reinforces the district's global brand identity. These programming opportunities produce spillover benefits for hotel occupancies, restaurant revenues, and local employment, while allowing the City to activate multiple revenue streams tied to public -private partnerships, sponsorships, and destination marketing initiatives. From a visitor experience perspective, the complete removal of vehicles transforms Ocean Drive into a uniquely immersive environment that fosters longer visitor dwell times, safer family -oriented experiences. and a higher -quality hospitality product that supports luxury positioning. Internationally, pedestrian districts are repeatedly shown to produce higher per -square -foot retail revenues, greater outdoor dining performance, and stronger real estate value appreciation due to the premium placed on traffic -free, destination -quality public spaces. Long-term, Option 03 represents the clearest alignment with the City's adopted economic policies by directly advancing all four major economic goals: preserving the The City's Adopted Econorruc Policies district's historic identity, maximizing visitor experience, expanding programming potential. and strengthening reinvestment confidence. By fully shifting the economic model from one rooted in vehicular accommodation to one centered around high -value pedestrian experiences, Option 03 secures Ocean Drive's position as a world - class. resilient, economically sustainable destination uniquely equipped to compete within an evolving global tourism economy. D !y 0 3 r;D r« THE CITY`S MULTI -MODAL TRANSPORTATION POLICIES 3 1 2 Multi -modal transportation is a central pillar in Miami Beach's adopted mobility policies, deeply tied to both the operational realities and long-term vision of the Art Deco Cultural District. Unlike many conventional transportation corridors, Ocean Drive serves a complex hybrid role that functions simultaneously as a transportation spine. public gathering space, and global cultural icon. These overlapping functions place unique demands on its transportation framework that extend well beyond simple vehicular use concerns. The City's multi -modal policies reflect this complexity by prioritizing pedestrian -tirst design. integrating safe and o connected bicycle facilities. reducing auto dependency, supporting emerging micromobdiiy trends. and ensuring Un coordinated linkages with public transit systems. kD The significance of multi -modal transportation within this corridor derives directly from its physical and socio-cultural context. Ocean Drive sits within a dense urban fabric with limited right-of-way, extremely high pedestrian volumes, diverse business uses, a highly active tourism realm. The City's overarching policy frameworks. as reflected in both the Vision Plan and adopted mobility plans, explicitly call for reducing the dominance of private vehicles, enhancing walking and cycling networks, improving connections to transit. and integrating shared -mobility solutions. The goal is not simply modal coexistence, but rather a systemic rebalancing that prioritizes space -efficient, environmentally sustainable, and experience -oriented modes of movement appropriate to the district's function as a world -class urban destination Option Evaluations AND Option 01: Two -Way Travel While this alternative introduces certain multi -modal elements. its approach remains fundamentally vehicular - centric, preserving substantial space for automobiles while providing only marginal accommodation for non - automobile users. The widened sidewalks do represent a meaningful enhancement to pedestrian comfort, addressing overcrowding that currently occurs during peak periods. However. the use of shared -lane bicycle markings falls short of providing safe. predictable, and comfortable cycling conditions consistent with contemporary best practices or the City's stated multi - modal priorities. In high -volume pedestrian -tourism environments such as Ocean Drive, shared lanes tend to produce unpredictable conflicts between cyclists and drivers, often discouraging broad use of cycling as a WEIGHTED VALUE viable mode choice for less confident or casual riders. The retention of two-way vehicular flow also sustains high levels of vehicular access that perpetuate congestion, cruising behavior. and limited curbside management flexibility. The presence of vehicles competing for space alongside vulnerable road users undermines the modal hierarchy the City seeks to achieve. Furthermore, by maintaining two-way flow, opportunities for integrated curbside drop-off. deliveries, and shared -ride operations become more constrained. limiting operational adaptability as mobility technology evolves. In the short term, Option 01 may produce incremental improvements in pedestrian comfort but does little to shift overall travel behavior away from auto -dependence. In the long term, it risks locking in a vehicular geometry that becomes increasingly misaligned with the Cit, D evolving multi -modal policy objectives and regional transit integration efforts. The corridor would rem,n susceptible to ongoing congestion. inefficiencies ii i curb utilization, and safety conflicts between modes. 3 ultimately undermining the City's aspiration to elevate =) Ocean Drive into a leading example of pedestrian centered design. 0 Un W 0 Un 00 ADCD Option 02: One -Way Southbound Travel Option 02 introduces a more balanced configuration. This design better reflects the City's multi -modal goals by reducing auto dominance, while substantially enhancing the safety, comfort, and visibility of active transportation users. The one-way vehicular operation inherently reduces overall traffic volumes and vehicular conflict points while simplifying curbside management and opening space for enhanced streetscape features that support walking, resting, and passive recreation By introducing physically protected bicycle lanes, Option 02 delivers a facility that accommodates both experienced and novice cyclists while promoting year- round recreational and utilitarian bike use. This dedicated facility better supports emerging micromobility modes, such as electric scooters, cargo bikes, and adaptive bicycles, which are increasingly relevant in the City's transportation landscape. The protected cycling infrastructure also complements the City's broader network of east -west bike corridors and aligns with Miami-Dade's 2045 Long Range Transportation Plan, which prioritizes safe, connected bicycle facilities throughout the regional mobility framework. The one-way vehicular operation also provides a natural foundation for improved transit shuttle circulator routing, creating potential synergies with Collins Avenue and Washington Avenue transit priorities. The simplified traffic geometry allows for better synchronization with loading zones, hotel pick-ups, valet operations, and delivery activities, thus improving operational efficiency across multiple transportation modes. Importantly, Option 02 reflects the mufti -layered nature of Miami Beach's mobility policies by accommodating automobiles, bikes, pedestrians, and transit -supportive curb management without privileging any single mode to the detriment of others. Over time, Option 02 enables gradual mode shift as walking, biking, and shared ride options become more attractive, while still maintaining essential limited vehicular access needed for hotel operations, deliveries, and residents. By striking a more equitable balance among modes, this option future -proofs the corridor against shifting transportation technologies and user expectations. ADCD Option 03 — Fully Pedestrianized Corridor Option 03 presents the most definitive alignment with the City's pedestrian -focused policy objectives by fully pedestrianizing the corridor and eliminating general vehicular traffic entirely. In doing so, it transforms Ocean Drive into a pedestrian -dominant civic space, unencumbered by vehicular conflicts, noise, or emissions. From a transportation policy perspective, this directly supports the City's objectives for public realm activation, placemaking, environmental sustainability, and safe, accessible mobility. The removal of vehicular traffic allows for expansive pedestrian promenades, flexible programming space, enhanced outdoor dining opportunities, and universally accessible walking environments that serve both residents and visitors. Without competition for curbside loading or conflicts between modes, pedestrians of all ages and abilities would experience the full extent of the corridor as a continuous civic plaza, integrated seamlessly into the adjacent Lummus Park. This configuration directly supports the City's emphasis on walking as the primary mode for movement within the Art Deco District While Option 03 removes dedicated bicycle facilities, the elimination of vehicles allows for the full corridor to The City's Multi -Modal Transportaliorr Pollens serve as a flexible shared space for cyclists. scooters, and other micromobility users. From a multi -modal perspective, the Vision Plan's proposed typical section does not account for a dedicated bike infrastructure and assumes that cyclists and pedestrians will share the same area. A lesson learned from the City's beachwalk infrastructure is that the City received many complaints from residents about collision conflicts and safety concerns between pedestrians and cyclists (and other non -motorized users skateboards, scooter users, etc.). There is a reasonable expectation that, with the popularity and extensive use of the existing bike lanes, it is natural that residents will expect to have continued demands on connectivity. exacerbating concerns and conflicts that could arise. Additionally, full pedestrianization introduces a set of operational complexities that require comprehensive curbside management planning on adjacent streets. Hotel arrivals, deliveries, service vehicles, and emergency access must be addressed through enhanced valet zones, timed deliveries. and coordinated access protocols on cross streets and service alleys. This becomes problematic when trying to accommodate for these operational complexities, because the full- pedestrianization will essentially convert every east - west street into a dead-end street. Given the feedback and previous experiences with DTPW, where use of the Ocean Court alleyway as a thoroughfare became a major 0) source of concern for safety, all the streets terminating on ? Ocean Drive would be dependent on Collins Avenue for 3 north -south connectivity. This eliminates the possibility CD of those street segments to become t -way couplets and would require them to remain as 2-way streets. This — would limit the ability to accommodate dedicated bike lanes, and it would require facilities that provide for vehicular turn-arounds, both of which are challenging to be fit within the built -out, limited right-of-way. 0 m 0 0 �n CO t;o �i + t Me City s Multi -Mortal Transportation Policies 0 rn 0 Un 00 W THE CITY"S ADOPTED HISTORIC PRESERVATION POLICIES 3 2 1 The Art Deco Cultural District is internationally renowned for its concentration of Art Deco, Streamline Moderne, and Mediterranean Revival architecture, creating an irreplaceable historic landscape that directly defines Miami Beach's global brand and serves as a primary engine for its tourism -driven economy. Because of this, historic preservation policy is not a secondary regulatory overlay but rather the governing framework through which all physical modifications must be evaluated These policies, specific to this project. seeks to maintain the spatial and experiential integrity of the district's streetscapes in a manner that is respectful of its architectural character. Preservation in this corridor is not solely about the facades of individual buildings but extends to the collective relationship between architecture, landscape, street geometry. and public realm. The Art Deco buildings were conceived in close relationship to the public promenades, open-air sidewalk cafes, low -scaled pedestrian -friendly streets, and the unobstructed views toward Lummus Park. The City's adopted preservation policies therefore recognize both the built structures and the historic spatial relationships that give Ocean Drive its unique cultural and architectural significance. Option Evaluations ADCD Option 01: Two -Way Travel While the curbless configuration introduces some flexibility that echoes certain principles of preservation (notably, the desire for more seamless pedestrian accessibility and fluid movement) the preservation challenges emerge in the reintroduction of a two- way vehicular traffic pattern along Ocean Drive. The reintroduction of continuous two-way traffic reasserts automobile priority in a space that was historically more pedestrian -oriented. The physical accommodation of two-way vehicle flow coupled with the required Green Book clearance offsets reduces opportunities for providing pedestrian -centered improvements and reduces opportunities for historically sympathetic landscaping and furnishing elements that contribute to the district's character. From a preservation standpoint. the increased vehicular presence also introduces negative secondary effects, including noise, emissions, and visual clutter, distracting pedestrians from the historic facades they are intended to engage. While Option 01 maintains compliance with the basic parameters of preservation ordinances regarding building structures themselves. it is less aligned with the experiential preservation of the district's WEIGHTED VALUE historically intended public realm. Over time, Option 01 may contribute to a slow erosion of the corridor's authentic historic character by subtly shifting its functional identity from a pedestrian -centric promenade to a more conventional mixed -traffic street. This change would not likely rise to the level of direct regulatory non-compliance but may, through cumulative effects, dilute the distinctive qualities that the City's preservation policies are specifically intended to safeguard. ADCD Option 02: One -Way Southbound Travel In contrast, Option 02 reflects a more nuanced balancing of transportation modernization and historic preservation principles. By consolidating vehicle movements to one direction, Option 02 materially reduces both the volume and complexity of traffic conflicts, restoring a calmer and more visually unobtrusive streetscape that more closely approximates a balanced pedestrian D experience. The expanded sidewalks recreate a sense of generous pedestrian promenade consistent with the n design patterns of Miami Beach's early 20th-century ZY resort planning traditions. They allow the historic hotel 3 facades to reassert their architectural prominent Z3 provide ample space for sidewalk cafe activity that = was a defining feature of the district's mid-century rise, and create a buffer from vehicular intrusion that supports preservation of both aesthetic and functional characteristics of the district. The protected bicycle facility is spatially and visually distinct, minimizing conflict with historic vistas while serving the City's present-day mobility needs. Importantly, the introduction of the protected cycle track would be executed at a human scale that would not disrupt the visual hierarchy between pedestrians, buildings, and landscape. Option 02, therefore, supports both the technical and experiential dimensions of the City's preservation policies by protecting viewsheds. activating public frontages. limiting vehicular dominance, and ensuring that new infrastructure layers are sympathetic to historic patterns of scale and use. Its long-term implications are highly compatible with both preservation and adaptive reuse goals, fostering sustainable tourism while safeguarding the architectural integrity that underpins the district's global reputation. o ADCD Option 03 — fully Pedestrianized Corridor N Option 03 offers the most preservation -forward design o outcome by fully pedestrianizing Ocean Drive and 1- eliminating regular vehicular access altogether. This tQ0 option restores the spatial primacy of the historic hotel facades and creates a continuous linear plaza condition that is highly consistent with a design logic prioritizing a promenade culture. The absence of cars allows for uninterrupted visual corridors. improved air quality, reduced ambient noise. and a far more immersrve interaction with the historic architecture. It reinstates the full relationship between buildings, Lummus Park, and the ocean that was initially envisioned when Ocean Drive developed as a resort promenade rather than a transportation conduit. By allowing the entire right-of-way to function as an integrated pedestrian civic space. Option 03 creates maximum flexibility for historic interpretive programming, cultural activations, and experiential enhancements that elevate the public's engagement with the district's architectural legacy. The elimination of vehicular infrastructure requirements also simplifies surface design treatments, enabling material choices and furnishing selections that better reflect the period character and design vocabulary of the Art Deco movement. In the long term, Option 03 best embodies the City's preservation policies by fully prioritizing the human -scale, pedestrian -oriented spatial experience tha' defined the original character of the Art Deco Cultural District. It maximizes preservation outcomes not only in the narrow regulatory sense of architectural compliance but in the broader. more meaningful preservation of place identity, atmosphere, and authentic visitor experience. Me City s Adopted Hrstorrc Preservation Pokies D v 0 3 (D THE CITY'S ADOPTED STORMWATER AND UTILITIES POLICIES 3 2 1 The issue of stormwater and utility infrastructure represents one of the most consequential and technically complex dimensions of the Ocean Drive redesign effort. This topic lies at the very core of Miami Beach's long- term viability as a coastal city built upon low-lying barrier island conditions. The Art Deco District and Ocean Drive are physically constrained, heavily urbanized, and historically vulnerable to coastal flooding, king tides, groundwater intrusion, and tropical storm events. Stormwater management within this area is uniquely F, challenged by the district's flat topography, high rn groundwater table, aging utility networks, and its highly o protected built environment, which limits extensive sub- 0 utility reconstruction without risk to historically Ln significant structures. In response to these physical 1O constraints, Miami Beach has adopted some of the most aggressive stormwater adaptation and utility resiliency policies of any coastal city in North America. These policies emphasize multiple key objectives. minimizing tidal backflow intrusion, increasing pumping capacity, elevating public infrastructure where feasible, integrating green infrastructure where practical, and modernizing subsurface utilities to withstand saltwater corrosion and hydrostatic pressure. The City's integrated stormwater management master plan serves as the policy foundation against which all new capital improvements within the Art Deco District must be evaluated. The significance of stormwater and utility considerations along Ocean Drive is amplified by the corridor's existing infrastructure complexity. Beneath its right-of-way lies a dense concentration of potable water, sanitary sewer, electrical, telecommunication, fiber-optic, and stormwater drainage systems. Several of these systems are either nearing or exceeding their original service life and are increasingly vulnerable to both chronic and acute flood events. Therefore. any redesign of Ocean Drive creates a once -in -a -generation opportunity to not only modernize the streetscape but to recalibrate buried infrastructure in accordance with long-term resiliency goals. In evaluating how each proposed configuration intersects with the City's adopted policies, it is important to consider both the direct physical implications on infrastructure installation and maintenance, as well as the broader hydrological and operational consequences tied to each design alternative. WEIGHTED VALUE Option Evaluations ADCD Option 01: Two -Way Travel Under Option 01, the opportunity for improved stormwater performance exists but is constrained by the relatively large remaining paved vehicular surface area. While the curbless cross-section allows for some flexible surface grading to promote surface -level sheet flow toward integrated catch basins or trench drains. the continued accommodation of bi-directional vehicular traffic limits the space available for meaningful green infrastructure installations such as bioswales, rain gardens, or tree planters capable of supporting stormwater infiltration. Moreover, the ongoing presence of heavy vehicular loading poses risks to subgrade structural integrity, particularly for utilities upgraded to resist saltwater infiltration but still vulnerable to dynamic load -induced settlement. The two-way vehicular D circulation also complicates the strategic elevation of::* the roadway platform that might otherwise assist in n mitigating future sea level rise projections. In effect, ? Option 01 preserves much of the existing elevation CD constraints that challenge both existing and future =) utility performance, which may require the stormwater = network to rely heavily on mechanical pumping rather than passive flow as sea -level impacts get exacerbated. �06 From a long-term operational perspective, Option 01 provides limited advancement toward the City's stormwater master plan objectives. While selective replacement of subgrade utilities can be incorporated during reconstruction, the spatial competition between utilities, vehicular zones, and pedestrian improvements remains largely unchanged. Maintenance access to utilities beneath travel lanes remains complicated by the constant presence of traffic, limiting flexibility for ongoing system inspection and upgrades. ADCD Option 02: One -Way Southbound Travel Option 02 introduces a one-way southbound configuration with widened sidewalks and a fully separated two -directional bicycle facility. This revised allocation of right-of-way materially enhances the capacity to implement the City's stormwater adaptation goals By reducing the paved vehicular footprint, this alternative allows for expanded green infrastructure zones, larger curb extensions, and greater surface area o dedicated to pervious materials. These changes directly A reduce the volume of stormwater runoff generated o during routine rainfall events and provide additional - infiltration capacity that relieves pressure on requiring tOO purnp-dependent drainage networks. Critically, the simplification of traffic flow into a single travel direction also creates operational flexibility for staged utility access, trenching, and future maintenance. With one travel lane rather than two, partial closures for utility work can be managed with reduced disruption to traffic circulation and pedestrian flows. Subsurface utility reconstruction under Option 02 would also benefit from more efficient staging areas for construction equipment and material laydown, particularly in the constrained confines of Ocean Drive's existing parcel frontages. Larger utility corridors can be constructed outside the direct vehicular load path, reducing both initial construction complexity and long- term maintenance exposure. While Option 02 does not fully eliminate the hydrological vulnerability of the district, a meaningfully advances the City's integrated approach to resilient utility and stormwater infrastructure. The additional spatial allowances support layered solutions that blend mechanical, green, and passive systems, offering improved operational redundancy during extreme weather events. AND Option 03 — Fully Pedestrianized Corridor Option 03 presents the most transformative opportunity with respect to stormwater and utility resiliency. By fully pedestrianizing the corridor and removing vehicular traffic altogether, this configuration maximizes flexibility for comprehensive infrastructure redesign unconstrained by vehicular loading patterns, lane geometry, or curbside operational needs. With the full right-of-way liberated, large-scale surface grading can be introduced to promote highly efficient surface -level stormwater movement toward purpose-built infiltration and storage areas embedded within the corridor. The absence of vehicular loading does not capitalize on the opportunity for shallower utility installations with reduced structural reinforcement requirements, which could simplify both construction and long-term maintenance: however, because of the need for a wide section to be accessible by fire and emergency vehicles.. these benefits are somewhat negated. The full pedestrianization allows integration of subgrade utility corridors with wider separations between utility types. The Cilys Adopted Storrowd ter acid Utilities Policies improving safety, minimizing cross -system conflicts, and providing ample working clearances for inspection, repair, and eventual system replacement. In addition, the elimination of vehicle traffic removes Much of the hydrocarbon and heavy metal pollutants typically introduced into the stormwater system from roadway runoff, thereby reducing the overall contaminant load entering the receiving waters This has direct implications for water quality compliance under the City's NPOES perrrnt obligations. The pedestrian -only model introduces some secondary challenges related to utility service access for adjacent commercial uses. Deliveries.. waste management.. and utility service calls will require comprehensive curb management and off -hour protocols along adjacent streets. However, these operational adjustments are fully surmountable and are already well -established in other international pedestrian districts facing similar challenges. D v C� 3 CD D CITY'S ADOPTED SUSTAINABILITY AND RESILIENCY POLICIES 3 2 1 �11111 The City of Miami Beach has long confronted the complex challenges posed by its unique geographic, environmental, and cultural setting. The Art Deco Cultural District and Ocean Drive are not only internationally iconic but also highly vulnerable to climate change impacts. storm surge, sea -level rise, and tropical weather systems. Ocean Drive, specifically, is less vulnerable to sea level rise -related inundations, because of the fact that the corridor sits on a higher topography than the western portions of the City. The City has accordingly advanced a series of sustainability and resiliency policies to protect its public realm, historic assets, and o economic vitality while enhancing the livability of its urban core. Within this context, evaluating the proposed � configurations for Ocean Drive through the lens of these t° policies is central to selecting an option that aligns with both current and long-term resilience objectives. Ocean Drive sits at the intersection of environmental vulnerability and global visibility. Rising seas, increased rainfall, hotter temperatures, and extreme weather events place growing stress on public infrastructure, private development, and historic resources. In parallel, the district's economic function as a destination for tourism, hospitality, and cultural events creates a need for consistent functionality and minimal disruption during and after environmental events. Sustainability and resiliency are not simply peripheral considerations in this corridor: they are foundational requirements that cut across planning, design, and operations. The City's policies emphasize adaptive design, green infrastructure, stormwater management, expanded park spaces, ecosystem restoration. and public -private partnerships to ensure the district remains vibrant, safe, and accessible in the decades to come Option Evaluations AND Option 01: Two -Way Travel In terms of sustainability, the curbless design provides inherent flexibility for stormwater management interventions such as permeable surfaces, bio-retention areas. and future adaptive retrofits. The two-way configuration preserves limited vehicular circulation which can assist in facilitating business's abilities to prepare for emergency events. This is a factor aligned with resiliency operations planning. The inclusion of vehicular flow, while preserving a heat -generating impervious surface area. increases the potential for urban heat island, since the roadway areas and the required safety clearances cannot accommodate 93 WEIGHTED VALUE substantial tree canopy and shaded pedestrian zones able to offset the heat gain. The shared bicycle facility (sharrows) introduces multimodal flexibility but lacks dedicated protection, which may limit its long-term viability as cycling volumes increase in response to climate -sensitive transportation shifts. The widened sidewalks support the City's public space activation goals, while enabling flexible response to future needs. such as accommodating passive water management systems In the short term, Option 01 offers an incremental improvement that balances preservation of vehicular flexibility with some gains in public realm quality. Its partial reduction in paved area by eliminating parking offers some stormwater benefit compared to existing conditions, though not to the extent of more transformative options. Over time. however, retaininf7 D two-way vehicular traffic may present challenges t� achieving the City's stated emissions -reduction targe. n and long-term vehicle -reduction goals. The absence of =T protected bicycle infrastructure may undercut mode shift CD efforts aimed at reducing reliance on carbon -emitting � transportation, particularly during climate emergencies or fuel shortages. 0 1, 1-4 Un 00 W ADCD Option 02: One -Way Southbound Travel The one-way southbound configuration allows for substantial curbside sidewalk expansion, resulting in both a 10-foot two-way protected bike facility and generous sidewalks adjacent to the park edge. This configuration optimizes land use allocation in favor of lower -impact mobility modes while significantly expanding green infrastructure potential. The separated bicycle lanes directly align with resiliency planning, encourages year-round alternative transportation, and reduces heat emissions associated with car use. The simplified traffic flow of one-way operation further allows for more effective integration of permeable pavement systems, vegetated swales, and reduces the footprint of safety roadway clearances that expand opportunities for canopy cover, all of which are critical to managing both stormwater runoff and urban heat island effects Additionally, the design can more readily accommodate infrastructure that anticipates future sea level rise elevations by reducing the structural and grading complexity associated with two-way vehicular operations. Option 02 delivers the strongest balance between near - term functional improvements and long-term resiliency alignment. It fosters mode shift toward cycling and walking. reducing greenhouse gas emissions and automobile dependence while improving public health outcomes. Expanded green infrastructure opportunity zones will contribute to stormwater infiltration, reducing the burden on the City's existing drainage network. The one-way operation simplifies emergency management protocols. such as staged street closures during storm events. However, the reduced vehicular access may present transitional friction for certain business operations reliant on private car arrivals. particularly for hotels and valet services, unless mitigated through enhanced curb management policies. AND Option 03 — Fully Pedestrianized Corridor Option 03 represents the most aggressive commitment to resiliency and sustainability principles. By fully removing general vehicular access and dedicating the corridor entirely to pedestrian activity, this alternative maximizes opportunities for pervious area expansion, heat mitigation, and stormwater management capacity. It is important to note that while full pedestrianization provides greater opportunity for the inclusion of permeable areas in the form of landscape planters or pervious surfaces. the use of these would not be as extensive, since these would reduce hardscaped, surface floor areas that could be used for outdoor cafe seating, activation. and amenities. The absence of private vehicles entirely eliminates tailpipe emissions from the corridor and provides the greatest opportunity for resilient material selection. surface grading for sheet flow, and future integration of passive tlood adaptation features. The pedestrian -only configuration aligns with global best practices for creating destination -driven qualities. Moreover, this design integrates seamlessly with the proposed expansion of LUmmUS Park. creating an uninterrupted green public realm that supports both ecological restoration and socio-cultural vibrancy. The transformative nature of Option 03 produces substantial long-term sustarnability benefits but introduces near - term operational tradeoffs. Without vehicular access, certain service deliveries, hotel operations, and emergency response logistics will require carefully designed solutions or off -hour protocols. - Crry s Adopted Sustanwbrhty and ResrkerIcy fbi/cIes ARCHITECTURAL HERITAGE & VISUAL INTEGRITY 3 2 1 The question of architectural heritage and visual integrity sits at the core of any design intervention along Ocean Drive, as this corridor constitutes one of the most recognizable and carefully protected collection of architecturally -significant historic buildings in the United States. Ocean Drive, therefore, serves as the visual and cultural centerpiece of the district, framing the relationship between architecture, landscape, and public space that defines Miami Beach's global identity. The City's adopted preservation guidelines are not limited to the physical structures themselves but extend to the broader spatial relationships that exist between o building facades. the pedestrian realm, streetscape furnishings, and the public experience of the corridor. 000 The preservation framework emphasizes the importance 1D of maintaining the low-rise horizontal massing, rhythmic architectural repetition, pastel color palettes, stepped rooflines, decorative detailing, and intimate pedestrian scale that together create the unique urban fabric of Ocean Drive. Importantly, these guidelines explicitly recognize that alterations to the public realm, such as roadway configuration, sidewalk dimensions, lighting, furnishings, and landscaping, can directly influence the visual prominence and experiential appreciation of the architectural heritage Option Evaluations ADCD Option 01: Two -Way Travel Under Option 01, the proposed curbless two-way configuration retains a generally conventional street alignment while widening sidewalks and introducing shared -lane markings for bicycles. In visual terms, the widened sidewalks offer some improvement in the spatial relationship between the pedestrian realm and the historic building facades, allowing for expanded sidewalk cafes and restored alignment between ground - floor uses and public movement. These conditions recreate a portion of the intimate sidewalk cafe culture that has defined the outdoor. leisure character of Ocean Drive. However, the preservation of two-way vehicular traffic introduces significant challenges to the visual and spatial integrity of the district. The physical dominance of vehicles competes visually with the historic facades, introduces constant motion and noise, and could obstruct views of the architectural details at the eye - level pedestrian experience. The continuous presence of vehicles also reinforces a functional hierarchy that places automobiles as the primary users of the corridor, diminishing the intended prominence of the pedestrian all WEIGHTED VALUE experience. While Option 01 may technically comply with baseline preservation regulations relating to structural protection, it does not fully advance the City's preservation goals regarding the visual prominence and experiential integrity of the district's architectural assets. The design risks perpetuating the gradual erosion of the public realm's ability to properly showcase the historic facades, instead preserving a functional balance more typical of mixed -traffic corridors than of carefully curated historic destinations. AND Option 02: One -Way Southbound Travel The one-way alignment substantially reduces the overall volume and complexity of vehicular movement, reducing both visual and operational conflictsthat currently detract from the pedestrian's ability to fully engage with the architectural setting. With the reduction of vehicles, the architectural facades regain greater visual prominence. D Wider sidewalks create broader unobstructed viewing opportunities, allowing for richer public appreciation n of signature Art Deco elements such as eyebrows, ? porthole windows, ziggurat rooflines, and decorative N reliefs. The protected bicycle facility introduces a clear spatial organization that supports visual order, _ while simultaneously providing an appropriate scale transition between pedestrian zones and adjacent traffic movement. The reduction of vehicular intrusion in Option 02 also allows the district's lighting, street furniture, and landscape palette to be designed with greater sensitivity to the period character, without the visual clutter and operational constraints that multiple traffic lanes impose. This alignment better supports the preservation of the horizontal visual rhythm that is central to the Art Deco aesthetic. It fosters an experience where architecture, landscape, and pedestrian activity are visually coherent, dynamic, and fully integrated In the long-term. Option 02 provides a well -calibrated balance between respecting the architectural heritage and accommodating functional access for hotels. deliveries, and essential services. It allows for preservation policy objectives to be realized not merely as a technical compliance exercise but as a living, visually immersive experience that strengthens the City's global brand as a destination for cultural and architectural tourism. o ADCD Option 03 — Fully Pedestrianized Corridor ch Option 03 represents the most preservation -forward. o This design approach directly responds to the core visual and experiential intent of the City's preservation guidelines, restoring the full relationship between the historic facades, the public realm, and the oceanfront park By eliminating vehicle movement and curbside parking entirely, the historic hotel architecture assumes complete visual dominance of the streetscape The pedestrianized corridor allows for an entirely pedestrian - centric visual field where public space design, through pavement detailing, lighting, planting, street furnishings, and interpretive elements, can be fully curatedto reinforce the desired experience. The uninterrupted ground plane allows the district's architectural and cultural identity to be fully expressed without visual interruption from cars, buses, or drop-off and valet activities Additionally, the flexible plaza condition created by pedestrianization allows the City to program cultural heritage events, guided walking tours, preservation education installations, and public art displays that celebrate and amplify the architectural heritage. - Architectural Heritage & Visual 110901y Q rn 0 Un co PUBLIC PROGRAMMING AND EVENTS 3 1 2 Public programming and events form a foundational component of the Miami Beach Art Deco District's cultural identity and economic vitality. Ocean Drive, in particular, functions not only as a transportation corridor but also as a civic stage that supports the City's year-round calendar of festivals, parades. cultural celebrations, live music, art fairs, community gatherings. and destination - defining global events such as Art Deco Weekend, South Beach Wine & Food Festival, the Air & Sea Show, and a variety of Art Basel activations. The City's preservation guidelines recognize that protecting the district's cultural authenticity involves safeguarding not only the built form but also the public activities, traditions, and event culture that have evolved within and around this historic setting. Ocean Drive's design must support, in concert with Lummus Park, the dual role of permanent public realm quality and flexible accommodation of periodic large-scale public events, while still maintaining visual coherence with the historic architecture, preserving viewsheds, and ensuring that public programming remains integrated into the pedestrian experience rather than competing with it. The spatial geometry, curbside programming, circulation functionality, and visual permeability of any design alternative directly influences the City's ability to continue curating vibrant public events that both honor the district's heritage and reflect its contemporary identity as a global cultural hub. while continuing to support the City's economy. Option Evaluations ADCD Option 01: Two -Way Travel While the widened sidewalks offer improved staging space for smaller -scale, linear events such as sidewalk dining, pop-up performances. art displays, or holiday decorations, the retention of two-way vehicular traffic materially limits the full-scale programming potential of the corridor. The continuous presence of active vehicular lanes creates operational and safety barriers that make spontaneous public gathering less comfortable and diminishes the corridor's suitability for major event staging without full road closures. From a practical standpoint, larger events under Option 01 would continue to require full or partial closures of the vehicular roadway in order to accommodate stages. tents, vendor booths, or large audiences, introducing additional logistical complexity, traffic detours, and enforcement burdens. The dual -directional traffic flow also creates conflict points for temporary fencing, WEIGHTED VALUE emergency access, and equipment staging during event periods, potentially complicating the layout and reducing usable event footprint relative to the corridor's full width. Aesthetically, the persistent visual presence of two- way vehicular activity compromises the district's ability to fully express the immersive event culture that defines much of its local identity. Public programming risks being visually subordinate to traffic movements. diminishing the sense of civic ownership that open festival spaces typically evoke. In short, while Option 01 preserves basic event functionality. it constrains the corridor's ability to fully integrate public programming as a seamless and natural extension of the public realm. AND Option 02: One -Way Southbound Travel This option produces a significant reouction in vehicular dominance, while preserving essential hotel access and delivery functionality. The one-way flow simplifies event logistics by consolidating traffic into a single, n more predictable directional stream. reducing conflicts ? during load -in, load -out, and staging phases of event 3 operations. The expanded sidewalk zones provide substantially greater contiguous frontage for cafes,'= vendor booths, temporary installations, and interactive art elements, allowing for richer layering of programming 1:1 0 4 0 0 00 LD along both edges of the corridor without immediately encroaching upon the travel lane. The protected bike facility also offers operational flexibility during events, potentially serving as a buffer zone for controlled crowd flow or limited -use staging without interrupting primary vehicular or pedestrian movement. Under Option 02, mid -sized public events such as cultural markets, street fairs, and seasonal festivals can operate with greater continuity and lower disruption. While full- scale parades or large -capacity public concerts may still require temporary full closures, the day-to-day flexibility to accommodate smaller cultural activations becomes significantly more feasible and visually coherent. Importantly, the one-way configuration enables more frequent partial closures for recurring smaller events, such as farmers markets or open -street evenings. with reduced impact to hotel guests. emergency access, or cross -street traffic patterns. The improved balance of operational access and public realm activation supports the City's goal of making public programming a permanent layer of the district's cultural identity. ADCD Option 03 — Fully Pedestrianized Corridor In this configuration, the corridor becomes an unrestricted, fully programmable public space capable of hosting events at every scale -- from small daily activations to major international festivals — without the constraints or operational conflicts inherent to vehicular access. With no travel lanes or curbside vehicle operations to manage, event planners gain the ability to freely deploy stages, tents, seating, vendor booths, art installations, and performance spaces throughout the full width of the street while still preserving safe circulation for attendees. The design allows for highly flexible crowd management, emergency access routing, and service logistics, as needed, without compromising pedestrian experience or obstructing key architectural vistas. Pedestrianization allows the City to fully integrate public programming as a signature design feature of Ocean Drive. The street becomes not merely a platform for events but a continuous civic venue where daily life, cultural expression. and historic architecture coexist fluidly. Operationally, Option 03 does provide unique challenges to larger -scale events. It is likely to increase conflicts with vehicular access demands associated with load - in, load -out, and staging phases of event operations, particularly large-scale events. Currently, access to event setup areas are achieved by providing access through Lummus Park and existing onto Ocean Drive. During these conditions, heavy equipment and machinery performing load and off-loading activities would need to traverse the pedestrianized corridor and would require careful pre -planning and on -site staff to direct traffic and pedestrian activities. Pubtrc Piograrnm og and Events i EVENT LOGISTICS AND PROGRAMMING FLEXIBILITY 3 2 1 Ocean Drive's identity as an internationally recognized resort destination extends beyond its architectural and hospitality assets; it is also an active civic stage for cultural events, parades, film shoots, special events, street festivals, and public art activations. The corridor's ongoing viability depends not only on daily business performance but also on its ability to operate as an adaptive public realm, capable of hosting diverse programming that attracts visitors. supports tourism cycles, and strengthens Miami Beach's cultural profile. Effective public realm design for activation depends on a physical flexibility, operational simplicity, service access, o and the ability to efficiently execute event logistics 1_" such as load-in/load-out, staging. vendor access, and 000 temporary closures without excessive disruption to 1D hotel operations or business viability. Option Evaluations AND Option 01: Two -Way Travel From an activation perspective, this configuration preserves some flexibility but is heavily constrained by operational conflicts between activation programming and ongoing vehicular circulation. For smaller -scale activations such as limited pop-up markets or single - block programming, Option 01 can accommodate select temporary closures during off-peak periods or by implementing rolling lane closures. However, two- way traffic patterns impose considerable limitations on the frequency, scale, and ease of closing portions of the corridor. Full event closures require significant logistical coordination with police, traffic management, and business operators due to the impact on opposing directional flows and vehicular access patterns. Event load-in/load-out windows become more compressed under Option 01, as event crews must stage equipment, tents, vendor materials, and event vehicles while navigating live two-way traffic during most operational hours. Even when full closures are approved, adjacent east -west streets and hotel valet functions experience extended operational conflicts due to traffic diversion and service access restrictions. Film shoots and larger cultural activations that require clear backdrops, sound control, or broad public access zones are hindered under Option 01 due to the persistent presence of vehicular infrastructure. traffic noise, and service conflicts along both travel lanes. Parades are functionally possible under Option 01 but require extensive advance planning, full closure approvals, and significant police staffing to manage conflicting two- way traffic closures. These factors drive up operational WEIGHTED VALUE costs. reduce activation spontaneity, and limit the ease with which annual or impromptu civic events can be programmed. ADCD Option 02: One -Way Southbound Travel This design configuration significantly improves the operational flexibility for activation programming while maintaining manageable vehicular access. The simplified one-way flow allows partial closures of the vehicular lane for limited activations. while preserving service access on remaining cross -streets and secondary routes. This allows for greater scheduling flexibility for cultural events, short-term vendor pop - ups, or filming requiring partial street closures without completely eliminating vehicle circulation to area hotels and businesses. Wider sidewalks under Option 02 substantially expand y the available footprint for street -level activations, ever} during normal business operations. Seasonal vendor n stalls, outdoor art installations, food markets, live music =F' zones, and civic programming can occur entirely within 3 the sidewalk environment, reducing the need for ful� � street closures for smaller -scale activations. Load-in/load-out operations improve under Option 0 v N °, Ln co W 02 due to simplified traffic control. Event crews have greater staging flexibility along the curb line during morning or overnight windows when southbound travel volumes are low. Hotel operations are less disrupted, and temporary street management measures. such as movable bollards, can allow highly adaptable event setup schedules. Film productions benefit from the simpler traffic management plan required under one-way conditions, allowing more predictable staging, sound recording windows, and filming logistics without opposing traffic flows creating unpredictable audio and movement conflicts. For parades, the southbound flow simplifies parade routing and reduces the need for extensive rerouting of cross-town traffic. Full closures remain necessary for major civic parades, but traffic diversion complexity is significantly reduced relative to Option 01. ADCD Option 03 — Fully Pedestrianized Corridor The elimination of daily vehicular circulation completely frees the public realm for year-round, multi -scale programming options across all visitor segments. Under Option 03, event load -in and load -out operations can occur at any time of day using adjacent cross - streets. temporary electric carts. staging platforms. and pedestrian -safe equipment deployment without the need for traffic control, rolling closures, or lane barriers. This would result in the loss of revenue for parking on east - west streets, as those would need to be designated as temporary loading areas to facilitate operations. Event crews can stage materials directly along the corridor without interference from moving vehicles, minimizing staffing costs and reducing the burden on city police and traffic departments. The fully open pedestrian plaza allows for spontaneous activation of multiple public zones simultaneously, supporting concurrent use by casual visitors, scheduled cultural events. live performances, art installations, street vendors, and private sector -sponsored programming. Film productions gain an unparalleled filming environment under Option 03, as vehicular traffic noise is eliminated, sightlines are fully controlled. and camera equipment staging is simplified. This positioning strengthens Ocean Drive's attractiveness to film and television productions, further enhancing its cultural branding. Parades become highly efficient to operate under full pedestrianization, as parade staging, route management. and crowd control all occur within a conflict -free civic promenade, reducing police staffing demands and traffic rerouting complexity. For large-scale city festivals, art fairs, and public celebrations. Option 03 supports scalable programming across the full width of the right-of-way, allowing highly adaptive layouts, multi- directional movement zones, and complete integration of both park -side and business -side assets into unified public events. - Event Logistics and Prograinnxng Flexibility SHADE AND TREES/PALMS 3 2 In a subtropical, oceanfront environment such as Miami Beach, shade is not merely an aesthetic consideration, but a core design determinant for public realm usability, comfort, and health. Trees, palms, and artificial shading elements are among the most important amenities for pedestrian comfort and walkability, particularly under conditions of high solar radiation, elevated heat indices, and strong UV exposure that characterize the region's climate for much of the year. Urban shade also directly impacts visitor behavior patterns, dwell times. walkability distances, public health (reducing heat stroke and sunburn risk), and economic performance by improving 0 outdoor dining comfort and extending functional use of public spaces throughout the day. In the context of o Ocean Drive, shade further supports placemaking, microclimate regulation, and the experiential quality that defines the district's global appeal. The integration of shade -providing trees and palms requires careful balancing between architectural visibility, sightlines to historic facades, pedestrian movement patterns. sidewalk cafe activity, hotel valet operations, and regulated, required vehicular clearances. Each proposed configuration must therefore be evaluated not only for its ability to accommodate tree canopy area but also for how it successfully offers opportunities to balance shade provision with the preservation of the district's Art Deco quality. Option Evaluations ADCD Option 01: Two -Way Travel In this configuration, while sidewalk widening offers some opportunity to expand planted areas, the spatial competition introduced by two-way vehicle operations imposes significant constraints on both the quantity and distribution of opportunities for shade trees. The two-way traffic cross section requires preserving wide travel lanes, which compresses the remaining space for continuous planter strips or large -canopy shade tree installations. Most trees would necessarily remain confined to narrow tree pits interspersed within hardscape sidewalk zones, rather than being organized into continuous linear planting corridors that would optimize shade coverage. Palms, while consistent with the Art Deco District's historic streetscape vocabulary, provide limited functional shade due to their tall trunks and limited canopy spread. In this constrained design, palms would likely dominate the planting palette under Option 01, providing minimal WEIGHTED VALUE respite from solar exposure for seated pedestrians or those walking along sidewalk zones. Further limiting shade potential is the practical need to avoid planting large -canopy trees adjacent to hotel valet drop-offs, cafe umbrellas, outdoor dining furniture, sightlines to building signage, and immediately fronting the historic facades in a manner where they would impede their legibility. These conflicts severely restrict both planting density and species selection. From a cleanliness and maintenance standpoint, fragmented tree pit design under Option 01 can create maintenance challenges, including leaf litter accumulation in tight hardscape spaces, limited soil volume for healthy tree growth, and conflicts with utilities running beneath narrow sidewalks. While Option O1 introduces some opportunities for shade through scattered palms and limited ornamental canopy species, y it falls short of providing the type of broad, distributed shade cover needed to significantly improve thermal n comfort or dwell time for pedestrians along the corridor. = ADCD Option 02: One -Way Southbound Travel � Option 02's reallocation of street space meaningfully improves opportunities for integrating shade trees and palms, while still respecting the historic architecture and W operational needs of adjacent businesses. By narrowing the vehicular footprint, Option 02 creates greater sidewalk width and allows for linear planting corridors that can support a more continuous planting scheme rather than fragmented tree pit insertions. This allows for better shade coverage across both the cafe seating zones and primary pedestrian travel zones, extending the usable comfort range for visitors throughout the heat of the day. Because the bicycle facility acts as a further buffer between the vehicle lane and sidewalk, trees can be planted with greater setback distances from moving vehicles, reducing pruning conflicts and improving overall planting conditions. The protected bikeway itself can also benefit from improved shade cover, enhancing the comfort of cyclists who would otherwise be fully exposed to direct sun during travel Option 02 also permits a more nuanced planting palette o that can balance tall palms for vertical district identity � with low branching native or subtropical canopy species o that provide broad horizontal shading. The urban design flexibility of this configuration allows trees to be spaced k00 more consistently and planted into larger, more robust soil volumes capable of sustaining mature tree health over the long term. From a maintenance standpoint, the improved planter configurations reduce stormwater runoff, minimize irrigation overspray onto pedestrian paths, and improve leaf litter management through larger, more contained landscape beds. Visually, Option 02 allows planting to reinforce the Art Deco rhythm of the streetscape without obstructing key facade elements. Shading becomes an integrated part of the pedestrian experience, supporting longer dwell times at cafes, improved thermal comfort while walking. and enhanced nighttime ambience when paired with accent lighting. ADCD Option 03 — Fully Pedestrianized Corridor Option 03 unlocks the full planting potential of the entire public right-of-way. This condition creates maximurn design flexibility for integrating trees, palms. shade structures, and landscape amenities into a unified civic plaza condition. Without constraints imposed by vehicle clearance zones, planter widths, or sightline conflicts with moving traffic, the City gains the ability to introduce both continuous rows of large -canopy shade trees and varied spatial compositions of palms. shade structures, and seating -integrated planting islands distributed across the full width of the former roadway. Shade coverage can be optimized for comfort across multiple micro -zones within the corridor impacting cafe seating zones, lounging/seating areas, gathering spaces. and informal observation points. Visitors can select between sun -exposed or shaded seating depending on personal preference, time of day, and seasonal conditions. From an experiential standpoint. Option 03 provides the highest level of comfort and usability for tourists and residents alike.. as pedestrians can circulate freely within a fully shaded, heat -mitigated environment. Because vehicular movement is eliminated. maintenance operations for trees and landscape beds can be scheduled more flexibly without concern for traffic disruption. Additionally, tree health can be better supported through improved soil volume design, biofiltration integration, and modern irrigation systems that further reduce maintenance burdens over time. 0 - Shade arid Tieesipalms } D 0 3 fD SIGNAGE 3 1 2 Wayfinding, regulatory signage, informational displays, and accessibility -related signs are essential components of any complete accessibility and walkability strategyfor a destination district such as Ocean Drive. Within the Miami Beach Art Deco District, signage plays a multifaceted role that extends far beyond basic navigation or traffic control. Here, signage must simultaneously serve several overlapping functions: orienting visitors unfamiliar with the district; ensuring safety and compliance with ADA standards; communicating vehicular and pedestrian F, operating rules; preserving the visual integrity of the o historic environment: and reinforcing the district's o cultural identity and visitor experience. The visual 0 context of Ocean Drive demands careful consideration Un of sign design, placement, scale, materials, and content. iD Because of the prominence of Art Deco architecture and the district's global recognition as a cultural and heritage asset, signage must avoid visual clutter, minimize conflicts with architectural viewsheds, and complement the design language of the district, while remaining fully legible and inclusive for a wide range of users, including individuals with mobility. visual. or disabilities. Option Evaluations ADCD Option 01: Two -Way Travel This configuration creates a complex signage environment due to the operational need to manage multiple transportation modes within the constrained right-of-way. The presence of two-way traffic, shared bike lanes. pedestrian crossings, valet operations, and delivery zones would require a substantial quantity of regulatory and warning signs to communicate vehicle directionality, speed limits, yield instructions for pedestrians, bicycle sharing protocols, parking regulations, and special use zones. For pedestrians, the two-way configuration creates a need for clear crossing guidance at intersections and mid -block crossings. Signage must communicate when and where pedestrians may safely cross, which direction vehicles and bikes are approaching from, and any restrictions on mid -block crossings. The presence of shared -lane markings further introduces ambiguity that requires additional signs to clarify rules for both motorists and cyclists, contributing to potential signage clutter. The ADA accessibility implications for signage under Option 01 are mixed. While curbless conditions improve physical accessibility, the increased signage WEIGHTED VALUE density needed to manage complex operations may result in visual clutter that can overwhelm or confuse some users, particularly those with cognitive or visual processing difficulties. For tourists unfamiliar with the corridor, the volume of required regulatory signs may reduce legibility and detract from the desired open, intuitive, pedestrian -first experience. Additionally, the architectural sensitivity of the Art Deco District imposes design limitations on the placement and appearance of signs. Under Option 01, sign proliferation risks visual competition with historic facades, diminishing aesthetic coherence within the corridor. ADCD Option 02: One -Way Southbound Travel Option 02's simplified operational model produces a clearer. more manageable signage environment. With vehicle directionality restricted to one-way flow, the complexity of signage is reduced, allowing for more consistent and intuitive wayfinding that enhances walkability and accessibility. For pedestrians. simplified n crossing conditions mean fewer signs are needed =7 to communicate safe crossing behavior. The one- 3 way design allows pedestrians to focus on a single =3 direction of vehicular approach, reducing confusion = for individuals with cognitive impairments, children, seniors, and tourists who may be unfamiliar with local i�� driving patterns The separated bi-directional bicycle facility does introduce some complexity in managing pedestrian - bicycle interactions at intersections and mid -block crossings. However, this can be addressed with simple, low -profile signs and clear pavement markings that inform pedestrians of bicycle directions, while maintaining open sightlines These markings and signs can be fully integrated into the urban design language of the district, using color palettes, typefaces, and materials that harmonize with the Art Deco aesthetic without contributing to visual clutter. ADA compliance for signage under Option 02 benefits from the simplified operational conditions. With fewer directional conflicts to communicate, signs can be designed with larger fonts, high -contrast materials, and easily understood pictograms that assist users with limited vision, cognitive processing delays, or language o barriers. Consistent placement of signs at predictable heights and intervals further supports accessibility for c wheelchair users and persons with low vision. Because (- Option 02 also preserves substantial sidewalk width, � there is greater flexibility in locating signs without obstructing pedestrian flow or forcing furniture and cafe seating to compete for space. This improves the corridor's overall walkability while supporting clear, legible, and nonintrusive signage. ADCD Option 03 - Fully Pedestrianized Corridor Option 03 does not fully eliminate all regulatory and warning signage associated with traffic. Because of the need for cul-de-sac type turn -grounds at Ocean Drive, the introduction of vehicular signage will need to be accommodated. While at the mid -block location, the signage system could transition entirely to a pedestrian - scaled wayfinding and interpretive signage program that can prioritize placemaking, cultural storytelling, and visitor orientation without competing with traffic control requirements: however, those conflicts would exist at intersections where conflicts between vehicles and pedestrians would occur. This would create a competinf, duality of experiences throughout the corridor. Pedestrian wayfinding in Option 03 at non -intersections have the opportunity to become highly intuitive, as the removal of vehicular movement eliminates complex crossing decisions and conflict zones. Signage can focus on directing visitors to key destinations such as Lummus Park, the beach, hotels. restaurants, and nearby attractions without requiring extensive instructional signage to manage conflicts or risks. In the long- term, Option 03 offers the greatest flexibility to adapt the signage program over time as technology, visitor expectations. and accessibility standards continue to evolve. Dynamic digital kiosks, mobile -integrated wayfinding systems, and multilingual interpretive experiences can be added without compromising the open, accessible, and visually coherent public realm. ■ W � DO � Z Cal COD ■ CA Lu= O H ■ZFZp ■Oa�Y. ■WWWca C:l �WyJO� a 3 •s c> CO2 3.1 DIVERSITY OF BUSINESS & LOCAL OWNERS NIP KEY PRINCIPLES & WHY IT MATTERS • A healthy iconic street features a diverse mix of businesses — including local boutiques. eateries, and cultural venues — rather than a monoculture of tourist shops or global chains. • This rnix supports authenticity, economic resilience, and community benefits. • Local entrepreneurs anchor authenticity and enrich visitor experience. CASE EXAMPLE: CHAMPS-ELYSEES (PARIS) Identified the loss of independent shops (replaced by luxury brands) as a core issue. Revitalization plan includes: • Attracting smaller. local businesses o • Reintroducing cultural and social elements to restore the street's identity co CASE EXAMPLE: LAS RAMBLAS (BARCELONA) 00 W Redesign focuses on supporting local commerce In balance with tourism. Strategies include: • Integrating historic newsstands and flower kiosks into the new layout • Preserving local character rather than replacing it with homogeneity CASE EXAMPLE: CHAII"';-ELYSEES (PARIS) • Locals say you can sme the Ramblas before you see it-- thanks to the fragrant mix of blooms r stalls. at 2 W n 3 N 3.2 AFFORDABILITY & INCLUSIVITY OF ECONOMIC ACTIVITY KEY PRINCIPLES & WHY IT MATTERS • Iconic streets should offer affordable experiences. not just luxury • Local vendors and small entrepreneurs must bt included in the economy. • Inclusivity fosters local jobs, culture, and community participation. • A diverse price -range keeps the street welcoming to all incorne levels. • Balanced tourism and resident -use ensures long- term street vitality. CASE EXAMPLE: LITTLE MEKONG NIGHT MARKET. ST. PAUL, MINNESOTA Hosted on University Avenue. the market is modeled after Asian night bazaars. Aims to celebrate Southeast Asian culture while o creating inclusive economic opportunities. Ln 8 Key Features: Offers affordable street food. handmade crafts, and live cultural performances Prioritizes small local vendors from immigrant communities. Enhances cultural belonging and local entrepreneurship in a way that's welcoming to all income levels. 3.3 HERITAGE TOURISM INTEGRATION KEY PRINCIPLES & WHY IT MATTERS • Historic streets should integrate economic activity with cultural preservation — not replace heritage with generic commerce • Economic offerings should highlight local identity through heritage tours, traditional crafts, and regional food. • Cultural authenticity enhances both visitor experience and long-term sustainability of tourism. • A strong cultural -economic link helps ensure that tourism revenue supports preservation, not erosion MIAMI BEACH, OCEAN DRIVE (ART DECO HISTORIC DISTRICT) • The Miami Design Preservation League otters walking tours and runs a museum. 0 o • This approach turns education and heritage into o key parts of the local economy. It helps visitors understand and value the district's unique Art 00 Deco architecture. PHILADELPHIA'S 9TH STREET ITALIAN MARKET • One of the oldest outdoor markets in the U.S., it honors its Italian immigrant roots while evolving with newer communities (e.g., Mexican, Vietnamese). • Combines heritage and commerce, serving local and tourists alike with authentic cultural products and experiences. ,Mi"°'! BEACI; OTh M� 0 00 0 U1 00 W 3.4 ECONOMIC RESILIENCE & 24/7 ACTIVITY KEY PRINCIPLES & WHY IT MATTERS • Iconic streets should remain active and engaging year-round, across both day and night, not lust during peak tourism hours or seasons. • Sustained activity ensures stable income for local businesses and workers. Prevents streets from becoming empty or lifeless during oft -hours. • A diverse schedule of uses (culture, retail, events, food) builds resilience and relevance. CASE EXAMPLE: OCEAN DRIVE, MIAMI BEACH • Combines historic Art Deco architecture (for daytime tourism) with nightlife and dining (evening activity). • The street thrives by offering cultural, retail. and recreational experiences across time periods. Museums and walking tours by day, clubs and open-air cafes by night. • Seasonal events like Art Deco Weekend draw visitors year-round. Designed to avoid becoming a ghost town' in the morning or off-season. CASE EXAMPLE: CHAMPS-ELYSEES, PARIS • Year-round cultural events like concerts. flower stalls, and holiday markets keep the Champs- Elysees lively beyond peak tourist season. • The strategy aims to attract locals as well as tourists, using culture to support consistent street life and economic stability. OCEAN DRIVE (MIAMI BEACH) CASE EXAMPLE: CHAMPS-ELYSEES (PARIS) !y 0 3 CD RECOMMENDATIONS IN THIS CHAPTER This chapter presents a consolidated summary of the feasibility evaluations conducted throughout the study. It Includes an aggregated scorecard that synthesizes the comparative rankings of each option based on the established evaluation criteria, as well as an 'Impacts Matrix" that identifies key challenges and constraints associated with each configuration The chapter also offers a recommended prioritization of options for consideration by the City Commission as they deliberate on a preferred direction Lastly, It proposes relined typical roadway sections for implementation, accompanied by the most suitable east -west traffic circulation strategy corresponding to each option. 0 00 w 0 00 W 0 3 N I yy fi`; �J £ 1.5X' TRAFFIC Overall Traffic Evaluations 2 1 3 SUM WEIGHTED SUM 2X SAFETY & PARKING CONSIOERATIONS Public Safety. Crowd Management and Discouraging Unruly Behavior 3 1 2 Parking 2 1 3 SUM WEIGHTED SUM I.- 0 00 0 00 i v C� 3 (D 0 00 V) 0 00 W 1.25X, OPERATIONAL CONSIDERATIONS Valet Operator Maneuverability. Stacking Needs, and Operational Viability Ride -Share Passenger Pick -Up and Drop -Off (Visitors and Hotel Guests) Business Deliveries: Supplies, Equipment, Stock, and Servicing Commercial Food Deliveries: Outbound Restaurant Orders & Inbound Hotel Food Deliveries Restaurant and Retail Revenue Dependencies on Visibility and Foot Traffic SUM WEIGHTED SUM 1 X POLICY & QUALITY OF LIFE CONSIDERATIONS Alignment with the City's Adopted Economic Policies Alignment with the City's Multi -Modal Transportation Policies Alignment with the City's Adopted Historic Preservation Policies Alignment with the City's Adopted Stormwater and Utilities Policies Alignment with the City's Adopted Sustainability and Resiliency Policies Architectural Heritage & Visual Integrity Public Programming and Events Event Logistics and Programming Flexibility Shade and Trees/Palms Signage SUM WEIGHTED SUM TOTAL AGGREGATED SUM N1 I 2 t 3 2 t 3 2 1 3 3 1 2 3 2 t 3 2 3 t 3 2 3 3 3 3 1 3 3 D 3 t v c� CD 0 00 rn 0 Ln 00 CONSIDERATIONS Avoids triggering Article 7 of the County Charter, requiring a County -side referendum; Avoids the need for turn -around cul-de-sacs at street ends Avoids pedestrian and cyclists conflict by providing separate facilities Avoids vehicular and cyclists conflicts by providing separate facilities Avoids parking loss on East-West streets to accommodate loading and drop-off Provides frontage drop-off access for hotel patrons, restaurant clientele and valet operations Avoids operational conflicts related to deliveries, loading and unloading and their dependence on East-West Streets Provides adequate Level of Service (LOS) for seating and pedestrian walking zones Meets clear width separations and safety offsets from the vehicular travel lane as stipulated in the Florida Green Book Meets minimum roadway travel lane widths. given its configuration Avoids having to revert 7th & 8th Streets back to 2-way (this will eliminate the existing dedicated bike lane facilities) between Collins Ave and Ocean Drive Avoids the dependence on Ocean Court as a vehicular thoroughfare Strongly prioritizes the pedestrian experience over that of the vehicle 0 0 0 0 0 0 0 0 0 0 O O O O NF O O O O O O O O O O O O O O O O O O O O OO O O N'A O O O U vF O O O O ox O U O O O O O O O O SUGGESTED RANKING 11 1 C., 1 2 %# FULL 2-WAY ROADWAY 00 a Among the three configurations evaluated, the one- way southbound roadway alternative is ranked most oofavorably. It strikes a balanced alignment between operational feasibility and public realm enhancement. This configuration maintains continuity with existing traffic circulation patterns, thereby minimizing the need for extensive off -site mitigation. At the same time. it accommodates the operational requirements of adjacent businesses, supports substantial pedestrian volumes, and allows for the integration of high -quality streetscape elements that elevate the overall experience along the corridor. These combined factors position it as the most implementable and contextually responsive alternative. The full pedestrianization alternative is ranked second. It offers the most transformative improvement in pedestrian experience and reflects the highest level of fidelity to the aspirational goals of the AND Vision Plan. However, it introduces substantial challenges in terms of implementation. These include the need for off -site traffic redistribution, the potential requirement for broader regional traffic analysis, and, most critically, the necessity for approval through a countywide voter referendum to resolve conflicts with existing vehicular circulation policies. While its long-term benefits may be considerable, the complexity of its approval and implementation pathways present significant near -term hurdles. The two-way roadway configuration ranks lowest among the options. While it preserves vehicular access in both directions. this configuration significantly limits opportunities to reclaim space for the pedestrian realm and reduces the ability to deliver meaningful improvements in the quality of public space. Its emphasis on vehicular mobility runs counter to the 0) broader goals of the AND Vision Plan, particularly in n relation to enhancing pedestrian comfort, safety, and = experiential value. In doing so, it offers fewer benefits CD and weaker alignment with long-term policy objectives. 130 0 00 00 0 00 kD ADDITIONAL REFINEMENTS As an additional refinement to support implementation, this study suggests the inclusion of a dedicated, bi- directional bicycle facility, physically separated from the vehicular roadway, should ether Option 01 or, Option 02 be selected. and the inclusion of a dedicated, bi- directional bicycle facility. physically separated from the pedestrian areas, should Option 03 be selected. Given the demonstrated popularity and existing functionality of the current bike lanes on Ocean Drive. this facility would reinforce multirnodal connectivity while aligning with evolving transportation and sustainability objectives. The separation between the travel lanes and the bicycle facility should be defined by a planted landscape buffer. In addition to enhancing user comfort and safety, this design strategy would mitigate potential concerns under Article 7 of the Miami -Dade County Charter by ensuring that the bicycle path is functionally and spatially distinct from the vehicular use area. Importantly. this buffer also creates an opportunity to strategically locate stormwater and lighting infrastructure. During sea turtle nesting season, illumination must comply with Florida Fish and Wildlife Conservation Commission (FWC) guidelines, which require the use of low -intensity, amber lighting directed away from the shoreline. Because this type of lighting provides a narrower field of illumination, placing fixtures along the eastern edge of the roadway allows the corridor to maintain adequate visibility for safety and CPTED (Crime Prevention Through Environmental Design) purposes while remaining compliant with wildlife D protection standards. This design flexibility ensures that the corridor can accommodate both environmental and n public safety objectives without compromise. 3 (D OPTION 01 (BI-DIRECTIONAL ROADWAY) ■■■■■■■ monsoon ■ Monson IF COMMISSION ELECTS OPTION 01 (BI-DIRECTIONAL VEHICULAR TRAVEL), THEN WE RECOMMEND THE FOLLOWING MODIFICATIONS TO ACCOMMODATE DEDICATED BIKE LANES 2o' ! FL GkfEN ROC K AT(',-', "TANDAWP, MODIFIED STREET SECTION MODIFIED ADCD SECTION REFINED STREET SECTION AWfTWQ GUROW0 SECTION rr ?]l FL 6PLEN BOOK . %' �', , 4 01iN-y (�HART�R & i— ^BIUTInw *OttlDlftil t.- 0 w 0 0 to 00 w 11 --,. rYMr. 'r ft—l— w 0 =T, 3 CD 0 0 00 W OCEAN DRIVE I Option 01 REFINED SECTION ONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS a I fl The intent of these graphics is to illustrate the spatial organization and functional relationships associated with each proposed configuration Detailed design elernents—including paying treatments. furnishing selections, planting strategies, lighting concepts, and the integration of Ocean Drive with the future design of Lummus Park —will be developed during subsequent phases of the project. following the selection of a preferred roadway configuration mZJ 68ST iO Z60T C 0 ti FOR :URSLFSS CONI'�-;CtJS Y 4 Fi MINfMi,M CI EAR W.€]Tn' CIF FSET Fi)k-`VRAf'1 1,5-F-T M1NiMUM CLEAR WIDTH OFrSET ,FOR CURBED CONDITiON5, 74 ET M't iMVM C i.EAR W`DTH ;FOR' UR(3LE55 LONL)IT10Y5, m rT Dr- t Z m �v Z� c m c 4` L.n -i z z :Q n 0 C z n D I� mry N 90 tV Q tV W `n r G1 m m z a) 0 0 x m C) c 0 M V1 D z D M 0 un lugwgoejjy 68ST 10 £601 PROPERTY LINE t�*"1° MIty+MoM'CiEAR WIDTH OFFSET RBt ESS �'ON-^.-,TIONS) i SFT MINIMt1M CIEAR WIDTH {7FFSFT ,FOR Ct.IRSFD CONDITIONS'= fWWWM LINE t.S-rtMINIMUM CLEAR WIOTIJ OFFSET !to* CUR9Fn CONDIT;ONS= J.FT MINIMUM CLEAR WIDTH' OFFSET ,ot CURDL.ES$ CONDiTiONS, m m m Z m 0 L4 Z m Qv 0m 0 m z LIP)� C r m r..t. z 0 n 0 r— z tp n � D (Q m V1 ;o rr QO W N r-+ O r- t" G) m m z CD 0 0 m G) C 0 Z7 -C D Z D LIt I luawyoelld OCEAN DRIVE I Option 01 Curbside Drop -Off Parking KEEINLU SECTION ;_'ONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING SLA'INU AREA SIDEWALK GT CURBSIUE TRAVEL TRAVEL GT PLANTSH BIKE SH SIDEWALK PARK DROP-OFF LANE LANE LANES D v 0 3 CD �F OCEAN DRIVE I Option 01 Lighting Strategy for Curbside Drop -Off Parking R[4tN4 SECTION CONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING FACADE CONDITIONS VARY I'_4 0 O F..a 00 LD t 0 a 07, z e_ — _ z ;9 ;Z 3z 3ti � w z v0, m uzvi r Z p w Z. iIA jv cr u or V It f _ . 6 O ` 21 1!' 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Detailed design elements —including paving treatments furnishing selections, planting strategies, lighting concepts, and the integration of Ocean Drive with the future design of Lummus Park —will be developed during subsequent phases of the project, following ttie selection of a preferred roadway configuration i OCEAN DRIVE I Option 43 r-,L r it-lGL.. SECTION CONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING H-+ V-+ O O Ln 00 W SIDEWALK SEATING AREA SIDEWALK i PLANT SH BIKE SH SIDEWALK PARK EMERGENCY VEHICLES LANES m w 0 3 m OCEAN DRIVE I )ption 03 Lighting Strategy REFINED SECTION CONSISTENT WITH COUNTY CHARTER & 2023 FL GREEN BOOK REGULATORY STANDARDS ABUTTING BUILDING SIDEWALK SEATING AREA SIDEWALK i PLANT SH BIKE Ski SIDEWALK PARK EMERGENCY VEHICLES LANES REFINED 2-WAY STREET CONFIGURATION F-� O O Ln co (D 50' ROW s,o(WA1r ;.. ,, currsicf I.AVI I I+Ave, rVOUN C-G '.=DewALK .V: Jjk" rARK..C, LAW tAmf rAmreG W" illt" Crl,S cells "u"wo suNaMa /AC"11 C0009"1I Mf VARY ADCD OPTION 0" REFINED I u 40 MIA t, „mil iwt► .. 050 100 aoo i OCEAN DRIVE kjut CUL4)94AC VIGNIMM A OCEAN DRIVE I Option 03 CUL DE SAC VIGNETTE C N Y—s N F-� O F—s Ln 00 W eM. Cul a /At r.A....n a..WToo ro rso.�ot .w "M .swur.l or sou 1. now. o. r»a .solo. n.s trau.�.o tall. w .sss OCEAN DRIVE I '-)ration 03 CUL-DE SAC VIGNETTE B OCEAN DRIVE I Option 03 CULDE SAC VIGNETTE D ­k cu. of ..c n .uw �nso .O..otlot .no. ..Ya —ovkl of sr•c. �n r.w� or rs ..o•urn a.tww.o o ►.OwM tuw wri.qus I C� 3 ■ CD oc z z ■ QLLJo C-D ■ wQQ� ac ■ � � z v CD 0C/) w ■ o o� Q c z ■z�CDzo o i Cl- 3:=IoF_-c) CD CW*Q ■ C/) CD " r CDt4 Cx--e-- m w o d 0 Lli wzw~mOCcn cm �u Z■�o� ;o=�- a-f- zoo N—■zor�Q��cr- ■CzQCDN Jwo 0 j--■cnQo�c��_w� Q V3■`�z crwo zo �■. m W �c)w F-zJLLj �■ wC-D a-owa- CD LLj CD CD Q mod E■ L---oo7cr) w 0 Ln 00 W ADDITIONAL SUGGESTIONS In recognition of the tradeoffs inherent in each of the options presented in the AND Vision Plan, the Design Team explored an alternative configuration intended to reconcile the experiential and public realm benefits of full pedestrian ization with the practical operational needs of adjacent businesses, hotels, and restaurants. This concept introduces a hybrid strategy that blends one-way vehicular circulation with selective pedestrianization, wherein alternating blocks would be designated as pedestrian -only zones. The intent of this approach is to mitigate several of the most significant challenges associated with full pedestrian ization—most notably, the triggering of Article 7 of the Miami -Dade County Charter —while also creating opportunities to relocate drop-off, service, and delivery functions to the east -west side streets. thereby reducing pressure on Ocean Drive itself. It is important to note that this hybrid configuration has not been subject to traffic modeling or operational analysis. Should the City Commission wish to pursue this concept further, a full traffic evaluation would be required, applying the same methodology used in the analysis of the other alternatives and consistent with the expectations previously outlined by Miami -Dade County DTPW and FOOT REFINED 0 0000P, OCEAN DRIVE I Option 02 rif �, sEc'n0N �'N ;A ASU"WG GMD-0.0 FACADS COND.MNS vA" act^* Odft* coaftow k3-81 Was lvr.LA, OCEAN DRIVE I -)ption 03 SECTION AAW"Wea @urarw Attachment I t I ... 1115 of 1589 REFINED 1-WAY STREET CONFIGURATION N 1--L f� 0) Q un co LD SO' Row vM*lAf c.-0:: vs-AOf 1*Ayf: '•ff MRL CUM&M C- SINW-.. Yk MvA .AWW, .AN f .ml opmKow. N. SII VA ct<<.t CfltS ASUTTIRIO DUILDINO ►ACADt COf/Ofiloms VART HYBRID ALTERNATIVE i o so 100 200 at V o_ Un 00 CONSIDERATIONS Avoids triggering Article 7 of the County Charter, requiring a referendum; Avoids the need for turn -around cul-de-sacs Avoids pedestrian and cyclists conflict by providing separate facilities Avoids vehicular and cyclists conflicts by providing separate facilities Avoids parking loss on East-West streets to accommodate loading and drop-off Provides frontage drop-off access for hotel patrons, restaurant clientele and valet operations Avoids operational conflicts related to deliveries, loading and unloading and their dependence on East-West Streets Provides adequate Level of Service (LOS) for seating and pedestrian walking zones Meets clear width separations and safety offsets from the vehicular travel lane as stipulated in the Florida Green Book Meets minimum roadway travel lane widths, given its configuration Avoids having to revert 7th & 8th Streets back to 2-way (this will eliminate the existing dedicated bike lane facilities) between Collins Ave and Ocean Drive Avoids the dependence on Ocean Court as a vehicular thoroughfare Strongly prioritizes the pedestrian experience over that of the vehicle 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Applicable to t -way roadway segments only, not relevant to pedestrianized frontages Some parking loss will be experienced on E-W streets to provide loading & drop-off zones for pedestrianized blocks ' Only for frontages with a 1-way roadway blocks that are pedestrianized would have drop-offs at the nearest E-W Street ` Businesses on blocks that are pedestrianized would have loading zones on the nearest E-W Street Applicable to 1-way roadway segments only, not relevant to pedestrianized frontages Applicable to 1-way roadway segments only, not relevant to pedestrianized frontages ' Bike facilities continue to be provided, but the travel direction will need to change. requiring a re -striping of the roadway l 4k OCEAN DRIVE I OPTION 03 FULL PEDESTRIANIZATION MID -BLOCK TURN -AROUND TO DTPW 1. 1 0 e 4V _ ONE WAY TRAFFIC TWO WAY TRAFFIC PEDESTRIANIZED ALLEYWAY TRAFFIC - BIKE LANE • REDUCED -RADII TURN AROUND UNDER REVIEW BUILDING PARK SERVICES AND BY DTPW OPERATION AREAS 1120 of 1589 �I TYPICAL STREET PLAN — CITY STANDARD (50" ROW) H-1 1 pr I W ASPHALT PEDESTRIANZONE CLEAR ZONE SEATING WITH UMBRELLAS ADA COMPLIANT PEDESTRIAN L CHANNELIZATION FIRE DEPARTMENT T-TURN COIIAPSiBIF BOLLARDS VALLEY GUTTER - w-# It -- - ------ 0 60, r LUMMUS' PARK Ll— SEATING ZONE = PLANTING = BIKE LANE U-TURN SUV (FORD ESCAPE) 1121 of 1589 TYPICAL STREET PLAN - CITY STANDARD (50" ROW) ,x COUPLET 50'ROW L,-- NM ASPHALT PEDESTRIANZONEs CLEAR ZONE 0 15' 30' 60, k, "m SEATING WITH UMBRELLAS ADA COMPLIANT PEDESTRIAN CHANNELIZATION FIRE DEPARTMENT T-TURIN 11 ! L'NINC 05 PARK COLLAPSIBLE BOLLARDS VALLEY GUTTER cr uj cc Q CLLu 0 or SEATING ZONE > PLANTING BIKE LANE UJURN SUV (FORD ESCAPE) 1122 of 1589 V5 TYPICAL STREET PLAN - CITY STANDARD (50'ROW) I M ASPHALT COUPLET SO' ROW 11110110101111 F4 SEATING WITH UMBRELLAS FIRE DEPARTMENT T-TURN 50' DIAMETER CUL-DE-SAC ---------- Ow- 4 . ..... ... . . . . . . . . F-COLLAPSIBLE BOLLARDS VALLEYGUTTER In In Cr LLI CL 0 PEDIESTRIANZONE at CLEAR ZONE � SEATING ZONE WO PLANTING = BIKE LANE - UJURN SLIV (FORD ESCAPE) 1123 of 1589 Attachment H r:) T . 0 ."w 14TH PLACE SEATING WITH UMBRELLAS pROpERTV LINE -jams LUMMUS Pi. s wmb ASPHALT __ I EXISTING PARKING PEDESTRIANZUNE CLEAR ZONE SLAT iNc, ZUNL _ -.� PLANTING = BIKE LANE 1124 of 1589 Attachment H r 15' , 60, Attachment I OCEAN DRIVE I OPTION 02 + 03 HYBRID ALTERNATIVE IN - ONE WAY TRAFFIC TWO WAY TRAFFIC - PEDESTRIANIZED M 0 0 ALLEYWAY TRAFFIC _ BIKE LANE BUILDING - PARK SERVICES AND OPERATION AREAS 1125 of 1589