Street Design Guidlines (FINAL)miami beach STREET DESIGN GUIDELINES
prepared by: the street plans collaborative
MIAMI BEACH LRT
April 2016
MAYOR PHILIP LEVINE
ACKNOWLEDGMENTS
CITY OF MIAMI BEACH CITY COMMISSION
MAYOR PHILIP LEVINE
COMMISSIONER MICKY STEINBERG
COMMISSIONER MICHAEL GRIECO
COMMISSIONER JOY MALAKOFF
COMMISSIONER KRISTEN ROSEN GONZALEZ
COMMISSIONER RICKY ARRIOLA
COMMISSIONER JOHN ELIZABETH ALEMAN
THE STREET PLANS COLLABORATIVE
ANTHONY GARCIA
MIKE LYDON
SUOM FRANCIS
CITY OF MIAMI BEACH STAFF
JIMMY MORALES, CITY MANAGER
KATHIE BROOKS, ASSISTANT CITY MANAGER
JOSE GONZALEZ, PE – TRANSPORTATION DIRECTOR
ERIC T. CARPENTER, P.E. – ASSISTANT CITY MANAGER / DIRECTOR OF PUBLIC WORKS
JOSIEL FERRER, E.I – TRANSPORTATION COORDINATOR
XAVIER FALCONI, PE – TRANSPORTATION PLANNER
M IAMI S AN F RANCISCO N EW Y O R K
Communities around the world are rediscovering the multifaceted value of vibrant streets and
robust street networks. Streets are a vital part of urban life, which often comprise a large per-
centage of the built environment. This guide serves to illustrate the possibilities and outcomes that
street design can have towards inclusive, multi-modal transportation for the City of Miami Beach.
COMMUNITY ENGAGEMENT 140
TACTICAL URBANISM 141
1. INTRODUCTION 08
THE PURPOSE OF THIS GUIDE 06
COMPLETE STREETS 07
DESIGN PRIORITIES + PRINCIPLES 08
NEIGHBORHOOD GREENWAY/ BICYCLE PRIORITY CORRIDOR 12
PEDESTRIAN PRIORITY ZONE 13
2. STREET TYPES + COUNTERMEASURES 17
INTRODUCTION : STREET TYPES 16
PEDESTRIAN SAFETY 31
BICYCLIST SAFETY 37
Neighborhood Greenways 41
Unprotected Facilities 49
Protected & Segregated Bike Facilities 57
Intersections / Junctions 67
COUNTERMEASURE MATRIX 84
SPECIAL CONDITIONS 85
3. STREETSCAPE 95
MATERIALS 96
STREET FURNISHINGS 98
LANDSCAPE ELEMENTS 99
LIGHTING 100
FRONTAGE 103
PARKLETS 105
BICYCLE PARKING 113
SIGNALS & SIGNS 127
WAYFINDING 136
TABLE OF CONTENTS
EXECUTIVE SUMMARY 07
4. TEST BEFORE YOU INVEST 139
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THE PURPOSE OF THIS GUIDE
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Flamingo
Park
15th St.
16th St.
13th St.
11th St.
8th St.
5th St.
East- West
Connections
LEGEND
The Street Design Guide was crafted as a part of a three year planning effort that included community meetings, a field survey of existing
conditions, and a detailed analysis of all neighborhoods within Miami Beach. What this process found was that Streets in Miami Beach are
well traveled by bicyclists and pedestrians alike, but challenges abound, from missing street trees on many streets, to the lack of protected
bicycle facilities.
Fig. 1.1 Vehicle-oriented street design
segregates uses in communities.
Fig. 1.2 Multi-modal streetscape design allows
for inclusion, efficiency and rich social interac-
tion.
The Miami Beach Street Design Guide is meant to be a starting point for
engineers, city staff, and citizens in their ongoing work to provide safer
streets for Miami Beach residents and visitors, and in the implementation of
the 2016 Transportation Master Plan and Bicycle Pedestrian Plans.
Unlike previous street design standards, and previous guidelines, this Street
Design Guide offers city staff and residents with design concepts and details
that refocus attention on walking, biking, transit use, and away from car use.
This guide has been developed to address the following needs:
• To design streets that create a safe environment for all users, recognizing
differences among modes.
• To act as a tool for the transition of Miami Beach from a vehicle trip-based
system to a multi-modal one and support the long term vision of the Miami
Beach Transportation plan.
• To revitalize street networks in order to allow greater route choice for
pedestrians and bicyclists thus relieving traffic congestion and promoting
physical activity.
• To promote the creation of third-places where social interactions can take
place by redesigning existing streetscapes.
• To provide standards for the implementation of projects found in the
Transportation Master Plan and the Bicycle Pedestrian Master Plan.
• To test designs and collect data related to how streets are actually used
by people living in the city.
This document moves away from auto-centric nomenclature like arterial,
collector, and local, with their focus on moving cars, and returns to a people-
oriented nomenclature like boulevard, main street and shared space that
is about how people move around. More than anything this shifts design
expectations and the way people interact with the city.
The following pages detail the possible configurations found in the various types
of streets proposed. In no way is this a comprehensive listing of techniques or
designs, but rather this is a starting point for engineers, designers and citizens
as they formulate projects moving forward.
It is important to note that not all of the designs included herein have been
adopted by the Florida Department of Transportation. By adopting these
designs the City assumes its role as a leader in the region in reforming
regional street design standards in favor of BiCyClists and pedestrians.
Fig. 1.3 Examples of “complete streets”elements.
credit: www.usa.streetsblog.org credit: www.inhabitat.com
credit: www.momentummag.com
credit: www.citylab.com credit: wnyc.org
credit: www.behbg.com
“A BUSY STREET IS A SAFE STREET”
The overarching idea that city leaders and designers
should remember when using this document is that
designing truly great streets means accommodating
various methods of transportation and users, and
scaling everything for the pedestrian. Our goal
should always be to create vibrant places for people
to inhabit and that generate activity that will attract
other people. Our streets are more than just conduits
for cars, and should serve to move people more than
cars.
There are many ways to describe this approach,
among them is the term Complete Streets.
Although there is no specific formula for Complete
Streets design, it is an approach that places
pedestrians and bicyclists at the top of the planning
hierarchy and seeks to put public life back into the
public realm. Basic elements of complete streets
include:
• Providing pedestrians with a contiguous
network of wide, shaded sidewalks with safe
and frequent crosswalks.
• Having consistent active frontage, with
windows facing the street, buildings that line
the sidewalk, and land uses that support
walking and transit use.
• Having a protected, low stress bicycle
network that allows people to commute
and/ or exercise by bike.
• Provide spaces where neighbors can gather
and enjoy.
• Characterized by reduced auto speeds
With the advent of self driving cars the nature of
street design and the standards that accompany
them will change dramatically.
1. Provide wide sidewalks - with lots of trees!
2. Dedicated bicycle facility (protected recommended).
3. Median refuge island, pedestrian protection & traffic calming.
4. Narrow travel lane
5. Double turn lane = wasted space - give this back to the pedestrian!
6. Poor building frontage
7. Unprotected bike lanes on a high speed road -
8. Wide travel lanes - encourage speeding.
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DO THIS!
DON’T DO THIS!
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COMPLETE STREETS
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PEDESTRIANS
Pedestrians are the fundamental users of our
city streets. As of 2016, about 15% of all
trips are taken by foot for a significant portion of their
trip. Design parameters for pedestrians include:
•
• Consistent shade (sun intensity)
• Continuous, even sidewalks
• Smooth, slip resistant surfaces and unobstructed
walkways.
• A maximum pedestrian crossing distance
of 50 feet with appropriate treatments. (see
countermeasures).
• A maximum distance between marked crossings
of 250’
• Consistent shelter (rainy season)
• Multi-sensory warnings such as audible warnings,
and message systems, tactile warnings, and
raised and Braille for communication.
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DESIGN PRIORITIES
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STREETS FOR ALL
How we design our streets has a huge impact on our
behavior. Designing for automobiles has been the highest
priority in roadway design for over 75 years. The effects
of this planning paradigm have been disasterous in their
effect on our cities, our health and our environment.
This last point is most relevant to Miami Beach. As one
of the places most at risk in the United States of sea level
rise, reprioritizing non-fossil fuel based modes is a matter
of basic survival.
A basic observation has held true during this time: the
more you plan and build for cars, the worse traffic and
congestions become. It is a negative feedback loop where
car use begets more car use, at the expense of any other
option. There is no amount of planning or enginneering
that will reduce or eliminate traffic congestions. It
is a basic part of living in a city. The best thing that
city leaders and planners can do is provide safe and
abundant options for folks to get around.
This guide seeks to respond to a local and national
paraigm shift that acknowledges that people will still
drive, but that they need greater transportation choices.
Street design should reflect both the current way folks
move around the city, and the long term modal priorities
established by the city commission.
Street design must prioritize comfortable and safe multi-
modal transportation for all users including elderly,
children and mobility impaired users.
The design standards included in this document are
intended to makes streets safer, easier and more
convenient for everyone by designing spaces so that they
www-nrd.nhtsa.dot.gov/Pubs/812124.pdf
www.nhtsa.gov/nti/811841
FREQUENT SOURCES OF INJURY % (2012)
Tripped on uneven surface/cracked sidewalk
Tripped/Fell
Hit by a car
Wildlife/pets involved
Stepped in a hole/stone
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PEDESTRIAN FACTS (2013)
4,735 killed (12 people x day all year)
66,000 PED injuries reported
5.2 B/year[cost of ped injuries of children]
can be used by the widest range of people possible.
The standards included herein recognize that there is a
wide spectrum of human abilities. Everyone, even the most
able-bodied person, passes through childhood, periods of
temporary illness, injury and old age.
The overall priorities of this document include:
• Slower car speeds. There should be no street in Miami
Beach that has speeds over 30 mph.
• Bicycle facilities that are continuous, protected and
visually distinct from motor travel lanes and pedestrian
areas.
• Sidewalks that are wide, shaded and well maintained.
• Abundant and closely spaced crosswalks.
• signal timing that favors bicycle and pedestrian use over
traffic flow.
• Signage and Wayfinding that is easy to interpret by
international populations (symbols rather than words).
• Braille for signage and tactile surfaces like warning strips.
• Spoken warnings for street crossings and general
navigation of space.
In the following section, we outline specific priorities by
mode, along with relevant data for each.
“There is no amount of planning or
engineering that will reduce or eliminate
traffic congestion. The best thing that
city leaders can do to address traffic is
provide safe and abundant options for
folks to get around.”
PROPOSED BIKE PARKING TYPES
PROPOSED BIKE PARKING TYPES
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DESIGN PRIORITIES
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BICYCLISTS
Bicycling currently accounts for 5% of
trips in Miami Beach. Moving forward all
streets in Miami Beach should be safe for bicyclists,
whether they have dedicated lane or not. Typical
cycling speed is 10-18 mph. However,bicyclists
can travel as slow as 5 mph up to 30 mph. Design
parameters for bicyclists include:
• Continuous, connected bikeways
• Protected, clearly marked intersections
• Consistent shade
• Abundant, and easily accessible bicycle parking
• low stress bikeways that are either:
• greenways on streets with volumes less than
1,000 vpd
• protected bike lanes (protected by parking,
bollards, planters, etc)
• off-road paths
• sidewalk level cycle tracks
TRANSIT RIDERS
Transit users currently account for 10% of
the trips in Miami Beach. Because most
transit users arrive to transit via walking or biking,
their needs are fundamentally similar. Their need
to wait for transit adds the dimension of seating,
shade, shelter, and the need to be able to cross
streets efficiently and conveniently to access transit
stops.
MOTORISTS: DESIGN SPEED
As mentioned, street design plays a crucial
role in user behavior. Nowhere is this more
evident than in the principle of design
speed. When it comes to vehicular traffic, car based
traffic engineering specifies a design speed of the
road, which is often well above the posted speed.
This speed is tied to physical parameters such as
lane width, signal timing and curb radii.
This guide turns away from this methodology by
requiring that vehicular design speed be directly
correlated with the desired travel speed of the motor
vehicles, or “target” speed. Target speeds should
range from 18-30 mph for the street types described
in this guide. The lower end of this speed range is a
crucial characteristic of a safe and walkable city.
The following design factors contribute to speed
management and should be incorporated into the
street designs moving forward:
• Lanes of appropriate width without surplus (10’
or less for regular travel lanes).
• No “shy” areas or shoulders between travel
lanes and curbs.
• On-street parking.
• Curb return radii at intersections of less than
20’ and elimination or reconfiguration of
high-speed channelized right turns.
• Spacing of signalized intersections and
synchronization of signals to the desired
speed, and coordinated with desired
pedestrian crossing times.
• Paving materials with texture
(crosswalks,intersections) detectable by
drivers as a notification of the possible
presence of pedestrians.
• Vertical shifts, such as raised pedestrian
crossings and intersections
• Street trees
• Curb extensions.
• Bicycle infrastructure and amenities.
20
mph
30
mph
40
mph
0 %20%40%60%80%100%
fatal injury uninjured
Fig.1.4 There is a direct correlation between injury/fatality
rates and car speed. To ensure limited fatalities and injuries
most streets should have posted limits under 20mph, with major
streets at a maximum of 30 mph.
www.nhtsa.gov/nti/811841
www-nrd.nhtsa.dot.gov/Pubs/812151.pdf
FREQUENT SOURCES OF INJURY % (2012)
Hit by a car
Fell
Poor road condition
Rider error
Crashed/ Collision
Wildlife / Pet involved
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BICYCLIST FACTS (2013)
743 bicyclist reported killed
48,000 bicyclist injuries reported
Over 4B /year [cost of biking injuries & deaths
COST BENEFIT
SOCIAL,
ENVIRONMENTAL,
ECONOMIC IMPACT
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Long range planning and a
defined set of design standards
that shift the focus from exclusively
auto-centric to multimodal design
considers the full life-cycle costs
and benefits when developing
street designs. Besides their
initial capital outlays, the
measurable long–term economic,
environmental, safety,health, and
other benefits of well–designed,
well–managed streets should be
taken into consideration.
COST- EFFECTIVENESS
WHY MULTIMODAL STREET DESIGN IS IMPORTANT
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Miami Beach is one of the most
famous tourist destinations in
the world. Developing reliable
multi-modal transportation
and enhancing transit options
would and better serve a tourist
population that by and large does
not drive. For example, bicycle
maps produced by the city should
be shared with concierge groups
in order to provide information to
tourists about how to get around.
HOSPITALITY,
NIGHT LIFE
Miami Beach is known as a
major destination for Florida
locals and international visitors
of all ages and backgrounds.
Making streets more desirable
places to be, enhances the inter-
cultural networks of its residents
and visitors alike. Miami Beach
is a place where everyone can
feel like they belong. Diversity is
an important asset that can be
strengthened through design.
MULTICULTURAL
POPULATIONSMiami Beach’s weather and
beautiful beaches promote active
lifestyles. For this reason alone,
Miami Beach should be among
the most bicycle and pedestrian
friendly places in the nation.
Re-designing streets should always
encourage safe and healthy living
considering that outdoor recre-
ation is already popular on the
beach. This guide seeks to expand
on existing trends emphasizing
safety.
ACTIVE LIVING
Miami Beach is an art/music
destination hosting multiple music
festivals and events through out
the year.
Providing robust multi-modal
infrastructure has the potential
to impact citizen engagement
and continue to attract
cosmopolitan urban dwellers
who are accustomed to better
transportation infrastructure
aorund the world. .
ARTS/ CULTURE
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WHY MULTIMODAL STREET DESIGN IS IMPORTANT
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Perception of safety is directly
related to the level of street activity
across all modes of transportation.
Safe streets enhance civic
interactions for people of all
ages and cultures. The City shall
prioritize safety for all street users,
particularly more vulnerable
groups (children,elderly, the
mobility impaired,and more
vulnerable modes such as walking
and bicycling.
SAFETY
A growing population,a large
tourism influx, the need to design
for people aging in place and
limited right-of-way, require
street designs to be innovative
and adaptable. Designs should
provide efficient ways to move
people and goods across
all modes of transportation,
and be designed to promote
physical activity for all ages and
populations by making walking,
bicycling, and transit safe,
attractive and convenient.
ACCESS& MOBILITY
Streets play a significant role
in defining the character of
neighborhoods. Their design should
refer to the surrounding context,
and promote the neighborhood’s
historical value. Many of the best
streets in South Florida are in
Miami Beach.
CHARACTER
Streets comprise an extensive
network of public open spaces that
can facilitate vibrant social, civic,
and economic interactions. Expand
usable public open space by
reallocating underutilized roadway
space to create pedestrian plazas,
expanded sidewalks, corner and
mid–block curb extensions, and
opportunities for landscaping and
storm water management. Include
public seating when there is an
appropriate maintenance partner.
LIVABILITY
Street design has the capability to
improve the environmental health
of the city. Considering the long
term impacts of sea level rides,
Miami Beach has an obligation to
begin to address these challeng-
es. All new street reconstructions
should include significant raising
of the street to prepare for sea
level rise.
RESILIENCY
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Street design has a direct impact on how the public realm is used, the safety of its users and
therefore the vibrancy of the City. This section introduces the basic concepts of street design, and
typical street configurations for people who walk, bike and use public transit. These types are
coordinated with the recommendations set forth the Bicycle Pedestrian Master Plan.
This guide moves away from auto-centric nomenclature like arterial, collector, etc, and returns to
people-oriented nomenclature like boulevard, main street and shared space, effectively shifting
design expectations and the way people interact with the built environment.
The following pages detail the potential configurations of typical streets. The designs proposed
here aim to:
• Be inclusive of all users of the public realm.
• Help make the City more resilient to climate change by showing how streets can be raised
over time.
• Make all users safe regardless of their choice of transportation method
STREET TYPES +
COUNTERMEASURES
1. The Building FRONTAGE is the front facade
of the building. It may be either part of the public
Right of Way or part of the setback. Building
frontage can either be public or private, and varies
depending on whether the building is residential or
commercial.
The setback area may be an extension of the
sidewalk, or an additional landscape strip. In more
urban conditions there is no setback.
Buildings contain appurtenances that compose
public frontage. These can be storefronts with
awnings, or arcades that cover the sidewalk, or
stoops. These are detailed in section X.
2.The PEDESTRIAN REALM is made up various
elements including:
• Sidewalk
• Furnishing Zone, with lights, benches, trash
cans, bike parking, and other amenities.
• Landscaping (either a tree well or
landscape strip depending on the context)
• Curb Type (no curb, swale, curb & gutter)
4. A MEDIAN is a space in the center of the road that
may can contain a TURN LANE, a PEDESTRIAN REFUGE,
or a LANDSCAPE STRIP. Depending on which is used these
elements can help streets be safer to cross for pedestrians,
or have more shade, thus reducing the urban heat island
effect depending on configuration.
5.TRAVEL LANES should be a standard maximum of 10
feet for standard traffic (non transit or freight). This width
provides comfortable travel, slows traffic, and allows
for R.O.W reconfiguration. Some travel lanes should be
DEDICATED TRANSIT LANES which only accommodate
buses and trains. These may be a maximum of 11’.
6.The TRAVEL WAY is the curb to curb dimension of the
street. It may accommodate landscaping, medians, transit
facilities, bicycle facilities as well as vehicular travel.
3
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5
6
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Fig 2.1 General multi-modal streetscape components.
3. BIKEWAYS can be implemented in a variety of ways
depending on context and desired low-stress condition.
This section shows a protected, sidewalk-level protected
bike lane.
Bicycle facilities may be provided in the form of on-street
bike lanes, sidewalk-level bike lanes and off-road paths,
which have a defined space for bicyclists, or as on-street
greenways, which are not physically separate from
drivers, though they may be marked with sharrows, and
have other elements that slow traffic to indicate bicyclist
priority.
4. On-Street Parking is an essential element to most
streets.
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Streets are complex public spaces that support a
wide range of people trying to move around. By
placing “people” at the center of street design,
we remember that the role streets play as part of
the public realm, not simply as conduits for car
movement.
This section defines the composition of the street in
relation to people and the elements they need in
order to have a safe and enjoyable experience.
ANATOMY OF A STREET SECTION
Fig 2.2 Street Type matrix.
8’ min.8’ max. 4’ - 15’10’ max.8’ min.10’ max.8’ max.
On this page and the pages that
follow, users of the guide will find
typical sections for streets that may be
found throughout Miami Beach. They
are described by their overall width,
adjacent land use and urban form.
In each drawing you will find the
appropriate bikeways to be used in
each street type, as well as landscaping
and curb types.
At the bottom of the page is a translation
from the functional classification
nomenclature to the types included in
this guide for the benefit of coordination
with state and federal standards which
still use this antiquated convention.
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10’ max.6’-15’4’- 6’8’ min.10’ max.10’ max.
5’ min.10 max.’10’ max.1’-6’5’ min.10 max.’6’-10’
STREET TYPE OVERVIEW
Bikeways
Parking
Landscaping
Curb type
Travel Lanes
Functional
Classification ARTERIAL
COLLECTOR
BOULEVARD
115’ -1 50’ wide
1 - 2 slip/frontage road(s)
2 - 4 Inner lanes, median
Shared Path
Off Street Bike Lanes
On Street Protected Bike Lanes
On street Parallel Parking
Tree Well
Swale
Curb & Gutter
AVENUE (Urban)
75’ - 90 wide’
2 - 4 lanes
median
Shared Path
Off-Street Protected Bike Lanes
On-Street Protected Bike Lanes
On street Parallel Parking
Tree Well
Curb & Gutter
MAIN STREET
50’ - 70’ wide
2 - 4 lanes
Shared Path
On-Street Bike Lanes
Off-Street Bike Lanes
On street Parallel Parking
Tree Well
Curb & Gutter
Example: Collins Avenue between 41
Street and 71 Street.
Example: Alton Road between 5
Street and 17 Street.
Example: 71 Street
NEIGHBORHOOD STREET
(SUBURBAN)
75’ 90’ wide
2-4 lanes
Shared Path
Protected Bike Lanes
Light/Heavy Greenway
Parking Protected Bike Lanes
On street Parallel Parking
On Street Angled Back-in Parking
Tree Pits
Connected Tree Pits
Swale
Curb & Gutter
10’ max.10’ max.5 min.5 min.
AVENUE (SUBURBAN)
75’ 90’ wide
2-4 lanes
Shared Path
Protected Bike Lanes
Light/Heavy Greenway
Parking Protected Bike Lanes
On Street Angled Back-in Parking
On street Parallel Parking
Tree Well / Planter
Swale
Curb & Gutter
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GENERAL: INTRODUCTION
LOCALFunctional
Classification
Bikeways
Parking
Landscaping
Curb type
Travel Lanes
10’ max.10’ max.5 min.5 min.
8’ min.10’ max.10’ max.5 min.8’ min.5 min.3 min.8 max.8 max.3 min.
NEIGHBORHOOD STREET
(URBAN)
75’ 90’ wide
2-4 lanes
Shared Path
Protected Bike Lanes
Light/Heavy Greenway
Parking Protected Bike Lanes
On street Parallel Parking
On Street Angled Back-in Parking
Tree Pits
Connected Tree Pits
Curb & Gutter
8’ min’8’ max.4’ - 10’10’ max.’’ 8’ min’10’ max.’ 1’-6’8’-12’
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SHARED SPACE
50’ -100’ wide
2 lanes unmarked
Shared Lanes
Tree Pits
Connected Tree Pits
Curbless
NON-MOTORIZED STREET
50’-75’ wide
Shared Path
Tree Pits
Connected Tree Pits
Curbless
7’ min.8 min.7’ min.20’ max8’ min.
Fig 2.3 Standard multi-modal boulevard streetscape assembly.
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TYPICAL TREATMENTS
Trees in Tree well or landscape strip
Medians with robust landscaping
Protected and Painted Bicycle facilities
Frontage road for local traffic
Wide, shaded sidewalks
The term “boulevard” usually refers to a grand city street with wide sidewalks, and tall buildings. They are the widest corridors and act
as grand promenades between important destinations. These corridors typically have two sets of roadways separated by medians, with
the inner roadway(s) intended for through traffic and the outer (frontage roads) for local traffic. Boulevards boast an exceptional level of
landscaping, public open space, and street enclosure. The medians and frontage lanes sometimes include pedestrian and bicycle paths.
Boulevards can be both commercial and residential, and should not have speeds over 35 mph. In Miami Beach examples of boulevards
include Collins Avenue and 5 Street.
BOULEVARD
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5
1
3
4
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MIAMI BEACH LRT MIAMI BEACH LRT
Fig 2.4 Typical multi-modal transit boulevard streetscape assembly at platform section.
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AVENUE (URBAN)
The Avenue is another wide street type. It has two variations, one that is urban, and the other suburban. As with the boulevard it may
have dedicated transit, as in the example above. The urban avenue will have tree wells, rather than a landscape strip, urban building
frontage, and excellent pedestrian access to and along the transit stations. Bicycle access should be supported where possible
depending on ROW width, but in most cases transit takes priority on these streets.
Urban avenues emphasize urban design and transit–supportiveness by including outdoor seating, landscaping,attractive street
materials, and well–designed transit queuing areas. These measures help create an appealing street environment in the presence of
high numbers of buses or trains.
In Miami Beach examples of urban avenues include Washington Avenue, Harding, Collins South of 41 Street, and Indian Creek Drive.
TYPICAL TREATMENTS
Large sidewalk with pavers
Dedicated transit lanes with Sheltered Platforms.
Travel way.
On-street Bike lane
Shade Trees in tree wells.
1
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2
5
1 2
3 4
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Fig 4.4 Multi-modal main street streetscape assembly with protected bike facilities and parklets.
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AVENUE (URBAN)
This is another variation of the urban avenue with fewer travel lanes, and a smaller overall width.
This configuration acts as the convergence point with high pedestrian volumes in a neighborhood or
district.
TYPICAL TREATMENTS
On Street Parking and/ or parklets
Consistent street trees
Furnishing zone
4
5
6
6
1
2
3 4 5
Fig 2.5 Multi-modal commercial avenue assembly with protected bike facilities.
Wide Sidewalk with Seating
Tree well
Off-street bicycle lane
1
3
2
2
TYPICAL TREATMENTS
Building appurtenances that covered the sidewalk
Ample sidewalks with shade trees.
Off-street bike lanes.
On-street parking.
Tree wells and furnishing zone
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MAIN STREET
Main streets are urban, commercial streets that are narrow and support a high volume of pedestrian and bike traffic. Main streets
support low vehicular speeds and should have on-street parking to facilitate retail success. A typical Main Street configuration
allows for wide sidewalks, with street trees in tree wells, public seating in the furnishing zone and other shade structures (see
streetscape section). Main streets should be equipped with adequate bicycle parking and bicycle infrastructure. Due to high activity
in main streets, a protected bicycle lane and reduced posted speeds are desired.
Main Street types can be said to be the original “complete street”where tight geometry, pedestrian amenities, landscaping and
minimal setbacks create a sense of enclosure that promotes healthy street life. In Miami Beach examples of Main Streets include 71
Street between Indian Creek and Collins, Harding Avenue, and 17 Street.
Fig 2.9 Multi-modal main street streetscape assembly with off-street bike lanes.
A suburban avenue avenue is a street of low to moderate vehicular speed acting as a short distance connector between urban centers
and may be equipped with a landscaped median. Suburban avenues are characterized by residential uses, with large setbacks, front
yards, low to medium denisty buildings, and landscape strips. They should have on-street or off-street protected bike lanes or shared
paths, and may have dedicated transit lanes. A challenge with suburban avenues is that they typically have many driveways. Exam-
ples on Miami Beach include Alton Road between Dade Boulevard and Chase, and Normandy Drive.
AVENUE (SUBURBAN)
1
3
4
2
TYPICAL TREATMENTS
A landscape strip, or swale, is used rather than a tree well.
Variable number of Lanes.
A key feature is the tree lined median.
Accommodates bicycle facilities. Variable depending on
R.O.W flexibility (protected)
1
2 3 4
1
Fig 2.6 Multi-modal residential avenue streetscape assembly with protected bike facilities.
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NEIGHBORHOOD STREET (URBAN)
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An urban neighborhood street is a local street, with low car volumes and speeds. An urban neighborhood street has raised curbs,
drainage inlets, wide sidewalks, parallel parking, and trees in individual or continuous planters. Character may vary in response to
the commercial or residential uses lining the street. Examplis in Miami Beach include West Avenue, 72 Street and Byron Avenue.
TYPICAL TREATMENTS
Character varies according to context (dooryard)
May accommodate bikeways.
Typically uses on street parking for traffic calming and
pedestrian protection.
May accommodate curb extensions/ Landscape strips
and furnishing zone depending on context
1
3
4
2
1 2 3 4
Fig 2.7 Multi-modal urban neighborhood street streetscape assembly with conventional bike lanes.
Fig 2.8 Typical neighborhood street streetscape assembly.
NEIGHBORHOOD STREET (SUBURBAN)
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A neighborhood street is a local, low volume, very low speed street.. A street is suburban in character, with raised curbs (except where
curbless treatments are designed), drainage inlets, wide sidewalks, parallel parking, and trees in individual or continuous planters
aligned in an alley. Examples in Miami Beach include Royal Palm Avenue, Euclid, and 81 Street.
TYPICAL TREATMENTS
Low scale resdidential character
May accommodate curb extensions/ landscape
strips/ furnishing zone depending on context
Regularly spaced street trees
1
3
2 May accommodate neighborhood greenways.
4
1 32
4
TYPICAL TREATMENTS
Pedestrian Through Zone
Cafe Seating/ Furnishing Zone
Individual Tree Pits and Landscaping
Shared Roadway with Pedestrian Priority
Parallel parking (optional)
Multi-use space/ Landscape
Slow, curbless street where people traveling by car, foot or bicycle share travel space equally. May support café seating,
play areas, and other uses. Shared streets are designed in a way that supports all modes of transportation but gives priority to
pedestrians and bicyclist while still providing access to vehicular traffic and emergency vehicles.
Shared space streets are successful public spaces that support art, entertainment and also function as commercial strips. Miami
Beach currently does not have any shared space streets, though proposals have been made for Ocean Drive and Ocean
Terrace.
Fig 2.9 Typical shared space.
SHARED SPACE
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Fig 2.10 Typical non-motorized street (multimodal optional).
Non-motorized multi-modal streets, also known as pedestrian malls or pedestrian streets, are the most common configuration of dedicated
pedestrian realm design. Pedestrian streets are lined with active store fronts, and provide a free flow of pedestrian movement throughout the
space. Cafe/ restaurant seating is typically adjacent to frontage in the furniture zone.
Depending on the width of the street, pop-up shops, and vendors can be located in the middle as a temporary store front and create another
through zone. Pedestrian Streets provide excellent opportunities for social interaction and arts performance. Public access to electricity
should be allocated through out for musicians and other artists. Public seating should be creative and plentiful. If pedestrian/cyclist collisions
are a concern due to high volumes, a designated path for bicyclist shall be designated. The use of bicycles should be allowed on pedestrian
streets. However, if the right of way cannot accommodate dedicated facilities for bicyclists/rollerblades and other wheeled transportation
modes, access shall be restricted during heavy traffic. Examples on Miami Beach include Lincoln Road and Espanola Way.
TYPICAL TREATMENTS
Pedestrian Through Zone.
Cafe Seating/ Furnishing Zone.
Individual Tree Pits and Landscaping.
Mixed zone. Art/ Lawn/ Public Seating.
Consider a dedicated multi modal area.
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PEDESTRIAN STREET(NON-MOTORIZED MULTIMODAL OPTIONAL)
TYPICAL TREATMENTS
Alleys can be treated as shared spaces before/after
loading hours.
In low- volume loading streets, the travel way surface
should be constructed with low impact materials like
pervious or modular pavement
Landscaping and furnishing should be located so that it
doesn’t interfere with loading or unloading.
Commercial alleys have the potential to support pedestrian and bicycle connectivity. Most alleys function as loading zones during
regular business hours, at all other times, alleys can be treated as shared space. It is also possible to restrict motor vehicles after
delivery hours and expand cafe seating, pop-up vending and other alternative uses.
In order to successfully activate alleys for multimodal use, garbage dumpsters must be enclosed within the buildings. In addition,
permanent and/or removable seating should be provided depending on right of way constrains. Human-scale lighting should be
provided.
3
2
2
3
Fig 2.11 Typical commercial alley (a).Fig 2.12 Typical commercial alley (b).
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COMMERCIAL ALLEY
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PEDESTRIAN ORIENTED DESIGN
Conventional (auto-centric) street design relegates pedestrians to the bottom of the transportation hierarchy;
overlooking the complexities of pedestrian needs like shade, comfortable places to rest, highly visible
crossings, safe intersections, and wide spaces to maneuver comfortably when negotiating space with other
pedestrians. Pedestrian-oriented design aims to elevate the profile of people who move about the public
realm by foot or wheelchair. Countermeasures regarding pedestrians specified herein include crosswalks
and other intersection details improvements, however, the streetscape section in this guide also alludes to
pedestrian experience improvements. It is worth noting that all recommendations in this guide are aimed
toward balancing transportation options, thus all countermeasures include guidance for the pedestrian realm
at various levels.
PEDESTRIANS: INTRODUCTION
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PEDESTRIAN ENVIRONMENT
The pedestrian environment is commonly
made up of four different zones:
THE FRONTAGE ZONE (1)
The zone immediately adjacent to the
buildings. Depending on regulations,
businesses may use this area as an
extension of their shop for small displays
where space allows, appurtenances like
awnings and signs.
• This area shall be kept narrow.
• Paving material should match the
through zone material but an accent
color may be used to highlight the edge
of the space.
• This area shall provide shade to
pedestrians in the form of awnings or
street trees with large canopy located
on the edge.
THE THROUGH ZONE (2)
As the name describes, this is the main area
for people who walk.
• This area shall be free of obstacles.
• Paving shall be slip resistant and even.
• This area shall be as wide as possible
were foot traffic is most likely to
occur, but always be wide enough for
wheelchairs and parents with strollers
so as to provide a comfortable space
for people on foot to walk along other
users.
FURNISHING ZONE (3)
This area shall accommodate aesthetically
pleasing street furniture, includinh
seating, utility equipment, sidewalk cafes,
landscaping and kiosks.
The furnishing zone shall:
• Have all elements clearly defined by a
coherent layout that maximizes public
space.
• Provide through access for pedestrians
at various points.
• Efficiently accommodate transit stops
and bicycle parking in an aesthetically
pleasing manner.
EDGE ZONE (4)
This is the zone adjacent to the travel ways.
It provides a safe transitional space for cars
parked along the street to open doors.
Street signs, and light posts are usually
placed here on most streets.
Edge zones shall:
• Combine furnishings zone and edge
zone where necessary for transit stops
and taxi waiting zones
1234
The pedestrian environment is defined by the two most
common boundaries we encounter as pedestrians
on the street: The property line and the curb. The
pedestrian environment can also be conditional.
Pedestrians might occupy the entire street during
festivals, bicycle days, block parties and markets.
Fig 2.13 Pedestrian realm.Walking is the most basic mode of transportation
Every component of the street, from the building
frontage to the crosswalks should be considered
the pedestrian realm. Pedestrians including those
with hearing, visual and mobility impairments are
the most vulnerable of all street users. Special care
and consideration is needed to identify potential
issues and to design facilities accordingly.
Most pedestrian crashes occur at intersections
when a person crosses the road., as such these
guidelines see to address pedestrian safety at
these critical locations. But to be truly walkable,
streets need to have more than safe intersections,
they need to be vibrant places.
One of the most common ways to maximize the
amount of pedestrian space on existing roads is to
narrow vehicular travel ways, and repurpose on
street parking and other excess pavement areas as
pedestrian space.
Narrowing travel lanes may provide extra space
that can be allocated to landscaping, bikeways or
to extend the furnishing zone.
In addition, narrowing travel lanes creates a visual
constraint for motorist, where even though cars
fit in the lanes, the narrow lanes force motorist to
negotiate space with each other, thus reducing
travel speed and increasing pedestrian’s level of
safety.
Figure 2.14, the Pedestrian Priority Matrix,
shows the four most common safety and comfort
challenges facing pedestrians, along with short
and long term answers to these problems.
INTERSECTIONS CROSSINGS CAR SPEED WEATHER
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Fig. 2.14 Pedestrian Priority design matrix.
Install textured crosswalks & narrow curb radii at all intersections to less than 20’.
Increase signal timing for pedestrians, expand exclusive pedestrian phase, inspect signals to
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Poor Visibility,
high turn speeds
Paint crosswalks at all intersections.
Limited crossings, lack of signal priority and time for pedestrians to cross
Implement mid-block crossings and curb extensions
Cars Speed down neighborhood streets between signals and stop signs.
Reduce posted speed to 20 mph or less
Reduce design speed.ImplementPlay Streets.**
Heavy rain seasons, lack of shade
Increase tree canopy with movable planters; expand shade tree plantings (rather than palm trees)
Improve frontage; require shading devices on buildings in zoning requirements
PEDESTRIAN: INTRODUCTION
*The ”Children At Play” sign represents the implementation of “play street” policies “Play Streets” is a program where chosen streets are temporarily closed to vehicular traffic
and activated for pedestrian use focusing on children. Refer to http://ahealthieramerica.org/play-streets/play-streets-full/ for more information.
*
Neighborhood Street Sidewalk CoNSideratioNS:
Neighborhood streets are recommended to be built to the
current adopted standard, with a six-foot sidewalk and a
four-foot Furnishing Zone. The 6’ sidewalk provides adequate
passing space for the typical volume of pedestrian traffic on a
residential street, and the 4’ buffer can sustain trees and other
amenities and offers a comfortable buffer from low-speed, low-
volume vehicular traffic, which is desirable on such streets.
UrbaN aveNUeS aNd boUlevardS CoNSideratioNS
Boulevards and urban avenues have moderate to high-speed
motor vehicle traffic and require a wider buffer between
pedestrians and moving vehicles to maintain pedestrian
comfort. A five-foot Furnishing Zone is recommended. Because
such streets may have significant commercial activity and
multiple destinations, it is recommended that the width of the
sidewalk be increased to a minimum of 8’ to accommodate a
larger volume of pedestrians.
MaiN Street, PedeStriaN StreetS, Shared SPaCe CoNSideratioNS:
Due to the high volume of pedestrian activity expected on these
streets sidewalks must be wide enough to support a variety
of activities in addition to walking. The furnishing zone shall
provide benches, bicycle parking and tree wells. A frontage
zone is required for this category of street, providing space
for product display, cafe seating, or room for people to stand
without blocking the through zone. The width of the frontage
zone may vary depending of density and space availability but
its recommended to be at least 5 feet.
B I C Y C L E BOULEV
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MERIDIAN AVE
18 MPH
PEDESTRIAN PRIORITY ZONES
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PEDESTRIAN PRIORITY ZONES (PPZ)
Pedestrian Priority Zones are those locations in the city where a
district-wide approach to pedestrian safety is desired, both because of
existing and future demand. Although a complete Pedestrian Priority
Zone is made up of a variety of elements, PPZs are defined as a
continuum of approaches ranging from a complete sidewalk network
in residential neighborhoods to robust intersections that enhance the
safety of pedestrian crossings.
Those areas in Miami Beach where the combined pedestrian and
transit mode share is higher than 40% shall be considered Pedestrian
Priority Zones, and follow the following more stringent requirements to
facilitate safe pedestrian street and intersection design.
• Provide continuous, unobstructed sidewalks with a clear width of 6
feet minimum (1)
• Curbs aligned with ramps and sidewalks. (2)
• All intersections have visible crosswalks of 10 feet in width.
• Longer crossing signals times in consideration of elderly and
handicap users. The average estimated crossing time for the elderly
men being 3ft per second, and elderly women 2.5 feet per second.
• Travel lanes have a reduced width of 10 feet. (3)
• Provide curb extensions (bulb-outs) at intersections on all arterials.
• Provide crossings at intervals not to exceed 350’
• Provide regularly spaced, pedestrian scale lighting.
• Require Shade trees on all sidewalks. (4)
• Provide shade structures on sidewalk and in building frontage.
• Prohibit right turns on red. Provide green signal turn.
• Provide exclusive pedestrian phase at intersections where the volume
of pedestrian crossings is greater than X pedestrians per minute.
• Limit speed limits to 25 mph max, preferably 20mph; ensure
consistent design speed for streets. (5)
MOVING TOWARDS PEDESTRIAN PRIORITY
Pedestrian Priority Zones should be considered
economic development tools for the city by allowing
for increased pedestrian traffic in shopping districts
without the need for parking.
exteNSioN of 20 MPh ZoNeS:
Vehicles traveling at this speed present a “greatly
reduced risk” of accidents. Driver/pedestrian
visibility is higher at slow speeds. This zones can be
implemented in local streets with relatively low-traffic
and most collector streets depending on context.
MeetiNg/ MixiNg/ CoNvergeNCe ZoNeS:
This zones have an even lower speed limit of 15
mph. Pedestrians are given absolute priority of the
roadway at all times, even if sidewalks exist, followed
by bicyclists and motor vehicles.
Street MarkiNgS, CroSSiNgS aNd SigNage:
Different makings on pavement as well as signage
can alert users about the Pedestrian Priority Zone.
SidewalkS
Ample, connected sidewalks are at the core pedestrian
mobility and ADA compliance. The following steps
should be taken in order to attain Pedestrian Priority
Design:
• Assessment: Conduct sidewalk surveys every
2 years to maintain and update the inventory
of sidewalks, their state of repair, crosswalks,
pedestrian signals.
• Fill in the gaps: Prepare a phasing “sidewalk
priority index” plan for the introduction of
1
2
3
4
5
Fig. 1.5 Example of elements of a pedestrian priority zone.
Pedestrians and bicyclists will always find ways that increase
efficiency of travel. Desire lines are those unprescribed paths
taken by users of the public realm. These paths shall be
analyzed and implemented where possible in order to enrich
the pedestrian experience through observation of users.
DESIRE LINES/ DESIRE PATH
Fig. 2.15 Corner radii and pedestrian crossing safety. Tighter turning
radii are challenging for freight trucks and large passenger trucks, but
should be used in pedestrian priority zones.
Fig. 2.16 Curb extension.
Fig. 2.17 Curb extension with
landscaping.
R< 25o
R< 25o
Extending the curb moves
parallel parking away
from the intersection
and increases the sight
triangle for motorists
while also reducing
pedestrian crossing
distances across the
intersection.
Curb extensions are the
desirable configuration.
This configuration
improves visibility for
all users and provides
an opportunity for storm
water management that is
also aesthetically pleasing.
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PEDESTRIANS: INTERSECTIONS, CROSSWALKS, & BULB OUTS
30o R
Smaller corner radii reduce turn
speed and reduce pedestrian
crossing distance.
15o R
45o R
INTERSECTION CROSSINGS + CURB RADIUS
Pedestrian crossings shall be provided at all intersections and shall be
spaced no greater than 350’ apart. Corner radii should be no greater
than 25 degrees to encourage slow turning movements for automobiles,
and shorter crossing distances for pedestrians, as shown in Figure 2.15
below.
BULB OUTS
Bulb outs, also known as curb extension, are a common
technique that extend the sidewalk, reduce the crossing distance
for pedestrians, and provide additional green space.
Their use in Miami Beach has been controversial due to lack of
public support, difficulty in maintaining landscape areas, and
conflicts with large vehicles negotiating the tighter curb radius.
One way of addressing community concerns about curb
extensions while still providing them is to install mountable curb
extensions, as detailed in section x-x.
MARKED CROSSING F.A.Q
• Consider treatments around schools and high
crossing areas.
• Resurfacing projects.
• Piano key style crossings have a lower
maintenance cost over other high visibility
crosswalks due to reduced friction.
• Marked crosswalks are not necessary for every
intersection. Marking a crosswalk must be
looked in conjunction with possible road diets
and other countermeasures.
• Retroreflectivity in high visibility crosswalks
require 6 pounds of glass beads per gallon of
paint
1 3 42 5 6 7
Fig. 2.21 MUTCD approved types of marked cross-
walks
Solid Crosswalk
Standard Crosswalk
Continental Crosswalk (preferred)
Dashed Crosswalk
Zebra Crosswalk (preferred)
Ladder Crosswalk (preferred)
Piano key style (preferred)
1
2
3
4
5
6
7
Fig. 2.18 Pedestrian Mid-block crossing.
1
2
3
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5
5
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2
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6
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7
7
Fig. 2.20 Offset pedestrian mid-block crossing.Fig. 2.19 In pavement beacons
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PEDESTRIAN: CROSSINGS
TYPICAL TREATMENTS
Raised Median/ Nose
Street Trees
Raised/High Visibility Crosswalk
Curb ramps
Audible/Dynamic pedestrian signals
Solar RRFB pedestrian flashing
beacon (optional)
Offset crosswalk forces pedestrians to
face oncoming traffic before crossing.
MID-BLOCK CROSSINGS
Mid-block pedestrian crossings shall be
based on frontage access and pedestrian
movement desire lines.
• They shall be well marked and
include overhead signage
• Provide curb extension where
there is on-street parking to en-
hance pedestrian visibility.
• Provide raised crossings at high
traffic areas.
11
8 10
9
12
9
8 Automatic sensor to activate
crosswalk (optional)
Solar cell panel or AC powered
Control unit
Embedded amber LED strobe lights
(can be seen 1,500 feet away)
Push button crosswalk activator
(optional)
10
11
12
CrossWalKs
Crosswalks are the designated part of a roadway at an
intersection or elsewhere where pedestrians are intended to
cross, indicated by surface pavement markings or materials.
Even where crosswalks are not marked, pedestrians can
legally cross the street according to state law.
The MUTCD Section 3B.18 offers general guidance for
site-specific crosswalk marking implementation which
call special attention to the areas where it is believed
pedestrians should cross the street, and where existing
volumes of pedestrians are high. However, pedestrian
behavior often disregard these cues, and choose to cross at
the shortest distance regardless of the presence or absence
of paint. In addition, the standards set forth herein are
intended to increase the pedestrian modeshare, and are to
be implemented regardless of existing pedestrian demand.
Data shows that high visibility crosswalks have numerous
benefits. In New York City, they are associated with a 40%
decrease in pedestrian crashes, while in San Fransisco a
37% decrease in crashes was observed in school zones
with marked crosswalks.**
Marked crosswalks are provided for a variety of reasons:
• To indicate to pedestrians the desired path of crossing.
• To alert motorists of the presence of pedestrians at
intersections.
• To indicate a legal mid-block crossing for pedestrians in
high volume, high crossing areas.
wheN ShoUld Marked CroSSwalkS be Provided?
• At intervals no less than 350’
• at locations controlled by traffic control signals
• At intersections controlled by stop or yield signs.
• Where judgment dictates the need of a marked
crosswalk because of high demand, or to indicate
safest path.
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BICYCLIST - ORIENTED DESIGN
Bicyclists currently make up 5% of all trips in Miami Beach, a number that is expected to double over the next fifteen
years. Bicyclists should be anticipated to use all streets in the city, whether they have designated facilities or not.
Bicycle facilities may be provided in the form of grade-separated bike lanes, shared paths or as on-street protected
bicycle lanes or low-stress greenways. Bike lanes, on and off sidewalk-level and paths occupy a defined space
painted in a predetermined color, whereas greenways do not physically separate bicyclists from drivers, though they
may be marked with sharrows and other markings to indicate bicyclist priority.
Bicycle facilities are highly adaptable to various Right-Of-Way constraints, as detailed in the pages ahead.
Designated bikeways successfully separate pedestrians form bicyclists and make them more visible to people traveling
by car. The average constant speed varies from 10 - 18 mph which means that a 5 mile trip takes a bicyclist about 25
minutes to complete, this is the equivalent of a typical commuter trip.
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A path or trail is physically
separated facility from motor
vehicular traffic with an open
space or barrier. Allows for
mixing of non-motorized
travel and pedestrians while
still being separated from
motorized travel lanes.
SHARED USE PATH
A street where bicyclists share
the road with low volume,
low speed car travel, less
than 300 VPD and 18 mph.
It needs substantial traffic
diversion, traffic calming,
and coordinated signage.
NEIGHBORHOOD
GREENWAY - HEAVY
A bicycle box is an
intersection treatment that
places the bicyclist in from
of motorists and is aimed
at preventing collisions
between turning drivers and
cyclists.
BIKE BOX
A lane reserved for bicycle
travel within a thoroughfare,
marked by a painted line. It is
not protected from vehicular
traffic with physical barriers
(bollards, medians, raised
curbs). Often distinguished
with green paint.
BIKE LANE
A designated bicycle Lane
marked to allow bicyclists
to travel against the flow of
traffic. Provides connectivity
and access for bicyclists
traveling in opposite
direction of automobiles.
CONTRAFLOW
BIKE LANE
AN INTRODUCTION TO BICYCLES: TYPICAL BIKEWAY FACILITIES
Bicycle Lane, either at grade
or grade separate, protect-
ed from motor vehicle trav-
el lanes by Curbs, railings,
plantings, parked cars, and/
or grade separation, etc.
PARKING PROTECTED
BIKE LANE
A street where bicyclists
share the road with low
volume, low speed car
travel (less than 300 VPD
and 18 mph. It needs
fewer traffic diversion than
Neighborhood Greenway
Heavy.
NEIGHBORHOOD
GREENWAY - LIGHT
A section of pavement
aimed at preventing bicy-
cle/car collisions at intersec-
tions, particularly between
drivers turning right and
cyclists traveling through an
intersection within an exist-
ing bicycle lane. To improve
BIKE SIGNALS
The language of bicycle facilities
and countermeasures has grown
substantially over the past
20 years. What follows is a
synopsis of the facility types most
appropriate for Miami Beach.
Stanards and more information
on each is found in the pages that
follow.
ESTABLISHING BICYCLE PRIORITY CORRIDORS
Bicycle travel is efficient, environmentally sustainable and can
accommodate a variety of users depending on ability. The
2016 Bicycle Pedestrian Master Plan establishes a network of
bicycle priority corridors that each are calibrated to a different
context.
Miami Beach has a mix of leisure and commuter bicyclists at
all times. Providing infrastructure for bicyclists is crucial to the
success of Miami Beach as a multi-modal city.
The following are characteristics of Bicyclist Priority Corridors:
• Bicyclist Priority corridor signage along routes promotes
slower motor vehicle speeds to encourage leisure riding as
well as commuting for all users.(1)
• Designated areas are in proximity to transit
• Require Street trees/ Shade trees/ Shade structures on
sidewalks.
• Crossing signals with enough time for crossing safely.
• Travel lanes have a reduced width of 10 feet.
• Provide bike boxes and turn boxes at all intersections.(2)
• Provide bike repair stations along route.
• Provide green signal turn and bike signals at major
intersections.
• Reduce travel speed to 20 mph or less where bikes are
sharing the road with traffic.
• Provide short and long-term bicycle parking along route/
zone. Implement short term bike valet for special events. (3)
MOVING TOWARDS BICYCLE PRIORITY
A true shift on modeshare can only be accomplished successfully
through street design that reflects the needs of all types of bicyclists. A
bicycle priority corridor is one that elevates the profile of people trav-
eling by bike making the streets safer and more pleasant for all users.
The City can begin moving towards bicycle priority zones by imple-
menting the following policies for corridors listed in the bicycle pedes-
trian master plan.
• right oN red for bikeS oNly: Right on red turns should be allowed
for bicyclists only. This helps bicyclists to keep momentum. Also, in
zones of 15 mph - 18 mph bicyclists can go straight on red pro-
vided it is safe to do so. Idaho stop law (HB 541)sets precedent
allows cyclists to treat a stop sign as a yield sign, and a red light
as a stop sign since 1982.
• Clear deSigNatioN of SPaCe: Painted bike lanes designate clear sep-
aration of use within the travel lane. Protected bike lanes increase
safety and perception of safety for bikers resulting in higher rider-
ship numbers.
• SigNage: Sharrows, bike priority designation markings and other
signage is a good first start in identifying bicycle priority corri-
dors.
• ParkiNg: Provide ample covered bicycle parking. Legalize bike
parking on signs and other vertical elements.
NEIGHBORHOOD GREENWAYS & BICYCLE PRIORITY CORRIDORS
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NEIGHBORHOOD GREENWAYS & SHARED STREETS
These types of facilities are implemented on streets with medium-low to low vehicle traffic like
neighborhood/ local streets. Greenways will have a variety of traffic calming and diversion
strategies that aim to control speeds, limit conflicts among users and give priority to bicycles while
providing a safe and attractive environment for pedestrians.
Greenways function best as a network rather than isolated, this way, all types of bicyclists can
navigate the streets safely and efficiently
Shared road facilities fall in a continuum of minimal (light) to heavy physical intervention, therefore
implementation and cost vary commensurate with the level of intervention.
BICYCLIST: NEIGHBORHOOD GREENWAYS: INTRODUCTION
Neighborhood Greenways are streets where bicycle travel is
given priority. These are often defined by strategies that are
applied to neighborhood streets to enhance the experience of
pedestrians and bicyclists of all ages and skills levels, while still
providing vehicular access. There is no one standard for how
to implement a neighborhood greenway, but rather they are
made by combining any traffic reduing/calming element that
lowers vehicular traffic and enhances the bicycle and pedestrian
experience.
Neighborhood Greenways should meet the following criteria:
• Reduce vehicular cut-through by installing traffic diverters to
under 700 VPD .
• Provide safer bicycle and pedestrian connectivity by
implementing pavement makings, route signage and
enhanced crossings for pedestrians and bicyclists.
• Reduce vehicular speeds, by installing speed cushions,
speed bumps and reducing posted speeds to 18 mph.
• Guide people along route by providing signage indicating
nearby amenities like the beach, parks, libraries and
commerce. (Consider signs that include average riding
distance/ time to destination)
• Increase the amount of tree canopy throuth the use of street
trees on both sides of the street at every 25’ on center.
The ley to designing Neighborhood greenways that work is to
design for the lowest amount of stress you can feel as a rider.
Lowering traffic stress requires neighborhood greenways to
operate with low auto volumes and speeds, provide protected
crossings at major intersections and maintain an environment that
encourages people of all ages and abilities to travel actively.
They rely on a combination of trees and traffic calming measures
that discourages cut-through traffic to lower the traffic stress on
neighborhood greenways for people walking and biking.
SPEED GUIDE POLICY INFRASTRUCTURE
CH
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M
Wide travel lanes
Remove/ reduce
width of travel
lanes
Lack of Signage
Install Pavement
Markings
Dedicated areas
along route & inter-
sections (bike box)
Bike Priority
crossing signals
& Increased
Crossing time for
pedestrians
Implement play
streets*
Lack of amenities
and facilities.
Fill in gaps/
Implement complete
network
Provide robust ame-
nities for bicyclists
along routes
INTERSECTIONS
Collisions at
intersections
RIGHT
ON RED
BIKES
ONLY
Maintains
momentum
/ Avoids collisions
Implemement
countermeasures to
decrease motorists
speed and volume
Implemement
countermeasures to
decrease motorists
speed and volume
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*The ”Children At Play” sign represents the implementation of “play street” policies and urban design countermeasures in order
to achieve a pedestrian priority zone; not the installation of non-approved MUTCD “Children At Play” signs along residential
streets. Play Streets” is a program established by the Partnership for Healthier America and the First Lady Michelle Obama in
2012. Chosen streets are temporarily closed to vehicular traffic and activated for pedestrian use focusing on children. Refer to
http://ahealthieramerica.org/play-streets/play-streets-full/ for more information.
Fig. 2.22 Bicycle Priority Corridor design matrix.
Fig 2.23 Typical “Heavy” Neighborhood greenway.
N E I GH BORHOOD GREEN
W
A
Y
MERIDIAN AVE20 MPH
N E I G H BORHOOD GREEN
W
A
Y
MERIDIAN AVE20 MPH
Residential context
Extensive Tree Canopy - shade trees at 25’
oc minimum/ Landscaped Swales.
Substantial traffic diversion through the use
of neighborhood-scale traffic circles, and
turning diverters.
On-street parking/ chicanes and edge
islands encouraged as traffic calming and
pedestrian protection.
Clear signage and posted speed limits
shall be present consistently align route
and at junctions
Fig 2.24 Typical “light” Neighborhood greenway.
Neighborhood Greenways that are referred to as “light” tend to already have low traffic (less than
300 VPD), and usually require minimal intervention or construction. Lite neighborhood greenways
should be implemented through a combination of signage, pavement markings, re-striping and minor
intersection traffic calming measures.
NEIGHBORHOOD GREENWAY - LIGHT
TYPICAL TREATMENTS
NEIGHBORHOOD GREENWAY - HEAVY
A “heavy” neighborhood greenway is a street where the volume of traffic that usually presents
elements like: Neighborhood circles, chicanes and other countermeasures for volume and
speed management that require construction, and physically change the existing streetscape.
Neighborhood Greeway Heavy streets are usually over 1,500 and must bring their numbers to be
lower than 800 VPD to meet Neighborhood Greenway Designation.
Neighborhood Greenways are local streets that serve as “bicycle priority streets”. They have less
than 1,500 VPD and no more than 20 mph. There are two types of neighborhood greenways
which vary based on desired level of traffic calming and bicycle priority.
1
3
4
2
5
1
3
2
4
5
5
Residential context or light commercial.
Extensive Tree Canopy - shade trees at
25’ oc minimum/ Landscaped Swales.
On-street parking, chicanes and edge
islands encouraged as traffic calming.
Clear signage and posted speed limits.
TYPICAL TREATMENTS
1 3
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1
2
3
4
4
BICYCLIST: NEIGHBORHOOD GREENWAYS: INTRODUCTION
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BICYCLIST: NEIGHBORHOOD GREENWAY (HEAVY)
Neighborhood Greenways (NG) are slow speed streets where people can safely and comfortable share the road with a low volume of car traffiic. Streets with high daily volumes and speeds (over
10,000VPD or over 30 mph) are not appropriate as Neighborhood Greenways bicycle facilites. Neighborhood Greenway Heavy streets should have less than 600 VPD, with speeds less than 20 mph.
The amount of financial investment and level of traffic diversion to accomplish greenways ranges rom Heavy to Light, and can be described as a continuum of traffic design and streetscape improvement
strategies that prioritize bicycle travel over automobile to various degrees, while providing streetscape improvements that directly benefit pedestrians and property owners. A Neighborhood Greenway
“heavy” (NGH) presents higher traffic diversion and level of investment than a “light”. In addition, NGH usually have a higher concentration of greenway design elements.
1
2
5
Fig. 2.25 Neighborhood Greenway Heavy to Light continuum.
TRAFFIC DIVERTER
Traffic diverters prevent cars from passing
through certain legs of an intersection
effectively reducing traffic volumes on a street.
HIGH VISIBILITY
CROSSWALK
EXPANDED TREE CANOPY
CHICANE
A chicane is a change in a street’s path
from straight to serpentine through the use of
bumpouts . A chicane is constructed to slow
traffic and force yield conditions.
NEIGHBORHOOD TRAFFIC CIRCLE
Traffic circles are raised islands placed in an
intersection. They are landscaped with ground
cover and street trees. Traffic circles require drivers
W A I T H E R E
W
A
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T
H
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G
N G
N
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NGNG
N
G
5
5
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BICYCLIST: NEIGHBORHOOD GREENWAY (LIGHT)
Streets designated as Neighborhood Greenway Light (NGL), tend to have existing low traffic volumes, and can be easily converted though signage, re-striping, minor construction, or policy change.
Neighborhood Greenway Light streets should have less than 300-600 VPD, with speeds less than 20 mph. Streets designated Neighborhood Greenway Light work together with Neighborhood Greenway
Heavy in a network of neighborhood streets that have significantly lower traffic volumes and speeds. Areas along the street might require the implementation of traffic circles, bulb outs and diverters in
order to accomplish the necessary traffic calming and diversion that characterize these types of neighborhood streets. Other potential treatment is to remove stop signs along the route and only use them for
intersecting streets so that people cycling don’t have to slow down at minor intersections.
4
8
NARROW LANES =
SLOW TRAFFIC
EXPANDED TREE CANOPY
CURB EXTENSIONS
Curb extensions narrow the street at intersections or mid-block
by widening the sidewalk. They improve pedestrian safety by
reducing the crossing distance and improving sight distance.
They may also influence driver behavior by changing the
appearance of the street to be more narrow.
BIKE BOX / BIIKE SIGNAL
PAVEMENT MARKINGS AND SIGNAGE
Sharrows in a neighborhood greenway should be used if done in concert with
other traffic calming methods to make a true neighborhood greenway. Should
not be a replcement for protected facilities installed along streets where they
cannot be accommodated. The sharrows can be green colored, or have some
other distinctive marking.
ON STREET PARKINGTREES @ 25’ OC OR LESS
11’
7’- 8’
face of curb
c u r b a n d g u t t e r
40”
9 ’4 ”
40”
6 ’
6”
6 ’
6 ’
6 ’
1 1 2 ”
7 2 ”
40”
Width of Outside
Lane
24”
6 ’
No stripe at edge of
curb & gutter or
paved shoulders
lip of gutter
face of gutter
door zone
4” w
hite
s
p
a
cin
g
4” w
hite
Fig. 2.26 Pavement marking placement
with parallel parking.
Fig. 2.27Pavement marking placement on
travel lane.
Fig. 2.28 Pavement
marking dimensions.
1
2
3
4
4
Fig. 2.31 Pavement
marking dimensions.
Fig. 2.29 Pavement
marking dimensions.
Fig. 2.30 Pavement
marking dimensions.Pavement markings are an integral part of bicycle facility
design. The proper placement of pavement markings visually
designates where the bicyclist should travel, alert motorists and
pedestrians of the presence of bicyclists and establish a route.
The minimum placement of a sharrow when no parking is
present is 4’ away from the gutter. On streets with posted 25
MPH or less, sharrows shall be placed in the middle of the lane
Minimum placement when parallel parking is present:11’ to
avoid the door zone conflict. Center lane placement if posted
speed is 25 MPH or less.
Standard marking MUTCD figure 9C-9
Color may be used as shown.
BICYCLIST: NEIGHBORHOOD GREENWAY: PAVEMENT MARKINGS
3
2
Fig. 2.32 modified shared lane markings for route designation and directionality.
4’
UNPROTECTED BIKE LANES
These types of facilities are the most commonly found in cities across the US to date. There are several
variations on the conventional bike lane that are included in the pages that follow. These are all
part of a continuum of bicycle facilities that are unprotected from car traffic. Unlike Neighborhood
Greenways, bicycles on unprotected bike lanes do not share the road with car traffic, but they are
not physically separate or grade separate, as with projected bike lanes. They are not to be used
on roads with more than 25,000 VPD or more than 35 mph.
Fig. 2.32 modified shared lane markings for route designation and directionality.
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BICYCLIST: CONVENTIONAL BIKE LANE
13’ Desired Minimum
5’ Desired
Minimum
When placed adjacent to a parking lane, the desirable reach
from the curb face to the edge of the bike lane (including the park-
ing lane and an additional “door zone” buffer between them) is
14.5’. The absolute minimum reach is 12 ‘. Minimum width of
a bike lane next to a parking zone is 5’ unless there a marked
buffer between them.A bike lane may be positioned to
the right of a right-turn-only lane,
only if a split-phase signal timing
is used Dashed striping shall be
used through high traffic
merging areas (intersec-
tions, driveways, etc)
When placed adjacent to parking, a solid white line
(4”- 6”) shall be used between parked cars and the bike lane to
minimize encroachment.
6’ is the desired minimum width for a bike lane adjacent to
parked cars in order to minimize potential conflicts with pedestri-
ans or motorists.
Ideally, parking spaces include a “door zone” when designing a non-protected
bike lane configuration to ensure comfort for people parking and for the
people traveling by bike.
A solid white line shall be
used to separate motor travel
lanes from the bicycle lane.
A 6-8” line is typically used.
Bicycle lane word and/ or
symbol and arrow markings
shall be used to define the
bike lane and designate
that portion of the street for
preferential use by bicyclists.
Markings shall be placed
outside motor vehicle tread
path at intersections, drive-
ways and merging areas in
order to minimize wear and
tear from the motor vehicle
path
The desirable bike lane width adjacent to a curb face is 6 feet. The desirable
ridable surface adjacent to a street edge or longitudinal joints is 4 feet with a
minimum width of 3 feet.
1 3
4
5
6
2
7
7
4
1
2
3
5
6
6
Fig.2.33 Conventional bicycle lane.
5
Fig. 2.35 Contraflow bicycle lane.
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BICYCLIST: CONTRAFLOW BIKE LANE
Contra-flow bike lane markings should be extended across the inter-
section, especially for contra-flow bike lanes against the curb, as a
way of alerting cross street traffic to look for contra-flow bicyclists.
When configured without parking, a solid double yellow line mark-
ing should be used to separate the contra-flow bike lane from the op-
posing vehicle travel lane. A curb or median should be used in place
of double yellow line. In this case, the facility becomes a contra-flow
protected bike lane.
4
2
3
41
1
2
3 Where there is room, bike lanes should be used on both sides.
When there is no room, for a with-flow lane, shared lane markings
should be used to guide with-flow bicyclists to keep to the right side
of the road.
Color may be used along the facility to draw attention to the unique
function of the lane, or in areas of cross traffic such as drive ways
and intersections.
4
50’-100’ 1:7 Taper ratio
Merge Area
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A bicycle marking shall be used to clarify bicyclists
position within the combined turn lane.
Width of combined turn lane shall be 9’ minimum
and 13’ maximum. A full bicycle through lane can be
accommodated if the vehicle right turn only lane can be
made 14’ or wider.
BICYCLIST: COMBINED TURN LANE
The width of the bike travel within the combined turn
lane path shall be 4’ minimum.
A dashed 4” line and bicycle lane marking shall be
used for bicyclist position with the combined lane
without excluding cars from the suggested bicycle area.
Color may be used to highlight conflict area.
Fig.2.36 Combined turn lane at intersection approach.
2
1 3
4
Protected intersections are preferred over mixing zones.
However, mixing zones are ideal in constrain conditions or as
interim solutions. Mixing zones are only appropriate where the
bike facility is unidirectional.
Mixing zones create a defined area in the roadway where
motorists yield to bicyclist and cross paths in other to turn right
at an intersection. Slow yield movements increase the safety of
all users. The following design guidelines should be applied
when designing mixing zones:
• Locate the merge point as close as practical to the
intersection.
• Keep the merging area as short as possible. From 50’
minimum to 100’ maximum.
• Provide a buffer and physical separation from the adjacent
through lane after the merge area, if possible.
• Highlight the merge/conflict area with green paint, and
dashed bike lane markings or shared lane markings
(sharrows)
• Install “Begin Right (or Left) Turn Lane Yield To Bikes” sign
(R404) at the beginning of the merge area.
• Eliminate parking in the merging area.
• Minimize the length of the storage portion of the turn lane.
• Where posted speeds are 35 mph or higher, or where it is
absolutely necessary to provide storage for queued vehicles,
a deceleration/storage lane may be necessary in advance
of the merging point.
3
2 1
4
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BICYCLIST: THROUGH BIKE LANE
The desirable width of a through lane and dashed
bike transition is 6’ with a minimum of 4’. Dashed
white lines should be 6” wide and 2’ long with a 2’
to 6’ gap between dashes. If lanes are not painted
in full, transitions should be painted to emphasize
path and conflict zones.Dashed lines signifying the merge area shall begin a minimum of 50’ before the intersection.
Dotted lines should begin 100’ before the intersection if along a high speed/ volume roadway.
Bicycle lane word and/ or symbol and arrow markings shall be used to define the bike lane
and designate that portion of the street for preferential use by bicyclists. Markings shall be
placed outside motor vehicle tread path at intersections, driveways and merging areas in order
to minimize wear and tear from the motor vehicle path.
The through lane shall be placed to the left of the
Right Turn Only lane.
Accompanying signage should
include “Right Lane Must Turn
Right” MUTCD R3-7r and “Begin
Turn Yield To Bikes”MUTCD R4-4.
Through bike lanes should be
provided at any intersection
approach where a Right Turn
Only Add Lane lane is created. It
is desirable for bicyclists to travel
straight to the merging area to
reinforce right of way.
Bicycle signal detection should be
provided within through lane.
3
2
1
2
3
4
6
1
4
5
6
7
Fig.2.37 Through bicycle lane intersection approach.
7
5
MUTCD R3-7r
MUTCD R4-4
5
50’-100’ 1:7 Taper ratio
Merge Area
OPTIONAL
50’-100’ 1:7 Taper ratio
Merge Area
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BICYCLIST: THROUGH BIKE LANE (SHARROWS)
Bicycle symbol indicating a shared lane marking shall be used
to designate that portion of the street for preferential use by
bicyclists and encourage safety.
Dashed lines signifying the merge area shall begin a minimum of 50’
before the intersection. Dashed lines should begin 100’ before the
intersection if along a high speed/ volume roadway.
Width of combined turn lane shall be 9’ minimum and 13’ max-
imum. A full bicycle through lane can be accommodated if the
vehicle right turn only lane can be made 14’ or wider.
Accompanying signage should include “Right Lane Must Turn Right”
MUTCD R3-7r, and “Begin Turn Yield To Bikes”MUTCD R4-4.1
3
4
2
1
2
3
4
Fig.2.38 Through bicycle lane with sharrows at intersection approach.
MUTCD R4-4
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BICYCLIST: BUFFERED BIKE LANE
3
4
1
2
3
1
2
4
Fig. 2.39 Buffered bicycle lane.
5The buffer shall be marked with two solid white lines
with diagonal hatching if 3’ of width or wider. Dou-
ble white lines indicate where crossing is discour-
aged though not prohibited.
Like a conventional bike lane, a wide 6” - 8” solid
white line is used to mark the edge adjacent to a
motor travel lane
Bicycle lane word and/ or symbol and arrow
markings shall be used to define the bike lane and
designate that portion of the street for preferential
use by bicyclists. Markings shall be placed outside
motor vehicle tread path at intersections, driveways
and merging areas in order to minimize wear and
tear from the motor vehicle path
Color may be used at the beginning of each block and
throughout entire bikeway to encourage motorists to
stay in motor travel lanes and avoid conflict with people
traveling by bicycle.
A Solid line or parking T’s are acceptable markings
to separate parking zone from the bicycle lane.
A 5’ minimum width helps
encourage bicyclists to ride
outside of the door zone.5
10’ min.
2’ min.
5’ min.
8’ max.
Buffers should be at least 2’ because
it is impractical to mark a zone
narrower than that.
Fig. 2.40 Advisory bike lane with shared lane markings.
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BICYCLIST: ADVISORY BIKE LAN
DRIVER
• This facility brings awareness to the travel way as a
shared space when a bicyclist is not present. It helps
to reduce travel speeds while not narrowing the travel
lanes.
• It is OK to drive over the dashed line when bicyclists
are not present.
• If a bicyclist is traveling in the advisory bike lane,
move to the center completely to pass.
• If there is oncoming traffic and a bicyclist present,
stay behind the bicyclist until its safe to pass.
• When passing, the vehicle must leave at least 3 feet
between the vehicle and the bicyclist.
Advisory bike lanes are used on streets that are
too narrow for conventional on street treatment/
bicycle facility.
Advisory bike lanes look like dedicated bike
lanes except that a dashed line is used instead
of a solid line. This allows drivers to drive on the
bicycle space when a bicyclist isn’t present
BICYCLIST
• Watch for merging motorists
• Use caution, look back when turning left and signal
your intentions.
• Always assume that motorists may not see you.
1
2
1
2
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PROTECTED & SEGREGATED BIKE FACILITIES
These types of facilities are implemented on streets with medium to high vehicle traffic (<20,000
ADT), and speeds of 35 mph and above. Segregated bike facilities can range from shared-use
paths along parks and golf courses to parking protected bicycle lanes.
Segregated or protected bicycle facilities have the highest potential to get more people on bikes
whether for fun or for work. By installing physical separation between the bicyclists and other us-
ers, the perceived level of safety as well as the actual level of safety increase, making bicycling a
viable alternative to a wide range of people.
8’
m
i
n
.
2’
m
i
n
.
5’ min. residential.8’ mincommercial.
BASIC BOLLARDS PLANTERS PARKED CARS
1
2
45
2
1
5
4
Fig.2.41 Protected bicycle lane with bollards.Fig.2.42 Protected bicycle lane with planters.Fig.2.43 Protected bicycle lane with parked vehicles and buffer.
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BICYCLIST: ON STREET TWO-WAY PROTECTED BIKE LANE
MOUNTABLE CURB MODULAR CURB BIKE PARKING
10’ - 20’
sight triangle
4
3
6
7
4
6
5
Fig.2.44 Protected bicycle lane with mountable curb.Fig.2.45 Protected bicycle lane with modular curb.Fig.2.46 Protected bicycle lane with buffer and bicycle parking.
10’ - 20’
sight triangle
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BICYCLIST: ON STREET PROTECTED BIKE LANE
BICYCLIST: SIDE WALK LEVEL PROTECTED BIKE LANE
LANDSCAPE BUFFER PARKED CARS & MOUNTABLE CURB
Fig.2.47 Sidewalk-level Protected bicycle lane with landscape
buffer.
Fig.2.48 Sidewalk-level Protected bicycle lane with mountable
curb (no parallel parking).
Fig.2.49 Sidewalk-level Protected bicycle lane with parked vehi-
cles, mountable curb and buffer.
MOUNTABLE CURB
3
3
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BICYCLIST: SIDE WALK LEVEL PROTECTED BIKE LANE
ONE WAY & MOUNTABLE CURB SHARED PATH DRIVE WAY CONDITION
Fig.2.50 Sidewalk-level Protected bicycle lane with mountable
curb and parallel parking.
Fig.2.51 Sidewalk-level Shared use path.Fig.2.52 Sidewalk-level Protected bicycle lane driveway condition.
3
3
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Fig 2.53 Typical dimension of buffer stripes. Width varies. Desired Minimum
3 feet.
4”
8”
Fig 2.54 Mountable curb detail.
4’minimum1 foot
The mountable curb
should have a 4:1
slope edge.
2-
3
f
e
e
t
Native Plants,
Shrubs
Aluminum,
Concrete
(Commonly used)
30
”
-
5
0
”
24
”
-
3
5
”
Fig 2.55 Planter detail
(Design,material and size may vary.)
1
2
3
4
5
6
Fig 2.56 Bollard detail.
(Design,material and size may vary.)Fig 2.57 Modular curb detail.
3” max.7fixed plate
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Bicycle lane word and/ or symbol and
arrow markings shall be used to define the
bike lane and designate that portion of
the street for preferential use by bicyclists.
Markings shall be placed outside motor
vehicle tread path at intersections,
driveways and merging areas in order to
minimize wear and tear from the motor
When protected by a parking lane, 3’
is desired for unloading and to prevent
dooring collisions.
When configured next to travel lanes, a
mountable curb should be provided to allow
bicyclists to pass other bicyclists.
Color may be used along the facility to draw
attention to the unique function of the lane,
or in areas of cross traffic such as driveways
and intersections.
On-street parking of cars,motorcycles and
bicycles should be used as a traffic calming
method as added protection when possible.
BICYCLIST: PROTECTED BIKE LANE
For motor vehicles attempting to cross the
protected bike lane facility from the side
street or driveway, street and sidewalk fur-
nishings and/or other features should accom-
modate a sight triangle of 20’ to the protect-
ed bike lane from minor street crossings, and
10’ from driveway crossing.
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3
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8
3
9
8
9
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BICYCLIST: PROTECTED BIKE LANE INTERSECTION APPROACH
When the protected bike lane is dropped on an
intersection approach, the intersection shall pro-
vide some type of bicycle facility to receive the
protected bike lane users. This may be a conven-
tional bike lane, bike box or combined bike lane/
turn lane.
For a transition to a bike lane, the minimum desir-
able width is 6’ with an absolute minimum of 4’.
At constrained intersections with right turn lanes,
consider transitioning to a mixing zone. (See pages
54-56)
Tactile warnings or pavement markings should be
used on slopes from raised protected bike lanes
to slow bicyclists speed prior to the transition out
of the protected bike lane, and to warn users of
potential conflicts with motor vehicles.
Parking should be prohibited 30’ - 50’ in advance
of where the protected bike lane buffer ends to
promote visibility between people riding bicycles
and traveling by car.
Bicycle-friendly curbs use short (3") angled curbs,
to maximize operating space.
Full height vertical 6" curbs are not bicycle friend-
ly. Riders risk hitting their pedals on them, and
must shy away, reducing the useful space in the
protected bike lane.
Fig 2.58 Protected bike lane intersection approach.
4
1
2
3
1
2
3
4
5
5
The desirable distance to drop a protected
bike lane prior to an intersection varies by the
specific treatment and lane configuration.
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BICYCLIST: ADA ACCESSIBLE PROTECTED BIKE LANE INTERSECTION APPROACH
20’ minimum5’ rec.
4 ’ m i n .5 ’ m i n .
6 ’ m i n .
6’ min.
Rear access aisle may be adjacent to pedestrian crossing
island in constrained situations.
Access aisle must match the length of parking space. a 5ft
minimum width is required where sidewalk width exceeds
14ft.
Accompanying signage should be placed at the head of each
parking space. MUTCD R7-8, and if applicable MUTCD R7-
8P
1
2
3
Fig 2.59 ADA Accessible protected bike lane intersection approach.
1
2
3
MUTCD R7-8
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BICYCLIST: PROTECTED BIKE CORRAL INTERSECTION APPROACH
typ.1 parking length
5 ’ m i n .2 ’ m i n .
6’ min.
8 m a x .
Consider providing shelter to the bicycle corral without
obstructing the corner visibility triangle.
Access aisle must match the length of parking space. A 2 ft
minimum width is recommended
Stop bars and vertical elements should be used to
differentiate motor vehicle parking from bike corral.
1
2
3
Fig 2.60 Bike Corral protected bike lane intersection approach.
1
2
3
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BICYCLIST: PROTECTED BIKE LANES: MATRIX
CORRIDOR
SCALE DESIGN
CONSIDER-
ATIONS
ACCESS TO
DESTINATIONS
NETWORK
CONNECTIVITY
CONFLICT
POINTS
INTERSECTIONS
ONE WAY
PROTECTED BIKE
LANE
CONTRA-FLOW
PROTECTED BIKE
LANE
ONE WAY
PROTECTED BIKE
LANE +
CONTRA-FLOW
PROTECTED BIKE
LANE
TWO WAY
PROTECTED BIKE
LANE
People on bicycle have
limited access to the
other side of the street.
People on bicycle have
limited access to the
other side of the street.
People on bicycle have
full access to the other
side of the street.
People on bicycle have
limited access to the
other side of the street.
Does not address con-
traflow demand which
may result in wrong
way riding
Bicyclists riding in
the direction of traf-
fic share a lane with
motorists. May result
in wrong way riding
in the contraflow bike
lane
Allows for two-way
bicycle travel but con-
traflow crossings may
be inefficient.
Allows for two-way
bicycle travel but con-
traflow crossings may
be inefficient.
Few. Turning drivers
and pedestrians expect
1 way bicycle traffic
Turning drivers and pe-
destrians may not expect
contraflow traffic
Turning drivers and pe-
destrians may not expect
contraflow traffic
Turning drivers and
pedestrians may not
expect contraflow
traffic
May use existing signal
phases, bike signal
may be required de-
pending on volumes
Usually requires ad-
ditional signal equip-
ment. Bike phase may
be required depending
on volume
Usually requires addi-
tional signal equipment.
Bike phase may be
required depending on
volume
Usually requires addi-
tional signal equipment.
Bike phase may be
required depending on
volume
ONE WAY
PROTECTED BIKE
LANE PAIR
TWO-WAY
PROTECTED BIKE
LANE
MEDIAN
TWO WAY
PROTECTED
BIKE LANE
People on bicycle have
full access to the other
side of the street.
People on bicycle have
limited access to the
other side of the street.
Accommodates two-
way bicycle travel
Few. Turning driv-
ers and pedestrians
expect concurrent bike
riders
Turning drivers and pe-
destrians may not expect
contraflow traffic
Turning drivers and
pedestrians may not
expect contraflow
traffic. Median may
improve visibility
and reduce conflict
May use existing signal
phases, bike signal
may be required de-
pending on volumes
Usually requires ad-
ditional signal equip-
ment. Bike phase may
be required depending
on volume
Usually requires
additional signal
equipment. Bike
phase may be re-
quired depending
on volume
Accommodates two-
way bicycle travel
People on bicy-
cle have limited
access to the other
side of the street.
Accommodates
two-way bicycle
travel
Fig 2.61 Protected bike lane configurations matrix.
61
INTERSECTIONS/ JUNCTIONS
Intersections are the highest point of potential conflict between users. A well designed intersection
is able to effectively communicate what each user must do in order to have a successful crossing.
Good intersection design makes convergence points into a stress-free experience where certain
elements are highlighted in order to increase visibility of users.
A successful intersection has the following characteristics:
• Clearly defined waiting zones for people in motorized vehicles, bicycles and on foot.
• Has accessible pedestrian signals (voice, tactile, and visual aid).
• Is as compact as possible, meaning that all users have the shortest possible distance to
cross.
• Is designed with the hierarchy of users in mind for crossing priority. Pedestrians are the
most vulnerable and potentially slow, followed by bicyclists and last, motor vehicles.
• Avoid extreme angles and complex movements.
• Pedestrians and bicycles must be routed through the intersection with minimum deviation
from their direct path.
• Provide shade at and near junctions, particularly in areas where pedestrians are waiting
to cross the street.
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BICYCLIST: BIKE BOX
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A box formed by transverse lines shall be used
to hold bicyclist. Typically 10’ - 16’ deep.
Deeper boxes show less encroachment by
motor vehicles.
Stop lines shall be used to indicate the point
behind which motor vehicles are required to
stop in compliance with a traffic control signal.
Pavement markings shall be used and centered be-
tween the crosswalk line and the stop line to desig-
nate the space as a bike box.
A “ Wait Here” Legend making may be used to sup-
plement the MUTCD R-10-6a marking at bike box.
In cities that permit right turns on red signal indica-
tions, a “No Turn on Red” sign shall be installed over-
head to prevent vehicles from entering the bike box.
A “Stop Here on Red” sign should be post- mounted
at the stop line to reinforce observance of the stop
line. Additional signs may be used to clarify signal
control. Among the legends that may be used is :
“ Bikes Stop Here on Red”
Colored pavement should
be used within the bike
box to encourage compli-
ance by people traveling
by motor vehicle.
An ingress lane should be
used to define the bicycle
space. Color pavement
may be used. When color
is used, length shall be
25’ - 50’ to guarantee
bicyclists access to the
box.
An egress lane should be
used to clearly define the
potential area of conflict
between motorists and bi-
cyclists at the intersection.
An egress lane should not
be used when there is no
complimentary bike facil-
ity or lane on the far side
of the intersection.
*Bike box treatments are most helpful when bicyclists ar-
rive at a red signal, giving cyclists a head start at intersec-
tions and high visibility.
Fig 2.62 Bicycle box at intersection.
1
2
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4
5
1
2
3
4
5
6
7
8
6
78
MUTCD R-10-11
MUTCD R-10-6a
WAIT HERE
WAIT HERE
1
2
3
4
5
6
3
54
6
1
3
2
6
Fig 2.64 Pavement markings variations at intersection (b).
222
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BICYCLIST: PAVEMENT MARKINGS
Chevrons might be used in conflict areas
or across entire intersections.
Crossing lane width shall match width
and position of the leading bike lane in
all cases.
Dashed lines shall be 2’ lines with 2’ to
6’ feet spacing. Markings shall be white,
skid-resistant and retro reflective.
Colored pavement might be used for in-
creased visibility of pedestrian crosswalk
Colored pavement might be used in con-
flict areas or across entire intersections
for increased visibility
Shared Lane markings might be used in
conflict areas or across entire intersec-
tions.
“Shark Teeth” yield makings may be used
when crossing driveways and alley ways to
mark the edge of the bike lane as well as in
potential pedestrian/ bicycle conflict areas.
People traveling by bicycle shall yield to
pedestrians.
“Elephant Feet” markings may be used as
an alternative to dotted line extensions to
offer increased visibility 14”-20”squares with equal spacing.
Fig 2.63 Pavement markings variations at intersection (a).
14- 20 inch square
with equal spacing
12’’
18’’
24’’
36’’
Yield lines for separated bike lanes
Yield lines for roadways
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4
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6
5
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An area shall be designated to hold queuing bicyclists and formalize
2-stage turn maneuvers.
Pavement markings shall include a bicycle stencil and a turn arrow to
clearly indicate proper bicycle direction and positioning. In addition,
the box shall be painted for improved visibility.
The queue box should be positioned laterally in the cross-street, to promote
visibility of bicyclists.
The queue box may be positioned laterally in the cross street parking lane
rather than in front of the travel lane. This may require bicyclists to weave
into the travel lane to resume through movement of no dedicated bicycle
facility is present since the parking lane ahead may be occupied.Markings across intersections should be used to define through bicy-
clist positioning.When protected bike lane is configured as parking protected, consider
dedicating bicycle parking space towards intersection.
BICYCLIST: TWO STAGE LEFT/ QUEUE BOX*
Fig 2.65 Two- stage left turn bike box at median.Fig 2.66 Two - stage left turn bike box at parallel parking configuration.
3
MUTCDR-10-11
6.
5
’
m
i
n
.
6.
5
’
m
i
n
.
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The queue box could be positioned laterally in the cross street parking lane
rather than in front of the travel lane.
Wider corner radius and setback pedestrian crossing provide opportunity
for bicyclist queuing area.
The queue box shall be placed in a protected area. Typically this is within
and on-street parking lane or between the bicycle lane and the pedestrian
crossing.
A “No Turn on Red” sign shall be placed overhead in cities where right
turn on red is allowed.
At mid-block turning locations, the queue
box may be integrated into the sidewalk
space. This configuration is also known as the
“jughandle”. Consider the use of some form of
signalization at these locations.
Bicycle box configuration. Bicycles yield to pe-
destrians. Not recommended in areas with high
pedestrian volumes.
BICYCLIST: QUEUE BOX
*Two-stage left queue boxes are helpful on
streets with longer green periods and streets
where cyclists might be less comfortable turning
left from a turn lane. It gives bicyclists a safe area
to make a turn without conflicting with through
traffic, unlike the bike box alone.
Fig 2.67 Two- stage left turn bike box and through bike lane configuration.
1
2
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4
5
6
1
2
3
4
5
6
Fig 2.68 Two- stage left turn at mid-block.
Fig 2.69 Two- stage left turn at bike box.
credit: SuOm Francis
credit: suOm Francis
MUTCDR-10-11
6.
5
’
m
i
n
.
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BICYCLIST: RIGHT-TURN-ONLY WITH TRAFFIC DIVERTER
Appropriate education for use of proposed
treatments should be provided to neighbors
and others who are likely to use the corridor.
Closures and diverters should be liberally
marked to alert drivers to expect bicyclists
emerging from or not turning at the feature.
Supplemental signage and markings should
be provided at crossings of major roads to
improve crossing visibility.
A forward stop bar should be provided for bi-
cyclists at minor crossings in order to increase
visibility and reduce crossing distance. Mini-
mum requirement when other geometric treat-
ments are not immediately implementable.
4
1
2
3
Fig 2.70 Right turn-only movement with traffic diverter.
2
3
4
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Treatments should be selected based on the
numbers of existing gaps and the selected gap
profile.
Volume management should be considered at
signalized intersections along the bicycle boule-
vard to discourage motorists for using route.
Supplemental signage and markings should be
provided at crossings of major roads to improve
crossing visibility.
Geometric elements like median refuge islands,
curb extensions, neckdowns, and raised cross-
walks may be provided to improve sight distanc-
es for bicyclists and drivers
PEDESTRIAN/BICYCLIST: BIKE BOX WITH PARTIAL CLOSURE
1
2
3
4
34
2
Fig 2.71 Bike box with partial closure configuration.
Fig 2.72 Bicycle facilities transition (a)Fig 2.73 Bicycle facilities transition (b)
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BICYCLIST: PROTECTED BICYCLE FACILITIES TRANSITION
MUTCD R10-11
6.
5
’
m
i
n
.
BEND-OUT CONSTRAINED
CONDITION
3:
1
M
a
x
i
m
u
m
l
a
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a
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T
a
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BEND-IN CONSTRAINED
CONDITION
3:
1
M
a
x
i
m
u
m
l
a
t
e
r
a
l
T
a
p
e
r
At constrained locations, it may not be possi-
ble to maintain the preferred widths of travel
lanes, buffers, bike lanes,and sidewalks to
the corner. (Sidewalk widths must comply
with ADA requirements). Sometimes, it may
be necessary to narrow a zone to the mini-
mum dimensions or to eliminate the sidewalk
buffer in order to achieve the desired design.
At locations where there are no conflicts
with turning vehicles, the street buffer can be
minimized and the motorist yield zone can
be reduced or eliminated.
If a lateral shift of the bicycle facility is re-
quired, the maximum taper allowed is 3:1.
BEND-OUT DEFLECTION
• Allows for greater queuing areas for bicy-
clists and pedestrians within the protected
intersection.
• Desirable where is necessary to provide
a pedestrian platform for transit stops or
queuing space for parking and loading.
• Provides greater yielding area for motor-
ists
BEND-IN DEFLECTION
• Recommended only in cases where side-
walk width minimums must be maintained
in conditions that require the elimination
of sidewalk buffers and narrowing of
street buffers.
• A motorist yield zone is provided by
enlarging the corner island.
PROTECTED
INTERSECTION
Motorist
yield-zone
6’ -16.5’rec.
≥6’
5
6
1
2
3
4
Fig 2.74 Protected bike lane bend-out condition.Fig 2.75 Protected bike lane bend-in condition Fig 2.76 Protected intersection.
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PEDESTRIAN/BICYCLIST: BIKE BOX WITH PARTIAL CLOSURE
BICYCLIST: PROTECTED BICYCLE FACILITIES TRANSITION
SET BACK CROSSING
CONDITION
PROTECTED INTERSECTION ELEMENTS
Corner Refuge Island:
• Creates a bicycle queuing area.
• Creates a motorists storage area
• Reduces Ped/Bike crossing distances
• Controls motorists crossing speeds
• If design exceeds an SU-30, a
mountable truck apron should be
considered.
Forward Bicycle Queuing Area:
• Provides high visibility to cars waiting
at the stop bar before turning.
• Enables bicyclists to enter the
intersection before motorists thus
establishing a right of way similar to
a leading bicycle interval.
• Typical length and width should be a
minimum of 6 feet, size should reflect
demand.
Motorist Yielding Zone:
• Crossing setbacks provide a safe
yielding distance for pedestrians and
bicyclists resulting in crash reduction
benefits.
• Bicycle and pedestrian crossings
should be separate but parallel in
order to consolidate potential conflicts
for motorists. ( does not apply to
shared paths).
Pedestrian Crossing Island:
• It should be a minimum of 6’ with
detectable warning strips on each
end.
• Reduces the likelihood of pedestrians
crowding the bike lane while waiting
for a walk signal.
5
6
1
2
3
4
Pedestrian Crossing of Protected Bike
Lane:
• Pedestrian crossings communicate
the clear message that bicyclists must
yield to pedestrians.
• Direct pedestrians to specified
crossing locations thus reducing the
likelihood of pedestrians crossing the
bike lane at unmarked locations.
Pedestrian Curb Ramp:
• Should be provided wherever there
is a change in elevations.
• The ramp must comply with ADA
standards.
• Detectable warning signals must be
provided at the edges of all street and
bike crossings.
Mountable Truck Aprons:
• Create a safer intersection approach
for large turning vehicle where a
large curb radius is necessary.
• The mountable area should be
distinct in color from the travel way,
separated bike lane, and refuge
island.
• The height of the mountable area
should be a maximum of 3 inches.
• The mountable surface is considered
part of the travel way and its design
should discourage pedestrians and
bicyclists from using it as a refuge.
Fig 2.77 Set back crossing.Fig 2.78 Mountable truck apron.
7
7
SET BACK CROSSINGS
• When crossings are set back, as
mentioned in the motorist yielding
zones (3),the result is an increase in
yielding distance and motorist reac-
tion time to crossing pedestrians and
bicyclists.
• The typical setback is about one car
length.
• Shared path crossings do not require
separate crossings for pedestrians
and bicyclists.
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PEDESTRIAN/BICYCLIST/ MOTORIST: SPECIAL CONDITIONS
RIGHT TURNING DRIVERS
YIELD TO BIKES
THROUGH BIKES YIELD
TO TURNING DRIVERS
Ap
p
r
o
a
c
h
C
l
e
a
r
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Recognition
Zone
Decision
Zone
Yield/ Stop
Zone
Recognition
Zone
Yield/ Stop
Zone
RIGHT TURNING DRIVERS YIELD TO
BICYCLISTS:
This occurs when a through moving bicyclist
arrives at the crossing before a turning mo-
torist who must stop or yield to the through
bicyclist. On street parking setbacks must
be sufficient in order to provide adequate
sight distances for both bicyclists and driv-
ers.
THROUGH MOVING BICYCLIST YIELDS TO
TURNING DRIVER
This occurs when a turning driver arrives
at the crossing before a bicyclist; the bicy-
clist must wait at the forward stop bar and
yield to the turning vehicle before resuming
through movement.
In this case, on street parking setbacks
must also be sufficient in order to provide
adequate sight distances for both the cyclist
and the driver.
APPROACH CLEAR SPACE: SIGHT
DISTANCE
The recommended approach clear space
assumes that bicyclists are traveling at a
constant speed of 15 mph. Recommenda-
tions for turning motorist assume a turning
speed of 10 - 20 mph depending on the
geometry of the corner and the travel path
of the driver.
The recommended sight distances allow 1
second of reaction time by both parties as
they approach the intersection.
Decision
Zone
VEHICULAR
TURNING SPEED
APPROACH
CLEAR SPACE
10 mph
15 mph
20 mph
40 ft
50 ft
60 ft
Fig 2.79 Vehicle visibility of bicyclist
intersection approach.
Fig 2.80 Bicyclist visibility of motor ve-
hicle at intersection approach.
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The desirable width of the median refuge is 10’ or greater The
absolute minimum is 6’.
When applied on a two-way street, the median refuge shall
be placed along the centerline of the roadway between the
opposing directions of travel.
Pavement markings on the approach to the refuge island shall
follow guidance provided in section 31.02 of the MUTCD
Reflective markers should be used on the approach to the
nose of the island’s curb.
The length of the refuge island should be greater than 6’.
The refuge area should be wide enough to accommodate
two-way bicycle traffic.
Advanced stop signs and markings may be included to
increase awareness of pedestrian/bicycle crossing.
PEDESTRIAN/ BICYCLIST: MEDIAN REFUGE ISLAND
1
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Fig 2.81 Pedestrian and Bicyclist median refuge island.
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The median refuge can be carried across an entire cross street
approach to act as a diverter to prevent cut-through traffic on
bicycle routes
PEDESTRIAN/BICYCLIST: MEDIAN REFUGE ISLAND WITH DIVERTER
8
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1 6
4
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Fig 2.82 Pedestrian and Bicyclist median refuge island with full closure.
4
10
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Roundabouts are common a common traffic calming method. They
can be used in main streets as well as in a neighborhood context (1)
in order to slow down motorized traffic and reduce the incidence of
“ cut through” traffic.
In addition to slowing down traffic, roundabouts provide a
great opportunity for adding greenery to the urban context.
Shade trees help reduce the heat island effect and provide habi-
tat for birds and other animals. Water elements like fountains
are also commonly used as central elements in roundabouts (3).
Large roundabouts can often be configured as small plazas and
enhance opportunities for social interaction, provide a focal point for
the community, beautify and intersection and enhance the neighbor-
hood’s character through landscaping and/or public art (2).
Separated sidewalks direct pedestrians to crosswalks.
Splitter Islands/ Medians, serve as pedestrian refuges and
direct traffic in the right direction.
Pedestrian crossings are located one car length away from the
roadway in order to shorten pedestrian crossing distance and
enhance pedestrian visibility.
Slow speed entry / Yield movement.
Deflection ensures slow speed movements through out intersec-
tion.
Slow Speed exit/ Yield movement.
PEDESTRIAN/ BICYCLIST: ROUNDABOUT
Fig 2.83 Typical roundabout with pedestrian crossings and separated bike facilities.
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2
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1
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Bicycle crossing should be adjacent to pedestrian crossing and
maintain the same elevation.
Additional yield signs at exits should be considered to highlight
crossings
Curb radius should be a minimum of 5 ft.to enable bicyclists
to turn into the queuing area
Channelizing islands are preferred to maintain separation
between bicyclists and pedestrians, but may be eliminated if
different surface materials are used.
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10
7
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PEDESTRIAN/BICYCLIST:INTERSECTION MATRIX
SPRAWL TYPES TECHNIQUES COMPLETE INTERSECTIONS
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• Replace conventional suburban inter-
sections with urban intersections.
• Reduce lane widths.
• Introduce access lanes
• Introduce medians.
• Introduce parallel parking.
• Introduce Transit.
• Assemble public frontages according
to street type.
• Introduce appropriate bikeway inter-
section enhancements
• Reduce number of lanes.
• Reduce curb radii.
• Introduce a median.
• Introduce parallel parking
• Assemble public frontages accord-
ing to street type
• Introduce appropriate bikeway
intersection enhancements.
• Reduce curb radii.
• Reduce lane widths.
• Introduce parallel parking
• Assemble public frontages
according to street type.
• Introduce appropriate bikeway
intersection enhancements.
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Fig 2.84 From sprawl to complete intersections matrix.
Left turn movment
around traffic circle
Curb
Extensions
Diagonal
diverter
Truncated diagonal
diverter
Chicane
Curb
Extensions
Traffic Circle
Neck down
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PEDESTRIAN/BICYCLIST/ MOTOR VEHICLE: PUTTING IT ALL TOGETHER
Countermeasures as shown in the previous
pages can vary greatly. Their effectiveness and
appropriate use depends on the context of the
street(s) within the network,and the ultimate goal
for modeshare shift.
BORDER RESTRICTIONS
Prohibiting parking at the center of a district
and/or directing all parking in the form of on
street parking or structures to the border, tends to
increase trips by foot and bike.
INTERNAL DETOURS
Partial closings, detours of internal traffic at certain
times of the day or specified days of the week.
Physical and permanent street closures shall only
apply to motor vehicles and maintain adequate
pedestrian and bicycle access.
TRAFFIC FLOW CONVERSION
Another countermeasure in the toolkit is the traffic
flow conversion of two-way streets to one-way
streets. This strategy may benefit the overall mul-
timodal network by providing extra space in the
existing ROW to implement protected bicycle
facilities, and reducing the cut through traffic in
certain areas.
PUTTING IT ALL TOGETHER
A thorough evaluation of the street network may
yield a variety of ways to create the best street
calming scenario. Physical countermeasures like
bike lanes, neighborhood circles, and normative
countermeasures like temporary closures, or park-
ing can achieve a network flow that is steady and
can support a healthy multimodal network in the
long term.
Border restrictions*Internal detours*Traffic flow conversion*Combined countermeasure strategy
example*(b)
*Adapted from Sanz, 1998
Combined countermeasure strategy example
(a)
Fig 2.85 Traffic calming countermeasures at neighborhood scale.
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ON STREET PARKING AS TRAFFIC CALMING
Motor vehicle parking is an important factor for
business, although more and more people are
traveling and shopping by bicycle, the availability
of convenient parking influences business owners
and shoppers alike.
Motor-vehicle parking is the quintessential friend
and foe of design. Reducing car parking to meet
the actual demand of businesses is an important
and necessary step towards true multimodal rede-
sign. However, thinking about parking as a traffic
calming solution mitigates the friction that might
occur among stakeholders while serving various
purposes simultaneously.
On street parking is easily implemented traffic
calming method that benefits commercial corridors
as well as pedestrians and bicyclists.
It is important to keep all users in mind when de-
signing for motor vehicles:
1. Angled parking should be Back angled
parking to facilitate visibility of bicyclists.
• Changes the perception and function of a
street.
• Drivers pulling out must be aware of oncoming
traffic
• Oncoming drivers must be aware of cars
pulling out
• Can add up to 40% more parking capacity
than parallel parking.
Parallel parking should be placed on the outer
side of a bicycle facility in order to provide
buffer between traffic and the bicycle facility
Parallel parking stall widths should be a maxi-
mum of 8 feet depending on the adjacent uses.
Buffers of to avoid door collisions with bicy-
clists should always be provided.
2.
3.
Credit: Gonzalo Camacho, Kansas City Better Block.
Credit: www.peopleforbikes.org
BICYCLIST/ MOTOR VEHICLE: PARKING
Fig 2.86 Reverse angle parking. Proposed condition for
51st street @ Cherokee Avenue in Miami Beach.
STREET TYPES LOCAL STREET MAIN STREET BOULEVARD TRANSIT BOULEVARD AVENUE PEDESTRIAN STREET SHARED SPACE
WIDE SIDEWALKS 6’ MIN.
WIDE SIDEWALKS 6’- 10’
ALIGN CROSSWALK & RAMP
MID-BLOCK CROSSING
HYBRID BEACON ( HAWK)
BRAILLE/ VOICE PED CROSSING
CURB EXTENSION
MEDIAN
IMPROVED LIGHTING
CHICANES
STRIPING/ DOUBLE TURN LANE
FRONTAGE LANE
ON-STREET PARKING
DRIVEWAY MANAGEMENT
NO RIGHT ON RED (BIKES OK)
SHARED LANE MARKINGS
(SHARROW)
DIVERTER
CONVENTIONAL BICYCLE LANE
PROTECTED BICYCLE LANE
SHARED USE PATH
GREEN PAINT ON BIKE FACILITY
STREET TREES / TREE CANOPY
BIKE BOX AT INTERSECTION
TRAFFIC CIRCLE
BACK ANGLE PARKING
SPEED CUSHION
GATEWAYS
BIOSWALE
NEIGHBORHOOD
GREENWAY
Required Suggested
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PEDESTRIAN/ BICYCLIST/ DRIVER : COUNTERMEASUREMATRIX
Fig 2.87 Street types and countermeasures matrix
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SPECIAL CONDITIONS
The success of street design can be gaged by the efficiency and inclusivity of all users in the
public realm. Intersections and other special zones present a higher possibility of conflict
among users. In places where space is limited, specially in transit -oriented corridors, bicycling
and pedestrian conflicts must be minimized without restricting routes or pedestrian comfort.
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• Consolidating driveway access is desirable
where possible to minimize the number of con-
flicts points among users.
Vehicular access management through consolidating driveways and providing raised medi-
ans positively impacts the pedestrian and bicyclist experience:
• Pedestrian crossing opportunities are enhanced.
• Universal access for pedestrians is easier, since the sidewalk is less frequently interrupt-
ed by driveway slopes.
• Fewer driveways result in more space available for higher and better uses.
• Improved traffic flow may reduce the need for road widening, allowing part of the right-
of-way to be recaptured for other users.
DRIVEWAY CONSIDERATIONS
• Driveways shall be designed
to ensure pedestrians have
right-of- way over motor
vehicles.
• Driveways shall be designed
as ramps not as minor
intersections.
• Vehicle access shall be
controlled through the use of
yield signs.
PEDESTRIAN/BICYCLIST/ DRIVER : DRIVEWAY CONDITION
Fig 2.89 Undesirable driveway condition.
Fig 2.90 Consolidated (desirable) driveway condition.
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PEDESTRIAN/BICYCLIST: LRT SYSTEMS
MIAMI BEACH LRT MIAMI BEACH LRT
Street trees and /or shade structures
are encouraged to make the transit rid-
er experience comfortable.
13’
20’Transit Shelters should be comfortable
and large enough to hold the appro-
priate number of queuing passengers
according to the expected number of
riders and surrounding land use.
They should also accommodate pro-
tected bicycle parking.
[Please refer to the street scape section
for examples of transit shelters]
Center platforms can vary in size
with a preferred minimum of 20
feet. (Includes buffer) Unidirectional
platforms may vary with a preferred
minimum of 10 feet ( includes buffer)
A Light Rail system is very similar to a trolley
or a streetcar. The term Light Rail was coined
in the 1960’s due to the fact that Trolleys
had a negative connotation. LRT’s are electric
railway systems characterized by their ability
to operate single or multiple car consists along
exclusive rights-of-way at ground level, on
aerial structures, in subways or in streets, able
to board and discharge passengers at station
platforms or at street, track,or car-floor level
and normally (but not necessarily) powered by
overhead electrical wires.
Fig 2.91 LRT/ BRT transit center platform condition.
ONLYBUSANDBIKES
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Mixed use development and multi-use parking structures in close proximity to
transit hubs are encouraged and necessary for the success of Transit Oriented
Development.
Park and ride gives transit access to those users who might not live close enough to
walk or have mobility impairments while still supporting the T.O.D system
Transit Shelters should be comfortable and large enough to hold the
appropriate number of queuing passengers according to the expected
number of riders and surrounding land use
Maps, diagrams and graphic directories of the surrounding area
shall be clearly provided. In addition, bicycle route maps shall be
provided.
Bicycle lockers should be provided at large / most active transit
hubs to encourage bike and ride combinations of transit. Integrating
bicycle parking with transit stops, encourages transit ridership as well
as bicycling.
Street trees and /or shade structures are encouraged to make the
pedestrian and transit rider experience comfortable.
PEDESTRIAN/BICYCLIST/ MOTOR VEHICLE: TRANSIT STOP
Fig 2.92 Transit stop standards, plan view.
Fig 2.93 Shelter bicycle parking example.
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Bicycle parking should be oriented in a way that maximizes space and
does not protrude on to the pedestrian through zone
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6
Shelter bicycle parking can be a stand alone facility or function in
combination with transit stops.
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PEDESTRIAN/BICYCLIST/MOTOR VEHICLE: TRANSIT STOP AND SIDEWALK LEVEL BIKE LANE (A)
Painted sidewalks enhance the aesthetic
appeal of pedestrian realm while effec-
tively providing high visibility for bicyclists
and motor vehicles and improving safety
at crossings.
Protected bicycle lanes at sidewalk level
can be painted in a lighter shade of pink in
order to provide a visual path for people on
bicycle without disrupting the visual coher-
ence of the sidewalk.
Bicycle parking should be located close to transit
shelter. Parking should be oriented in a way that
does not obstruct pedestrian through zone. If possi-
ble, bicycle parking should be sheltered.
Transit shelters should be placed close to the street
and be sheltered. Where possible, street trees and
landscaping shall be planted for shelter and storm
water management (rain gardens, bioswales).
If protected bike lane cannot be shifted to the street
or continue on the street side, path must be moved to
the back of the transit stop to provide uninterrupted
movement to bicyclists.
Transit shelters shall provide transit maps as well as
bicycle maps that are easy to understand by the mul-
ticultural population of Miami Beach.
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2 3
4
5
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Fig 2.94 Sidewalk- level protected bicycle lane at transit stop (a).
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PEDESTRIAN/BICYCLIST/ MOTOR VEHICLE: STOP AND SIDEWALK LEVEL BIKE LANE (B)
In this design, the transit stop remains in its original location. However the Transit platform extends onto the protected bicycle lane creating a temporary side-
walk-level protected bike lane condition. Bikes follow a direct route in front of the transit shelter while yielding to pedestrians upon pick-up and drop-off.
The transit rider queuing area is separated from the bicycle lane by bollards, planters or any other street furnishing/landscape elements appropriate depending
on space constraints.
Fig 2.95 Sidewalk- level protected bicycle lane at transit stop (b).
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PEDESTRIAN/BICYCLIST/ MOTOR VEHICLE: BAY AND DEDICATED PROTECTED BIKE LANE
In this design, the transit stop is located on the outside of the protected bicycle lane. Bicyclists yield to pedestrians at crossing. Passenger pick-up and drop-off is car-
ried out on the travel lane.
Fig 2.96 Sidewalk- level protected bicycle lane at transit stop (c).
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This configuration allows bicyclists to operate behind the transit stop in the dedicated bicycle lane during drop-off and pick-up of passengers. However, If there is
no bus, bicyclists may use the transit lane if necessary.
PEDESTRIAN/BICYCLIST/MOTOR VEHICLE: TRANSIT STOP WITH DUAL BICYCLIST
Fig 2.97 Sidewalk- level protected bicycle lane at transit stop (d).
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PEDESTRIAN/BICYCLIST/MOTOR VEHICLE : SHARED TRANSIT AND BICYCLIST INTERSECTION
For this solution, the intersection approach is shared between the transit and bicyclist. This means that the protected bicycle lane condition is interrupted at a crucial
point of convergence which is highly inadvisable In addition to being unprotected, bicyclist are usually forced to queue behind transit vehicles during drop off and
pick-up times, in which case bicyclists loose momentum and breathe in larger than normal amounts of exhaust fumes unnecessarily.
However, this can be avoided if the transit bay is widened to accommodate a wide enough passing zone for bicyclist along with a bike box at the intersection, thus
given priority to bicyclist at the intersection approach to improve visibility, health, and maintain bicyclists momentum.
Fig 2.98 Sidewalk- level protected bicycle lane at transit stop (e).
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89
The streetscape is the sum of all the elements that make up the public realm both functionally and
aesthetically. The Streetscape encompasses building materials, street furnishings, landscaping and
lighting elements; along with parklets and bicycle parking. Successful streetscapes present the
following elements:
• Inclusive/ Universal design for all users regardless of age or visual/mobility impairments
• Dedicated amenities for all users.
• Pedestrian-oriented.
• Ample public seating and landscaping.
• Shade in the form of street trees or shade structures and /or trellises.
• Aesthetic elements incorporated through patterns on sidewalks/ public art/ seating /
landscaping.
• Human-scale lighting.
• Easy to understand signage .
• Conveys The City’s brand.
STREETSCAPE
PORTUGUESE PAVING
IMPRINTED ASPHALT
Modular curbs are one of the al-
ternatives to implement a segregat-
ed bike facility in a time-effective
manner.
• Separate bicyclist from motor
vehicles in ROW.
• Durable
• Easy installation
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Cement aggregates, water and
other chemical mixtures poured
over metal reinforcement bars
which is then smoothed, forming a
solid road surface.
• Easily available and cost
effective.
• Used where engineering
criteria dictates, ie. bridges,
vaulted roads or bus pads.
• Allows storm water to drain
through,reducing runoff into
the sewer system.
• Not appropriate for use where
there is water-sensitive subsur-
face infrastructure.
• Only certain surfaces are ap-
propriate as sub bases for in-
filtration.
• May require routine street
cleaning to maintain porosity.
• Installation of this type of pave-
ment should go in hand with
chemicals/vehicle standards
to avoid infiltration of harmful
chemicals into the watershed
and ocean.
• Can be used to pave entire
roadways, or just parking lots,
and gutters.
Traditional paving style used for
pedestrian areas in Portugal.
Currently used on the west end of
Lincoln Road.
• Presents certain hazards
to people with physical
impairments.
• Reduced longevity in
comparison to other materials.
• Slippery when wet.
Machine - heated asphalt,
imprinted with a pattern and
colored with protective coating.
• Can be installed on existing
asphalt in good condition.
• visually defines pedestrian or
non-vehicle areas.
• Good for shared spaces and
pedestrian streets.
CONCRETEPOROUS ASPHALT
Transforms the character of road-
ways from vehicle oriented to pe-
destrian/bicyclist oriented.
• Smooth surface unlike tradi-
tional cobble stone, is unlikely
to hinder mobility for people
using mobility aids.
• If necessary, adapt a “reduced
vibration zone” that accom-
modates people with mobility
impairments.
• Consider use on streets not
intended for regular vehicle
travel.
• Should not be used in areas
where frequent utility cuts are
likely.
• Various colors and designs
available.
Interlocking pavings allow for
vegetation to grow in between
units, providing a hard surface
while allowing for infiltration.
• Can be made of asphalt or
concrete.
Same mixture as concrete with an
added pigment.
• Signature of most Miami
Beach sidewalks.
• Gives emphasis to the pedes-
trian zone.
• Sparkle adds distinction and
visual enhancement.
MODULAR COBBLESTONE
INTERLOCKING PAVINGS
TINTED CONCRETE
MODULAR CURB
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LANDSCAPE ELEMENTS
• Vertical landscaping can
serve to separate furnishing
zones from pedestrian through
zones, as landmarks or to
add greenery and character
to a specific zone.
• Living walls mitigate the heat
island effect while decorating
long stretches of otherwise
plain frontage
• Trellises can act as small
gateways as well as shade
structures .
• Walkways should incorporate
attached or detached shade
structures rather than individu-
al kiosk umbrellas for aesthet-
ic purposes.
• Swaled drainage course with
gently sloped sides (less than
six percent)
• Filled with vegetation, com-
post and/or riprap.
• Add greenery to the streets-
cape while providing ecosys-
tem services.
VERTICAL LANDSCAPING TRELLIS & SHADE BIOSWALES & STORM
WATER MANAGEMENT
pervious
surface native
soil
berm
6” maximum
ponding depth
native plants,
grasses, and
shrubs
2”-3” mulch
18” filter media
runoff
infiltration
Bioswales, rain gardens, bioretention curbs, permeable concrete and other
materials/ treatments that aid to slow down and filtrate storm water run
off, should be considered and implemented in all street design projects. In
addition, policy could be developed around the implementation of rain gar-
dens in private properties to develop a resilient and robust environmentally
sensitive landscaping program for Miami Beach residents.
permeable
concrete
Fig 3.1 Bioswale cross section.
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STREET BANNERS AND
HANGING PLANTS
PLANTERS AND SEATING REST AIDS
• Large public gathering
spaces should incorporate
large vegetation and water
elements when possible.
• Well maintained
landscaped areas in
Miami Beach have become
meaningful “third-places”
and successful gathering
areas.
• Shade sculptures provide
much needed shade and
can act as trellises.
• Custom designed shade
structures give character to
the streetscape.
• Shade structures are also
crucial as refuge from the
heavy rains in the summer
months.
Parklets can be installed for ad-
ditional seating and gathering
spaces.
Large bollards can act as an
informal resting spaces while
providing a barrier from the
motorized travel way.
• Banners offer opportunity for
branding and way finding.
• Metal banners are du-
rable and can have a
large variety of designs.
• Hanging plants give aes-
thetic value to streetscapes.
Use climate appropriate
plants.
• Planters can incorporate
public seating.
• Provide resting areas
at regular intervals for
pedestrians.
• Should never encroach on
pedestrian through zone.
LANDSCAPE PLAZAS
AND STREET TREES
SHADE STRUCTURES
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OVERHEAD PEDESTRIAN
LIGHTING
LIGHT BOLLARDS ALLEY & PEDESTRIAN
BRIDGE LIGHTING These type of structures serve as
rest areas for pedestrians and bi-
cyclists through the public seating
provided below. Above, the “light
tree” harvests solar energy during
the day providing light at night.
Pedestrian bridges and alley ways
present an opportunity for pedestri-
an connectivity.
Making sure that these areas are
well lit is crucial for their intended
purpose to be fulfilled.
Pedestrians are particularly vulner-
able in poor- lit areas which limits
pedestrian activity in the public
realm.
Human-scale lighting directly in-
fluences the quality of the public
realm. Large flood lights ,although
appropriate for highways and
large open spaces, change the
perception of the public realm.
Street lighting should be thought of
not only as a safety measure but an
aesthetic measure. Street lighting
should be implemented according
to scale
Light bollards serve to illuminate
paths and can serve as accents
where extensive tree canopy may
prevent light from reaching the
ground.
Light bollards are as functional as
they are decorative. The bottom
photo shows how patterns on the
lamp display an ornate shadow
on the ground when lit.
All lighting, including bollards can
be powered through solar technol-
ogy.
LIGHT TREES
Note:
Lights along the coastal pathways
should be approved by Florida
Fish and Wildlife Conservation
Commission. The City is using Tri-
ada bollard with amber LED lights
at this time.
Appropriate waste disposal is cru-
cial to an enjoyable public space.
Providing adequate receptacles in
accordance to streetscape design
helps maintain spaces clean and
free of unwanted pests
Waste receptacles should be locat-
ed at regular intervals, alongside
bus stops and gathering spaces
WASTE RECEPTACLES
LIGHTING
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PUBLIC FRONTAGE ASSEMBLY
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STREET TYPE
A. ASSEMBLY:
The principle variables are
the type and dimension of
curbs, walkways ,planters
and landscapes.
TOTAL WIDTH
B. CURB:
The detailing of the edge
of vehicular pavement,
incorporating drainage.
TYPE
RADIUS
C. WALKWAY:
The portion of the
thoroughfare dedicated
exclusively to pedestrian
activity.
TYPE
WIDTH
D. PLANTER:
The portion of
the thoroughfare
accommodating street trees
and other landscape
ARRANGEMENT
SPECIES
PLANTER TYPE
PLANTER WIDTH
NEIGHBORHOOD STREET
SUBURBAN
NEIGHBORHOOD STREET
SUBURBAN
NEIGHBORHOOD STREET
SUBURBAN BOULEVARD NEIGHBORHOOD STREET URBAN
- BOULEVARD- MAIN STREET-
URBAN AVENUE
12 - 18 FEET16 - 24 FEET 12 - 24 FEET 12 - 18 FEET 12 - 20 FEET 12 - 24 FEET
OPEN SWALE
10- 30 FEET
OPEN SWALE
10- 30 FEET
RAISED CURB
5 - 20 FEET
RAISED CURB
5 - 20 FEET
RAISED CURB
5 - 20 FEET
RAISED CURB
5 - 20 FEET
PATH OPTIONAL
N/A
PATH
4 - 8 FEET
SIDEWALK
4 - 8 FEET
SIDEWALK
4 - 8 FEET
SIDEWALK
8 - 12 FEET
SIDEWALK
10 - 20 FEET
CLUSTERED
CLUSTERED
CONT. SWALE
8 - 18 FEET
CLUSTERED
CLUSTERED
CONT. SWALE
8 - 16 FEET
REGULAR
ALTERNATING
CONT. PLANTER
8.5 - 12 FEET
REGULAR
SINGLE
CONT. PLANTER
8.5 - 12 FEET
REGULAR
SINGLE
CONT. PLANTER
8.5 - 9 FEET
OPPORTUNISTIC
SINGLE
TREE WELL
4 - 9 FEET
Fig 3.2 Public Frontage Assembly Matrix.
BOULEVARD- SUBURBAN
AVENUE
3 4
5 6
7 8
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PRIVATE FRONTAGE
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2. Porch & Fence: a planted Frontage wherein the Facade is set
back from the Frontage Line with an attached porch permitted to
Encroach. A fence at the Frontage Line maintains street spatial defi-
nition. Porches shall be no less than 8 feet deep.
3. Terrace or Lightwell: a Frontage wherein the Facade is set back
from the Frontage line by an elevated terrace or a sunken Light-
well. This type buffers Residential use from urban Sidewalks and
removes the private yard from public Encroachment.
4. Forecourt: a Frontage where a portion of the Facade is close to
the Frontage Line and the central portion is set back. The Forecourt
created is suitable for vehicular drop-offs. Should be allocated
in conjunction with other Frontage types. Large trees within the
Forecourts may overhang the Sidewalks.
6. Shopfront: Frontage wherein the Facade is aligned close to the
Frontage Line with the building entrance at Sidewalk grade. This
type is conventional for Retail use. It has a substantial glazing on
the Sidewalk level and an awning that may overlap the Sidewalk
to within 2 feet of the Curb.
7. Gallery: Frontage wherein the Facade is aligned close to the Front-
age line with an attached cantilevered shed or a lightweight colon-
nade overlapping the Sidewalk. Conventional for Retail use. IT hall
be no less than 10 feet wide and should overlap the Sidewalk to
within 2’of the Curb.
8. Arcade: a colonnade supporting habitable space that overlaps
the Sidewalk, while the Facade at Sidewalk level remains at or
behind the Frontage Line. This type is conventional for Retail use.
The Arcade shall be no less than 12 feet wide and should overlap
the Sidewalk to within 2 feet of the Curb.
1.Common Yard: A planted Frontage wherein the Facade is set
back substantially from the Frontage Line. The front yard created
remains unfenced and is visually continuous with adjacent yards,
supporting a common landscape. The deep Setback provides a
buffer from the higher speed Thoroughfares.
5. Stoop: Frontage wherein the Facade is aligned close to the
Frontage Line with the first Story elevated from the Sidewalk
sufficiently to secure privacy for the windows. The entrance is
usually an exterior stair and landing. This type is recommended for
ground-floor Residential use.
1 2
Fig 3.3 Private Frontage Assembly types
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STREET TREES: PLANTING STANDARDS
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Sidewalk
5”
Distance of grate to top of
planter must be at least 1/2”
above grade
Root planter
Soil backfill
Loosen and
re-compact soil
to bottom of root
ball
3/4” to 1/2”
Gravel or
crushed rock
12
”
m
i
n
.
32” min.
Fig 3.5 Root barrier inside grate.
Sidewalk
4”Top of planter must be at least
1/2” above grade
Root planter
Soil backfill
3/4” to 1/2”
Gravel or
crushed rock
12
”
m
i
n
.
Loosen and
re-compact soil
to bottom of root
ball
39” min.
Fig 3.6 Root barrier detail.
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STREET TREES: PLANTING STANDARDS
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Street trees are an integral part of a city’s streetscape.
They provide a variety of ecosystems services like:
• Energy savings due to the shading of buildings.
• Reduction of storm water runoff.
• Carbon dioxide sequestration
In addition to quantifiable environmental services street
trees have a direct impact on the quality of life of the
population, and the vibrancy of the public realm which
translate into increased private real estate market val-
ues.
As mentioned above, trees provide important aesthetic
and ecological benefits to City residents, yet plants in
the urban landscape face a variety of environmental
and physical stresses, including pedestrian and vehicu-
lar traffic, soil compaction, air pollution, and drought.
Some of the key factors to maximize long-term plant
survival are proper handling, careful planting, and
immediate and continued aftercare.
The following general planting standards should be fol-
lowed to ensure healthy tree growth and establishment.
SPACING REQUIREMENTS
The following requirements shall be followed when
siting tree pits along sidewalks. These guidelines gen-
erally follow regulations of other agencies with right-of-
way jurisdictions or infrastructure present. Tree planting
requirements are design and tree species dependent.
However, The Americans with Disabilities Act (ADA)
must be followed in all cases.
A) Do not plant in front of a building in order to allow easy ac-
cess to the building by the fire department.B) Do not plant directly
over DEP water mains less than 20 inches in diameter.
C) The minimum horizontal distance from DEP water main to tree
trunk is 6 feet.
D) Do not plant within bus stops.
E) The minimum distance between trees ( trunk to trunk shall be
20’-30’ depending on species , assuming mature canopy size.
F) Minimum distance from a streetlight to the tree trunk is 25 feet
(may vary according tree species).
G) The minimum distance from a stop sign to a tree trunk is 30’.
H) The minimum distance between other traffic signs and a tree
trunk is 6’.
I) The minimum distance from a fire hydrant to the edge of a tree
pit is 3’.
J) Minimum distance from a gas or water valve to the edge of the
pit is 2’.
K) Minimum distance from a curb cut or driveway to the edge of
the tree pit is 2’ and to the tree trunk is 7’.
L) Suggested distance from a parking meter back to a tree trunk
shall be no more than 5’, in order to allow for the swing of car
doors.
M) Minimum distance from the edge of the tree pit to any oppo-
site obstruction (building wall, railing, property line etc) is from
4 to 6 feet, depending upon local conditions and the amount of
sidewalk traffic.
N) All tree pits must be contiguous to the street curb (except as
noted below, or with the permission of the Agency representa-
tive).
O) Trees may be planted on either side of sidewalks (if any exist)
in lawn areas where there is enough room between the property
line and the street curb.
TREE PIT DIMENSIONS
Tree pits should be as large as possible to accommodate
ample growing for the roots while avoiding sidewalk
lifting. Optimal tree pit size is directly proportional to tree
species. However, a large soil volume and ample size
promote healthy growth and establishment. The minimum
width of a tree pit is twice equal the tree ball diameter.
Tree pit should have a slope of 2’.
GROUP PLANTINGS
Group plantings increase shading, reduce soil com-
paction, have access to greater available soil volume.
Continuous tree plantings are the signature planting of
residential streets, medians and most boulevards. In addi-
tion, raised plantings found in plazas or along pedestrian
passageways
MAINTENANCE
• Trees should have a guarantee period for the first 2
years.
• Watering intervals shall be established according
to tree species and followed closely to guarantee
healthy tree establishment.
• Mulch should be applied uniformly around the tree
trunk, at the time of planting and at the end of the
first year (3 inch depth). A 2” diameter around the
trunk shall be left free of mulch to avoid mounding.
• Pruning of dead branches and/or established can-
opy shall be ongoing in order to comply with maxi-
mum heights and existing facilities (powerlines etc).
PARKLETS
a Parklet is a small “park”, plaza or creative public space that is formally and permanently
installed in what would usually be an on-street parking area.
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PARKLETS: ANATOMY OF A PARKLET
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a Parklet is a small “park”, plaza or creative
public space that is formally and permanently
installed in what would usually be on-street
parking.
Parklets are most commonly the length of 1
to 2 parallel parking spaces or 3- 4 angled
parking spaces, however, length may vary
according to design and street configuration.
Streets make up a large part of urban public
space. Parklets offer many advantages to
the quality of public space and the context
that surrounds them. Parklets come in many
shapes, and vary greatly in purpose. Specific
programing and design of the parklet should
be subjected to an approval process to
determine the best suitable use according to
location.
Parklets are allowed on streets with speed limits of 25 mph or
less.
In general, Parklets must be located at least 1 parking space
away from the corner. Bulb-outs and other physical barriers
that protect the parklet, may allow for corner parklets.
All parklets must include 4-foot setbacks on either side to
buffer the parklet from adjacent on-street parking spaces and
driveways. They must include bollards or other elements of
physical separation.
A 3 foot wheel stop must be placed at both ends of the parklet
to prevent accidents.
ADA access must ALWAYS be included in all parklet
configurations.
Parklets should attempt to include bicycle parking in all the
designs.
In addition, Parklets must comply with the following standards:
• The parklet must be installed in metered spaces only.
• Parklets may not be installed on bus lanes, in front of active driveways,
fire hydrants or access points. If a parklet is located next to a driveway,
the parklet must be set back 2 feet from the outer edge of the driveway.
• Parklets cannot be installed in a parking lane that becomes a travel lane
at any time of the day.
• Parklets cannot be installed in close proximity to high turn over business-
es like: Post offices and banks.
• The parklet should have an edge to buffer the street. This can take the
form of planters, railing, cabling, or some other materials approved.
Height and scale of the buffer required may vary according to local
context. For example, on some low-traffic streets, a continuous edge
may not be required.
• Parklets must maintain visual porosity between the sidewalk and ad-
jacent travel lanes. Columns and other vertical elements are allowed.
Elements like continuous opaque glass or vegetation may not be higher
than 42”
• The space underneath the parklet must be accessible through removable
pavers or planks. Parklets are platform surfaces.
• Parklets are public space.
• With standard setbacks, the dimensions of a parklet in one space
(9’x20’) would be 6’ x 12’.
1
1
2
2
3
3
4
4
5
5
6
6
Fig 3.5 Parklet standards (a).
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PARKLETS: ANATOMY OF A PARKLET
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In order to guarantee high standards of safety, aesthetic
compliance and accessibility, parklet proposals shall include :
1. A map with the parking location and context.
2. A detailed plan of the adjacent area including:
• sidewalk width.
• manholes and other access points.
• existing metered parking spaces.
• entrances and uses of adjacent buildings.
• Existing utility panels, lights, bike racks, fire hydrants etc.
• Adjacent bicycle facility or travel lane
• Proposed parklet dimensions including setbacks.
3. A detailed section of the parklet including:
• All elements included in the design.
• a list of all landscaping to be included.
• Detailed elevation.
• Materials to be used.
4. A detailed construction drawing approved by a drawing
sealed by a professional engineer/ architect that includes:
• Hardware to be used.
• A detailed drawing of the drainage channel as well as
accessibility to the channel if it gets blocked.
Parklet Sign
Public Space
designation (1)
Column/trellis
configuration (2)
Platform(3)
Drainage channel (4)Alternative counter/high stool configuration
Public Bike Rack (6)
3 4 5 6126
Fig 3.6 Parklet standards (b).
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COMMON TYPES OF PARKLETS
Currently,most parklets around the country/world are either:
• Sidewalk Extension
• Sidewalk Cafe´
• Landscape Lounge
Among these three types, designs and construction materials may vary
greatly and is dependent on artistic vision while considering sustainable
materials and surrounding context. The following are examples of
possible configurations of the various types of parklets. Parklets are
versatile in style and function. So far, designs have incorporated seating,
gardens, bicycle parking, small lending libraries, performance stages
exclusively or in various combinations. Design schools, stake holders
and government entities usually host competitions for innovative parklet
design and programing.
The parklets on these pages illustrate a few examples of designs from
around the country and internationally. Most parklets tend to incorporate
bicycle parking, seating and landscape elements. Parklets have permanent
structures, however, they may be removed/relocated with relative ease if
any street repairs are needed. In addition, parklets may be temporarily
closed without need of removal. IE: access to manholes and drainage
channel cleaning.
THE SIDEWALK EXTENSION (1)
Commonly used when sidewalks are not wide enough for the amount
of foot traffic they support. Sidewalk extensions provide extra room for
pedestrians as well as comfortable and aesthetically pleasing places to
sit and relax. Sitting structures are usually located on the perimeter of
the parklet; this allows a seamless extension of the sidewalk. Sidewalk
extension configurations feature built - in seating and in some cases built-
in tables
SPoNSor daily reSPoNSibilitieS:
• Water plants,remove dead plants.
• Maintain parklet free of debris and garbage.
• Maintain drainage channel clean.
PARKLETS: TYPES
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credit: San Francisco Planning Department
credit: dailycars-us.blogspot.com
1
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credit: labikas.files.wordpress.com
credit: www.berkeleyside.com
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• Remove unauthorized graffiti.
• Report any accidents as they occur.
• Monitor and fix any damaged elements.
THE SIDEWALK CAFE (2)
Sidewalk cafe configurations, are commonly but not exclusively found
along street-fronting businesses serving food and beverages.
Sidewalk cafe parklets feature movable furniture that offers a larger
versatility of use. Parklet users don’t need to be patrons of the sponsoring
community partner,however, a high number of users found in this type of
parklets usually are.
The sidewalk cafe parklet provides a great place for a meeting, a place
to enjoy lunch or catch up with work.
SPoNSor daily reSPoNSibilitieS:
• Store all movable furniture after business hours.
• Water plants,remove dead plants.
• Maintain parklet free of debris and garbage.
• Maintain drainage channel clean.
• Remove unauthorized graffiti.
• Report any accidents as they occur.
• Monitor and fix any damaged elements.
2
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THE LANDSCAPE LOUNGE (3)
The landscape lounge configuration features creative designs of built-in seating while
integrating abundant landscaping elements. This type of parklet is perfect for relaxing
and people watching.
Steps, planters and slopes are common elements found in lounge parklets.
SPoNSor daily reSPoNSibilitieS:
• Water plants,remove dead plants.
• Maintain parklet free of debris and garbage.
• Maintain drainage channel clean.
• Remove unauthorized graffiti.
• Report any accidents as they occur.
• Monitor and fix any damaged elements.
2
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credit: www.gehlarchitects.com
credit: www.sustainablecitiescollective.com
credit: hblog.archpaper.com
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PARKLETS: F.A.Q
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WHY PARKLETS?
Parklets serve many functions. Physically, they help with
traffic calming by creating the chicane effect.
In addition, parklets turn a few parking spaces into
people-oriented spaces; they help expand the usable
open space network in the city, providing people with
places to gather. Parklets may also serve as additional
seating for restaurants and cafes while generally
increasing/encouraging pedestrian activity and non-
motorized modes of transportation.
WHO CAN APPLY FOR A PARKLET?
Parklets are sponsored by: Business Improvement Districts
(BID’s), Community Benefit Districts (CBD’s), community
organizations, non-profit agencies, storefront business
owners or tenants,property owners (commercial or
residential) and other eligible organizations may apply
to become Community Partners who are then responsible
for the operation, maintenance and management of the
parklet. However, parklet amenities must remain open
and free to use by any member of the public.
ARE PARKLETS OPEN TO THE PUBLIC?
Yes. Parklets are considered public open space. If a
parklet is located in front of a business, parklet users
don’t need to be patrons to enjoy the parklet.
HOW LONG WILL IT TAKE TO INSTALL A
PARKLET?
Installation takes about one to two weeks, the entire
process from application to approval may take 3 to 6
months.
PARKLET LANDSCAPING
Landscaping elements are encouraged in parklet design
due to the fact that they increase patches for habitat and
are aesthetically pleasing. All landscaping maintenance
is the responsibility of the parklet sponsor.
WHERE CAN A PARKLET BE LOCATED?
Parklets are mostly installed on parallel or angle parking
spots along the right of way of low to moderate speed
streets. However, parklets may also be installed in medi-
ans, excess asphalt space at irregular intersections, traf-
fic circles, and along the frontage of uncovered parking
lots.
HOW MUCH DOES A PARKLET COST?
If a permit is granted, the sponsor is responsible for:
• The system-wide revenue generated by a single
metered parking space or the highest annual
revenue generated by a single metered parking
space multiplied by the number of spaces occupied
by the parklet.
• $200 for site inspection before and after installation.
• All costs related to design, materials and installation.
• In case of removal, the sponsor is responsible for all
removal costs.
WHAT IF A PARKLET GETS VANDALIZED OR
DAMAGED?
Parklet sponsors are responsible for the ongoing
maintenance the parklet including replacing, painting or
fixing elements damaged due to vandalism.
ARE PARKLETS ADA ACCESSIBLE?
All parklet designs shall contain at least 1ADA compliant
accessible entrance.
HOW LONG IS A TYPICAL PARKLET?
Parklets are usually 1 to 3 parallel parking spaces in
length or its equivalent in angled parking. In cases where
community partners desire corridor-long interventions,
further coordination and in depth feasibility studies are
necessary.
WHAT HAPPENS TO MOVABLE FURNITURE?
Community partners are responsible for upkeep of any
movable furniture. In addition, all movable parts of the
parklet must be locked or stored after business hours.
PARKLET LANDSCAPING
Landscaping elements are encouraged in parklet design due
to the fact that they increase patches for habitat and are
aesthetically pleasing. All landscaping maintenance is the
responsibility of the parklet sponsor
WHAT IS GENERAL PARKLET MAINTENANCE?
Sponsors, as mentioned in this section as responsible for
general maintenance including furniture and non-approved
graffiti removal. In addition, community partners must
maintain the area under the parklet free of debris in order to
allow proper drainage, and power wash parklet annually or
more often if necessary.
CAN I APPLY FOR A PARKLET IF MY BUSINESS DOES
NOT FACE THE STREET?
No. Only street-fronting property owners, or tenants may
apply for a parklet.
DO APPLICANTS NEED LETTERS OF SUPPORT?
Parklets are public spaces, applicants must gather letters of
support, petitions and other documentation from surrounding
businesses or residents in order to prove community outreach
and involvement as part of the parklet application process.
WHAT IS THE PURPOSE OF A PARKLET?
Passive:
Typically parklets have been implemented for passive uses
like sitting to take a break from walking or as a small plaza
where parklet users can have their lunch or a cup of coffee.
Active:
However, parklets may also support active recreation or
public services depending on the sponsor. For instance: A
parklet sponsored by a sporting good store may host related
events on the parklet like parklet bootcamp, yoga class etc.
In addition, the parklet may support a bicycle pump, and
repair , exercise equipment or other creative and active uses
as long as they are available to the general public without
the need of being patrons of the sponsoring business.
Bike Corrals:
107
BICYCLE PARKING
Bicycle parking is often overlooked. The placement, type and frequency of bicycle parking facil-
ities are crucial to the bicycle network and its overall usage. Bicycle parking has the potential to
increase business revenue, increase commuter trips and get citizens riding at various times of the
day/night.
PARKING
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In order to obtain the goals set forth in this plan, the City of Miami
Beach should work with residents, local property owners, business
tenants, and government partners to offer more expansive bicycle
parking options, including bicycle parking shelters, in-street
bicycle parking corrals, and seriously consider the viability of
a bicycle commuter center and decorative public art doubling
as bicycle parking. Recommendations for improving supply and
integrating new types of facilities throughout Miami Beach are
described and illustrated in the pages ahead.
INTRODUCTION
The provision of accessible, attractive, and safe bicycle parking
options for both short and long-term use is critically important to
supporting bicycling as a viable mode of transportation in Miami
Beach. In recent years, the City of Miami Beach, private property
owners, and business owners have installed hundreds of new,
well-designed bicycle racks, particularly for short-term use. This
bicycle parking plan makes recommendations for developing
high quality, plentiful, and visible bicycle parking options serving
residents and visitors for years to come.
EXISTING CONDITIONS
Today, there are more than 600 publicly accessible short-term
bicycle parking spaces in Miami Beach, and more being added
each year. As the map at right indicates, these spaces are created
by a variety of bicycle parking types found throughout The City.
Yet, analysis reveals that supply is not meeting the current and
coming demand. And in many locations, existing bicycle parking
facilities are often undersupplied and/or poorly sited, which
detracts from their usefulness and viability.
Unsurprisingly, most of the city’s current bicycle parking supply is
found where demand is high.
These locations include public parks, at civic buildings, and along
commercial streets like Washington Avenue, Lincoln Road, 41st
Street, and 71st Street.
The bicycle parking intensity use map this page demonstrates
where demand is concentrated. In many of these locations, the
supply but also the quality of the infrastructure needs to be
increased.
For example, bicycle parking at key destinations, like gyms,
pharmacies, restaurants, and bars is often oversubscribed or in
some cases underused because of a poor selection in bicycle
parking type and/or placement. Both conditions cause people
to choose to lock their bicycles too other vertical elements, like
street signs, parking meters, and fences. When this occurs,
the city’s high number of pedestrians are inconvenienced and
made less comfortable as they navigate around bicycle-strewn
sidewalks.
In addition, long-term bicycle parking options, for say three
hours or more, are few and far between. Bicycle parking
of this kind —covered, high security, easily accessible — is
needed within residential neighborhoods and at transit hubs,
schools, large residential and commercial developments, and
employment hubs. Such facilities will encourage more people
to bicycle for transportation.
Without an increase in supply, quality, and type, it will be
difficult for Miami Beach to obtain the bicycle mode share
goals set forth in this plan. A more detailed analysis is found
in the pages ahead for South Beach, Mid-Beach, and North
Beach.
BICYCLE PARKING LOCATIONS600+
6 BICYCLE PARKING TYPES
CITIBIKE LOCATIONS89
BICYCLE PARKING
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Fig 3.7 City-wide existing bicycle parking locations.
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PROPOSED BICYCLE PARKING
The bicycle parking plan illustrated at right identifies
804 new locations for bicycle parking. The locations
were determined by analyzing land use and urban
characteristics, demand, and available space. Each
location was then matched with an appropriate type
of parking to serve as many users as possible. The
analysis revealed that many of the short-term racks
found throughout the city do not meet best practice
specifications and that long-term parking is almost non-
existent. Thus, the following five short and long-term
parking facilities types are being recommended.
Short-term Parking Types
• Bike Corral
• Public Art Rack
Long-term Parking Types
• Bicycle Shelter
• Bicycle Locker
• Bicycle Station
These five types, plus the city’s standard inverted-u rack,
should comprise the bulk of the city’s parking in the
future.
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BICYCLE RACK SAFETY AND
PERFORMANCE STANDARDS
To prevent theft and to ensure public safety, all bicycle racks
should meet the following design guidelines:
• Support the frame of the bicycle in at least two locations
• Allow the frame and one wheel to be locked to the rack when
both wheels remain on the bike
• Allow the frame and both wheels to be locked to the rack if the
bicyclist decides to remove the front wheel
• Allow the use of cable, chain, and U-shaped locks
• Be securely anchored to the ground;
• Be usable by bicycles with bottle cages, panniers, etc.
• Be usable by a variety of bicycle sizes and types (children’s
bicycles; tricycles, step-through frames, etc.) keep both wheels
on the ground.
In addition, all bicycle racks should not be capably compromised
by hand tools, especially those that are easily concealed such as
wire cutters or screwdrivers. Bicycle racks and the bicycles secured
to them should not create a tripping hazard or barrier for pedestri-
ans and the visually impaired (see location standards on page x).
Finally, all outdoor bicycle racks and any related facilities should
be well-lit and highly visible at night so that users feel safe using
them at all hours.
EVENT-BASED VALET BICYCLE PARKING
Miami Beach is home to an incredible amount of events that draw
thousands and thousands of people to concentrated points. One
way to manage the stress on the street network is to encourage oth-
er forms of transportation, such a cycling. In many instances, do-
ing so could overwhelm the existing bicycle parking infrastructure.
Thus, another option is to seek out organizations, like the Green
Mobility Network, to help staff, manage, and promote temporary
event bicycle parking.
LONG-TERM BICYCLE PARKING
Long-term bicycle parking facilities are intended for use that generally
exceeds two hours (see Table 2). Long-term bicycle parking is associ-
ated with residential, workplace, and transit-related land uses where
parking for long durations is common. As a result, proximity to the
final destination is a lower priority than protection from the elements
and guaranteed security.
BICYCLE SHELTERS
Bicycle shelters provide highly visible, semi-enclosed protection from
the elements. Bicycle shelters should be placed at highly frequented
bicycle destinations where users tend to park for periods of two-hours
or more. Such places include, but are not limited to, employment cen-
ters, transit stops, civic buildings, parks, and schools.
Bicycle shelters provide an opportunity to display safety information,
a map of the regional and local bicycle network, and/or any other
relevant bicycle or local information. The spacing between individual
bicycle racks and/or other streetscape elements must be taken into
account and should follow the general bicycle parking performance
and location standards. Likewise, bicycle shelters should be easily
identifiable, well lit at night, and sufficiently protect bicycles from the
elements.
Developers of property in Miami Beach may consider pursuing the
implementation of bicycle shelters in strategic locations, such as within
the grounds of the project. Doing so will raise the profile of bicycling
and provide a parking amenity for residents and visitor that provides
shelter for longer parking stints.
BICYCLE LOCKERS
Bike lockers are medium to large in size and depending on size can
be located at transit hubs, bus stops, on a high turnover commercial
strip, or at pedestrian-only streets. They provide security and shelter
and promote multimodal ridership and traffic alleviation.
BICYCLE STATIONS
Bicycle stations are intended to serve as a local/regional
hub for all bicycling activities. Such facilities may offer a
wide variety of services, such as secure and attended park-
ing facilities; bicycle rentals; showers, lockers and changing
facilities; repair services or facilities; and cafe/social space.
The combination of these facilities provides the highest level
of bicycle parking service for long-term and frequent use,
and will elevate the visibility and viability of bicycling in Mi-
ami Beach.
Bicycle stations are most appropriate in urban core, central
business district locations, and at transit hubs where bicycle
commuters and tourists may maximize the services offered.
Cities such as Chicago, IL, Santa Monica, CA, Cambridge,
MA, Washington DC, Berkeley, CA, and Long Beach, CA all
provide working models.
It is recommended that the City of Miami Beach pursue a
bicycle station-like facility in South Beach, within the center
city. An ideal location would be within a short distance of
Lincoln Road where such a facility would be highly visible
and of utility to bicyclists cycling to work. Some ideas include
a facility within a municipal parking garages, built within a
municipal parking lot, or even in a leased storefront.
BICYCLE CORRAL RECOMMENDATIONS
The bicycle corral is an increasingly common type of short-
term bicycle parking type used where bicycle parking de-
mand is high and sidewalk space is either limited or duly
accommodates high volumes of pedestrian traffic. Bicycle
corrals most commonly replace automobile parking spac-
es or are placed within site triangle visibility zones, which
still allow for motorist a clear view yet also allow the added
amenity of bike parking to be added. Depending on the con-
figuration, a single car space may yield between 6 and 12
bicycle parking spaces within a single corral.
BICYCLE PARKING: TYPES & STANDARDS
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PUBLIC ART BICYCLE RACKS
The City of Miami Beach standard bicycle rack is already
an attractive element in the streetscape. Neighborhood, civ-
ic, district, non-profit, institutional, or business groups locat-
ed within the city,should be encouraged to pursue bicycle
parking facilities that reinforce an existing cultural, histori-
cal, business, or social character. In such instances, custom
or public art bicycle racks can creatively address bicycle
parking needs while simultaneously enhancing the profile of
bicycling and the destination served by such racks. While
custom bicycle racks do cost more than off-the-shelf racks,
they raise the profile and visibility of bicycling in general,
and improve the public perception regarding city or organi-
zational/business values. They also bring positive attention
to bicyclists for making sustainable and healthy transporta-
tion choices.
However,many art rack designs unintentionally undermine
the intended function, often resulting in inefficient or un-
recognizable facilities that are avoided by users. Therefore,
the provision of art racks must meet or surpass the guidelines
and performance standards in this Plan.
BICYCLE PARKING LOCATION + PERFORMANCE
STANDARDS
The use of bicycle parking and other end-of-trip facilities
is largely dependent on their location. Similar to motorists,
bicyclists desire to park as close and as conveniently to their
destination(s) as possible. However, the degree of proximity
may vary by the type of facility being provided and the type
of trip/user it is intended to serve.
Short-term parking facilities, like bicycle racks, should be
located as close as possible to the destination(s) they serve.
This is especially important for streets served by concentra-
tions of retail where any prolonged effort to find adequate
bicycle parking is as frustrating for the bicyclist as circling
Wave Rack
(Not Recommended)Inverted U-Rack (Recommended)
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Handlebar Rack
(Not Recommended)
Bollard Rack
(Not Recommended)
Wheelbender Rack
(Not Recommended)
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Grid-Rack
(Not Recommended)
Bike CorralInverted U-Rack
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Bicycle Station
Art Rack
Bike Locker
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Fig 3.10 Bicycle parking types matrix.
the block for vehicle parking is for the motorist.
Long-term parking, such as bicycle stations or shelters,
should also be as convenient as possible. However, the
protection from inclement weather and the enhanced
level of safety/service that such facilities provide often
compensates for lack of immediate proximity.
Similarly, shower, changing rooms, and locker facilities
need not be located inside the destination they serve,
but should provide enough access and measurable
convenience that commuting by bicycle is as easy as
possible for the greatest number of people. Employers
unable to provide such facilities may consider negotiat-
ing access with nearby fitness gyms for their bicycling
employees.
Short- and long-term bicycle parking facilities should
adhere to the following location and standards. In
general, safe bicycle rack locations should:
• Maximize visibility and minimize opportunities
for vandalism by being located in locations within
easy view of pedestrian traffic, windows, doors,
and/or well-lit areas.
• Protect bicycles from inclement weather, as long
as the facilities meet or exceed visibility, spacing,
and performance standards.
• Locate bicycles a safe distance away from
automobiles parked on-street, in lots, or in
structures so that bicycles will not be damaged by
opening doors or errant driving behavior.
• Not obstruct pedestrian traffic in any way by
providing at least 5 feet in clear path.
• Place the rack(s) between the primary road/
path used by bicyclists and the entrance to the
destination(s) they serve.
• Not be located on or near stairs, walls, berms, or
within handicap accessible ramps.
• Provide enough space for bicycles of all types to
maximize the bicycle parking capacity of a given facility.
Specifically, bicycle racks for short-term parking should be located
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Bicycle parking corrals help maintain a clear sidewalk,
increase overall parking supply, and often become social
spaces.
Bike Station Store Front and parking lot.
Adding a bike valet can help attract hundreds of cyclists
who might have otherwise driven.
Efficient, safe parking inside a bicycle station.
Bike Station, Washington D.C.Art rack located next to a Parklet.
BICYCLE PARKING: TYPES
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BICYCLE PARKING: TYPES & STANDARDS
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Bicycle parking types range from basic bicycle racks to semi-en-
closed bicycle shelters, to full “bike stations” that provide a com-
bination of amenities that include indoor bicycle storage, repair
facilities, showers, lockers, changing rooms, rentals, and even
café/social gathering spaces. While countless bicycle parking
designs and configurations exist, they may be described as two
overarching types: short- and long-term parking. Each of these
types is explained below.
Short-term parking facilities consist of standard bicycle racks,
and temporary event “valet” parking. Long-term parking facili-
ties include semi-enclosed bicycle shelters, fully enclosed bicy-
cle lockers, and fully enclosed bicycle stations/storage rooms.
Matching each of these types and the available configurations to
the right land use context is not difficult, but requires an analysis
of the following conditions.
• Intended bicycle user group
• Length for which bicycles are likely to be parked
• Proposed location and surrounding land uses
• Local climate considerations (shade, rain)
• Ability of the proposed facility to provide orderly, safe, and
attractive bicycle parking
• Basic performance standards and parking site guidelines
• Currently, the City of Miami Beach offers no long-term park-
ing facilities.
SHORT-TERM BICYCLE PARKING
The majority of bicycle parking facilities are intended for
short-term use, generally less than three hours. Short-term bi-
cycle parking is generally associated with commercial/retail,
civic, and/or recreational land uses. As a result, proximity to
destination is often prioritized over protection from weather
and absolute security. Beyond the use of a personal bicycle
lock and the quality of the rack, passive surveillance — oth-
erwise known as “eyes on the street” — is the only security
provided
BICYCLE RACKS
Bicycle racks allow for the temporary storage of bicycles in
a safe and organized manner. The most effective types are
those which are easy to identify visually, efficient in the their
ability to accommodate the intended amount of parked bicy-
cles, allow for easy bicycle maneuverability in and out of the
designated bicycle parking space, enable the bicycle to be
secured properly by providing at least two points of contact
with the bicycle frame, and allow both the frame and the
wheel to be secured to the bicycle rack.
Two simple and recommended forms that meet these stan-
dards are the inverted “U” Rack and the “Post and Ring.” The
former comprises the standard Miami Beach city rack.
BICYCLE RACKS LOCATION RECOMMENDATIONS
It is recommended that the city’s standard bicycle racks be
considered as a replacement to those locations where bicycle
racks do not currently meet the design standards included in
this plan.
The above bicycle parking is well-spaced, properly
oriented parallel to the curb, and a safe distance
from the tree and the curb.
Placement of bike parking is
integral for success.
Without adequate supply and
visibility, bicyclists will lock
their bicycles to the nearest
vertical element.
Low bike efficiency.
Correct placement of parking
provides a clear pedestrian
through zone.
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The temporary materials may be replaced by more permanent infrastructure, such
as wider sidewalks, rain gardens, trees, public seating, and bicycle parking.
The result is a more environmentally-friendly and amenity laden streetscape for
the neighborhoods of Miami Beach.
Bicycle parking located next to bicycle facilities promotes ridership. This particu-
lar set up elevates the perception of bicyclists belonging as users of the travel way.
Parklets extend the pedestrian realm, provide a wider through zone for pedestri-
an travel as well as a wider furnishing zone. Bike Parking can be incorporated
into the parklet.
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Within residential neighborhoods, underutilized curbside space may be put to more efficient use.
In the short-term, temporary and low-cost materials may be used to provide landscape and bicycle parking ameni-
ties, while also maintaining visibility at the intersections for people driving.
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Bicycle racks should be clearly visible from the approach to a destination’s
most actively used entrance. If located along a sidewalk, within the public
right-of-way, bicycle parking should be visible from the street for which the
sidewalk serves. Additionally, a large, single bicycle rack cluster should not
serve an entire urban block. Rather, it is preferable to place several smaller
rack clusters, or even single bicycle racks in multiple, convenient locations
along the sidewalk.
SIGNS
If a bicycle parking facility is unable to be sited visibly in front of the
destination it serves, or in another conspicuous location, then attractive signs
should be provided at all primary entrances to direct bicyclists to the nearest
bicycle parking location.
CLEAR PATH
Bicycle racks, shelters, lockers, and bicycle sharing stations must allow a
minimum clear path of five feet in width so that pedestrians and disabled
people may move past without obstruction.
CURB CLEARANCE
If located parallel to the thoroughfare, all bicycle racks must be placed at least
24 inches from the curb. Those placed perpendicular to the curb, however,
must locate the nearest vertical component of the rack at a minimum of 48
inches from the curb’s edge. Both dimension requirements will help prevent
bicycles from being struck by car doors or moving motor vehicles.
DISTANCE BETWEEN RACKS
Bicycle racks aligned parallel to each other must be at least 36 inches
apart. This includes racks that are sold as multiple rack units, which may be
attached together. Racks that are aligned end-to-end should be at least 96
inches apart.
DISTANCE FROM WALLS/MAINTAIN PEDESTRIAN AISLE
To ensure safe maneuvering and circulation, bicycle racks placed
perpendicular to a wall must be at least four feet from the wall to the nearest
vertical component of the rack. Bicycle racks placed parallel to a wall must
be at least three feet from the wall. For indoor racks placed in groups, an
adequate pedestrian aisle must be provided so that bicyclists can access
and maneuver their bicycles in and out of the parking position. Bicycle racks
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placed perpendicular to a pedestrian aisle must be at least four
feet from the aisle. Pedestrian aisles should be at least five feet
wide wherever possible.
OTHER RECOMMENDED SITE DISTANCES
To ensure safety and convenience, bicycle racks should be
located:
• 15 feet from fire hydrants, bus stops, taxi stands, hotel
loading zones, transit stops, newspaper kiosks, etc.
• 10 feet from intersections/driveways/curb cuts five feet
from any standpipes, or above–ground vertical structures
like signs, meters, lights, mail boxes, planters, public
bathrooms, pay phones, etc.
• Three feet from tree pit edges, grates, utility covers, etc.
POLICY + IMPLEMENTATION
It is the intent of this Bicycle Parking Plan to foster bicycling
as a viable, safe, and sustainable form of recreation and
transportation. Implementing bicycle parking and other end-of-
trip facilities plays a key role in realizing this goal.
This Miami Beach Bicycle Parking Plan is conceived at the
scale of the city, but will ultimately be implemented at the block
and individual building scale as property is developed and
redeveloped, and as requested by property and storeowners.
Specific site analysis should be undertaken so that bicycle
parking remains convenient, visible, and located properly in
relation to the destinations and bicyclists it serves.
Like the overall bicycle network plan, the bicycle parking must be
implemented in cooperation with a number of inter-related city,
county, state, and private entities that have jurisdiction over the
governance and physical development of Miami Beach and its
public right-of-ways.
OPT-IN PROGRAMS
Many municipalities have created bicycle parking programs
that encourage public and private partnerships that reduce the
cost of purchasing and installing bike racks while simultaneously
expanding the supply. For example, 50-50 match bicycle parking
implementation programs encourage businesses to partner with the
municipality to help cover the cost that ultimately serves them well.
Such programs are worth researching and potentially adapting to
certain contexts within Miami Beach.
Encouraging bicycle parking means inviting local property and
business owners to help expand the supply to meet their tenant,
employee, and customer needs. In some instances, upgrading bicycle
parking facilities will be needed. Should property owners currently
supply facilities that are less than desirable then this program should
help them make their bicycle accommodations more robust.
MAINTENANCE
Once implemented, bicycle parking facilities of all types must be
well maintained. All facilities should be kept clean, orderly, free of
abandoned bicycles, bicycle locks, and other debris. These steps
will help ensure that bicycle parking is used safely and frequently.
To remain attractive and functional, areas around the bicycle
parking facility—whether it be a rack, shelter or otherwise—must
remain well-paved, mowed, plowed, or otherwise tended and cared
for so that bicyclists are not deterred from using the facility. The
security of bicycle racks and other long-term parking facilities should
be checked periodically so that each remains free from vandalism.
This includes checking the function of lighting, enclosure conditions,
and changing key codes or key fittings after facility use turnover.
Failing to meet basic maintenance standards will deter use and
create additional opportunities for theft.
The responsibility for maintenance should be conferred upon the
sponsoring entity (developer, businesses, individual property owner,
etc.), or agreed upon between mutual public/private parties and/or
multi-jurisdictional interests.This will help ensure that bicycle parking
remains viable, safe, and attractive.
BICYCLE PARKING RATIOS
The City of Miami Beach does not currently require bicycle
parking to serve new development. It should. The bicycle
parking ratio table on the opposite page is intended to
inform the inclusion of bicycle parking into the city’s zoning
code. Doing so will help the city meet current and future
demand, support the ongoing viability of two-wheel travel,
and ultimately help the city to obtain the mode share goals
set forth in this plan. The bicycle parking ratios are organized
by short and long-term parking types and are keyed into the
city’s land use categories using square footage, employee,
and/org building function to guide implementation. Peer
cities with excellent bicycle parking requirements include
Santa Monica, CA, Cambridge, MA, and Portland, OR.
This guidance is intended to aid the city so long as it’s bicycle
mode share remains at or below 10 percent. That said,
Miami Beach is a very dynamic place. New development
and changing land uses are common, with some serving
as major bicycle trip generators. Thus, in some locations
the supply may need to be increased and the parking type
changed. For example, frequently oversubscribed bicycle
racks on a sidewalk may be removed in favor of an in-street
bicycle corral so as to serve the demand better and lessen the
clutter for people walking on the sidewalk. Bicycle parking
ratios and requirements should be reviewed in conjunction
with each bicycle master plan update, or at least every five
years.
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LAND USE SHORT-TERM
BIKE PARKING
LONG-TERM
BIKE PARKING
Single-Family Residential (RS-1, RS-2, RS-3, RS-4,TH)No spaces required No spaces required
Multifamily Dwelling
a) RM-1, RM-2, RM-PRD1, RPS-1, RPS-2 0.05 spaces/bedroom, min. 4 spaces 0.5 spaces/bedroom, minimum 4 spaces
b) RM-3, RMPS-1, RM-PRD2, RPS-3, RPS-4 0.1 spaces/bedroom, min. 8 spaces 0.75 spaces/bedroom
Civic and Government Use (GU, CCC, WD2, MR) 1 space/20 persons of allowed capacity 1 space/10 employees
a) assembly (church, stadium, convention center etc.)1 space/15 persons of allowed capacity .25 space/15 persons of allowed capacity
b) non-assembly (library, marina, government building etc.)1 space/8,000 s.f. of floora area,min. 4 spaces 1 space/10 employees, min. 2 spaces
Education (GU,SPE, CD-1, CD-2, CD-3)
a) public/private day-care centers for 15 or more children 1 space/20 students of planned capacity, min. 2
spaces 1 space/10 employees, min. 1 space
b) public/private nursery schools, kindergartens,
elementary schools (grade1-4)
1.0 space/20 students of planned capacity, min.
2 spaces 0.5 space/per classroom, min. 1 space
c) public/private junior high (grade 5--8), and high schools
(grade 9-12)1.5 space/20 students of planned capacity 1 space/10 employees, AND 1 space/20
students of planned capacity
Hospitals/Healthcare Institutions (HD)1 space/5,000 s.f. of floor area, min. 4 spaces
1 space/10,000 s.f. of floor area, or
1/10 employees, whichever is greater,
min. 4 spaces
Transit Hub
a) rail station and high-use bus stops Consider spaces for 1.5% of a.m. peak period
daily ridership
Consider spaces for 10% of projected a.m.
peak period daily ridership
b) off-street parking lots/garages available to the general
public, with or without fees
Minimum of 6 spaces or 1 per 20 auto spaces.
Unattended surface parking lots excepted.
1 space for each 20 automobile spaces*
Unattended surface parking lots excepted.
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Commercial (CD-1,2,3, RO, CPS-1,2,3,4 TC-1,2, TC-
3,TC-3c, MXE)
a) restaurant (restaurant, coffee shop, cafe etc.)1 space for each 2,500 s.f. of floor area, min. 2
spaces 1 space/10 employees, min. 2 spaces
b) general food (grocery, convenience store, etc.)1 space for each 5,000 s.f. of floor area, min. 2
spaces 1 space/10 employees, min. 2 spaces
c) general retail (clothing, souvenirs, electronics etc.)1 space for each 1,000 s.f. of floor area, min. 2
space 1 space/10 employees, min. 2 spaces
d) office 1 space for each 8,000 s.f. of floor area, min. 2
spaces 1 space/10 employees, min. 2 spaces
Urban Light Industrial (I-1)1 space for each 10,000 s.f. of floor area,
minumum of 4 spaces
1 space/15,000 s.f. of floor area,
minumum of 2 spaces
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Fig. 5.14 land use and bike parking types matrix.
Fig 3.15 lnverted U bicycle parking installation standards.
54”
6’
minimum
walkway
clearance
101”
114”
2’ minimum
5’
minimum
sidewalk
clearance
5’
minimum
sidewalk
clearance
2’
2’ minimum
3’ 4’ 6”
minimum
aisle width3’
Fig 3.16 Bike stall installation standards.
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SIGNALS & SIGNS
vertical signalization refers to signs affixed to posts or other structures which serve to inform all
users of the public realm of potential hazards, speed limit, and information necessary to navigate
the streets at ease like location of landmarks for wayfinding.
Horizontal signalization refers to various pavement markings, in- pavement detection signals for all
users and elements that define the cyclist travel way separate from motor-vehicles.
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Intersections must be calibrated to accommodate all users.
Implementation of appropriate signals and calibrated timing are
also of equal importance to minimize conflict among users.
The design of signal timing varies by context, however, timing
must be optimized along corridors and geared towards serving
users in the appropriate level of priority.
pedestrian aCtuated signals:
These signals integrate a push button that activates a “WALK
/ DON’T WALK” interval. Actuated pedestrian signals are
sometimes paired with accessible technology that are user
activated and also provide both spoken and visual assistance.
Accessible pedestrian signals are audible using a simple steady
sound to cue pedestrians informing them of crossing time while
being unobtrusive. Accessible pedestrian signals are also
known as: Acoustic signals, audible pedestrian crossing signals
and audio-tactile signals. Pedestrian Actuated Signals provide
directional information either spoken, written, or in Braille.
pedestrian fixed signals:
Fixed signals are the signals commonly found on most roads. These
signals are predictable and usually require less maintenance than
actuated signals.
Fixed signals are commonly found in urban settings. They make
complex interactions most predictable for all users. In most cases,
however, they must be calibrated to serve pedestrian priorities
first. This means that crossing intervals are sufficiently long for
crossing while coordinating with adjacent signals.
At crossings where the signal is uncoordinated with adjacent
traffic signals (free setting), designers can reduce pedestrian
delay by reducing the minimum green time. At coordinated signal
locations, designers have multiple options to decrease delay,
including increasing the permissive window, adjusting signal
timing for responsiveness at certain times of day, and setting the
signal to recall on the pedestrian phase.
BiCyCle signal heads
A bicycle signal is traffic control device that should be used
solely in conjunction with an existing conventional traffic
signal or hybrid beacon. Bicycle signals are commonly used
to improve identified safety or operational problems involving
bicycle facilities, or to provide guidance for bicycle only
movements and leading bicycle intervals.Bicycle signal heads
shall be installed at signalized intersections to indicate bicycle-
specific timing strategies or signal phases. In The United States,
a vertical 3 lens signal (red, yellow and green) is used.
beNefitS
• Improves level of safety at high conflict areas.
• Helps to simplify traffic movements for bicycles and clarifies
bike- specific movements for all users.
• Accommodates bicycle-only movements in complex
intersections. (Bicycles may travel parallel to automobiles
using the same signal if conflicting turns are restricted).
• Provides priority to bicycle movements at intersections.
• Minimize conflicts between pedestrians and bicyclists.
An adequate clearance interval (i.e., the movement’s combined
time for the yellow and all-red phases) shall be provided to
Fig 3.17 MUTCD - R10 3e
ensure that bicyclists entering the intersection during the green
phase have sufficient time to safely clear the intersection before
conflicting movements receive a green light.
tyPiCal aPPliCatioNS
Where a bicycle facility or shared path crosses a street,
particularly where the necessary bicycle clearance time is
substantially different from necessary pedestrian clearance time.
• At intersections where bicycle facilities may change (IE:
Sidewalk-level protected bike lane to regular bike lane) if
turning movements are significant.
• At intersections with contra-flow bike lanes that otherwise
would not have a signal indication.
• At intersections with high number of motor vehicles and
bicycle collisions.
• At intersections nearby schools and parks.
• To make it legal for bicycles to enter an intersection during
an all-pedestrian phase( may not be appropriate in some
cities).
• To give bicycles are leading green light at intersections or to
indicate an all-bike phase were turning movement volumes
are significant.
credit: www.flickr.com
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SIGNALS & SIGNS: VERTICAL
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BiCyCle signal deteCtion & aCtuation
Bicycle detection is used at actuated signals to alert the signal
controller of bicycle crossing demand at an intersection. Bicycle
detection can be activated through the use of push buttons just
like pedestrian activated signals or it can occur automatically
through detection mechanisms like microwaves,video or in-
pavement loops, etc.
MiCrowave
Miniature microwave radar that picks up non- background
targets. It is more cost effective than video and is not affected by
weather, or sun light changes.
Currently, Pleasanton, California is the only municipality in the
country using this technology. Cyclists have reported improved
efficiency and safety.
The microwave sensors are able to monitor up to eight detection
zones, specified by the city, and can send up to four commands
to the traffic signal control box; ie: “straight through”, “left turn”.
The system updates information 20 times per second and is able
to track moving and stationary vehicles.
Microwave systems cover a large area, allowing the cyclist to be
positioned freely at the intersection while still being detected.
video
Video detection is aimed and calibrated to detect bicyclists.
While this system might be effective for South Florida climate, the
continuous video monitoring may cause a privacy concern.
PUSh bUttoN
User activated push button mounted
on a pole facing the street. Push but-
tons must be installed in a way that
allows the cyclist to reach the button
without dismounting the bicycle. In
addition, a rest bar may be imple-
mented along routes with expected
heavy bicycle traffic.
credit:www.bicyclenetwork.com.au
A minimum of 7 seconds is required for the WALK
signal.
Short cycle lengths of 60–90 seconds are ideal for
urban areas that allow frequent gaps and consis-
tent crossing opportunities,creating a more perme-
able network for pedestrians and bicyclists.
credit: www.garyridesbikes.blogspot.com
credit: www.seattlebikeblog.com
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SIGNALS & SIGNS: VERTICAL
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hyBrid BeaCon for BiKe route Crossing of
major street:
A Hybrid beacon or High-Intensity Activated Crosswalk
(HAWK), is made up of a signal-head with 2 red lenses over
a yellow lens on the major street, and pedestrian/or bicycle
signals on the minor streets. The minor street approaches
don’t have signals for motor vehicles.
HAWKs are used to improve non-motorized crossings on
major streets in places where the volume in the side streets
does not support the installation of a conventional traffic
signal. In addition, HAWKs can be installed on side streets
instead of regular signal heads if there is a concern that a
signal head might encourage additional motor traffic on
sides streets.
credit: www.fhwa.dot.gov Fig 3.18 MUTCD sequence for Pedestrian Hybrid Beacon
(Interim approval July 2008)
yield signs
TURNING VEHICLES YIELD TO BICYCLES AND PE-
DESTRIANS (R10-15 alt.) sign may be used to show a
permissive left or right turn to motorists who are require-
ment to yield to bicyclists at the crossing. If used at a
crossing, the sign should be mounted on the far side of
the intersection to improve visibility to left turning mo-
torists. If possible, it should be mounted on the vehicle
sign face.
Fig 3.19 MUTCD R-10-15 alt.
YIELD HERE TO BICYCLES (R1-5 alt. A) is used at
locations where yield lines are provided to denote the
location for motorists to yield to bicyclists in crossings
of separated bike lanes, If the yield condition includes
pedestrians, the YIELD HERE TO BICYCLES AND PEDES-
TRIANS (R1-5 alt. B) sign should be used.
These signs are not required, and should not be used in
locations where sign clutter is an issue; however, these
signs may prevent collisions in areas of high traffic vol-
umes and should be considered.
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SIGNALS & SIGNS: VERTICAL
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Fig 3.20 R-10-15 alt. A Fig 3.21 R-10-15 alt. B
The BEGIN RIGHT TURN YIELD TO BIKES sign (R4-4)
should be placed at locations where the beginning
of the right turn lane is also the merge point where
motorists cross the separated bike lane
The YIELD sign (R1-2) may be used to warn bicyclists
merging into a travel lane, or to warn motorists of
other motorists when merging or at roundabouts.
Warning Signs
The BICYCLE WARNING sign (W11-1) may be placed
at, or in advance of, uncontrolled crossings of sep-
arated bike lanes to alert motorists of approaching
bicyclists. Using this sign should be limited to locations
where the bike lane might be unexpected to crossing
motorists. A TWO-WAY (W1-7 alt.) supporting plaque
should be mounted below the W11-1 where the sepa-
rated bike lane operates as a two-way facility
Fig 3.24 MUTCD W11-1
Fig 3.25 MUTCD W1-7 alt.
Fig 3.23 MUTCD R1-2 Fig 3.22 MUTCD R4-4
The BICYCLE/PEDESTRIAN WARNING
sign (W11-15) may be used as a sub-
stitute of the W11-1 where a sidewalk
is parallel to the separated bike lane
and motorists may not be expecting to
cross either the bicycle or pedestrian
crossing
Fig 3.26 MUTCD W11-15
Confirmation Signs (1)
These signs are indicate to bicyclists that they are on a
designated bikeway while at the same time, they alert
motorists of bicycle priority or bicyclists presence along
a particular street.
MUTCD PLACEMENT
Every 1/4 to 1/2 mile on off-street bike facilities like shared
paths and sidewalk-level protected bike lanes.
Every 2 to 3 blocks along on- street bicycle facilities unless
another type of sign is used within 150 ft of a turn or deci-
sion sign)
Should be placed soon after turns, to confirm destination. (
Pavement markings can also act as confirmation signs)
Decision Signs (2)
These signs mark the junction of two or more bike routes.
These signs inform bicyclists of a designated route as well as
key destinations and distance.
MUTCD PLACEMENT
Near-side intersections where bike routes merge with another
route or along the route to indicate a nearby destination.
Turn Signs(3)
These signs are used to indicate where a bikeway turns from
one street onto another street. They include destinations,
approximate distance and arrows.
MUTCD PLACEMENT
Near-side intersections where bike routes turn. Modified
pavement markings on page 47 can also indicate the need
to turn to the bicyclist.
Botanical GardenBIKE ROUTE
Atlantic Greenway
Alton Road Route
City of Miami Link 3
2
M I A M I B E A C H GREEN
W
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MERIDIAN AVE
NEIGHBORHOOD
GREENWAY
1
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SIGNALS & SIGNS: VERTICAL
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Solar panel
MUTCD 11-15
Rectangular Rapid Flashing Beacon (RRFB)
MUTCD W16-7PL
MUTCD R10-4b
ADA compliant push button
aCtive Warning BeaCon for BiKe route at
unsignalized interseCtion:
An Active warning beacon is a user- actuated sign with
amber flashing lights that enhance the effectiveness of
warning signs at unsignalized intersections or mid-
block crosswalks.
Beacons can be activated with a push-button system or
passively through detection.
Rectangular Rapid Flash Beacons (RRFBs), a type
of active warning beacon, use an irregular flashing
pattern that resembles emergency flashers on police
vehicles. They can be installed on two-lane or multi-lane
roadways.
Active warning beacons are used to alert drivers of the
presence of bicycle and/or pedestrian crossings, the
flashing lights enhance the awareness of all users and
prompts vehicles to yield to pedestrians and bikes from
a considerably longer sight distance improving safety.
3
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Solar-Powered RRFB can be a low-cost addition to
an existing crossing
If a center island or median exist, installing RRFB
here, helps improve driver yielding behavior.
“Shark Teeth” makings also aid to improve driver
yielding behavior.
TYPICAL APPLICATIONS
• Where vehicle yield to bicycles and pedestrians
compliance is low.
• At high-volume pedestrian/ bicycle crossings.
• To reinforce bicycle/pedestrian crossing priority at a
particular zone or crossing.
• At mid block crossings where signal heads are not
feasible or desired.
3
1
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Fig 3.27 RRFB detail.
Fig 3.30 Signal detection areas by Loop Detector Type.
6”
5
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24
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2”
6”
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BENEFITS
• Improves travel effi-
ciency and reduces
delay.
• Discourages bicy-
clist from running
red lights without
causing significant
delays to automobile
travel.
• Can be used to ex-
tend the green light
phase in order to
provide enough time
for bicyclists to clear
the intersection.
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SIGNALS & SIGNS: HORIZONTAL
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Inductive loop vehicle detection is usually calibrated
to the size or metallic mass of a car. In order for
bicycles to be detected, loops must be calibrated for
bicycles. Otherwise, undetected bicyclists must wait
for a car to arrive at the intersection, or dismount
their bikes to press the user activated crossing signal
if available, or cross illegally.
iN- PaveMeNt looP
An induction loop embedded in the pavement that is
calibrated to the size and metallic mass of bicycles in
order to be detected.WAIT HERE
4
3
1
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If detection is not provided within the dedicated
facility or shoulder, detection shall be visible to
bicyclists through signs and/ or stencils that delin-
eate detection zone so that bicyclists position the
bicycles appropriately to active signal.
Bicycle detection should be provided in the bike
lane and where bicyclists are intended to wait.
1
2
Streets with bike lanes or bikeable shoulders shall
have bicycle detectors in the bike lane or shoulder.
Detection shall be located where bicyclists are
intended to travel and/or wait.
If a leading signal detector is provided, it shall be
located along the bike lane or in the outside travel
lane. Detection at intersections shall be provided in
the middle of the bike box or immediately behind
the stop bar in the bike lane.
Intersections without painted infrastructure shall
provide detection in the center of the outside lane.
If provided, push-button activation shall be located
so bicyclists can activate the signal without having
to dismount their bikes. If used, push-buttons should
have additional signage facing the bicyclists
approach to increase visibility.
4
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.
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SIGNALS & SIGNS: COORDINATED SIGNAL TIMING
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Timing signals in a way that coordinates among all
modes of travel helps to manage the progression speed
of specific modes where uninterrupted flow is desired.
Traditionally, timing and coordination of signals has been geared
towards increasing vehicular traffic flow and reduce peak hour
delay. The same tool can be used in order to optimize slower
speeds, thus creating an uninterrupted flow for people traveling
by bicycle or to achieve low vehicle progressions speeds for
pedestrian-friendly corridors.
Signals may also be timed to coordinate transit along routes
where transit has low variability.
CONSIDERATIONS
• Coordinating traffic signals may reduce the number of stops
along a corridor and provide a continuous traffic flow at the
target speed.
• Progression speed should be set below the target speed in-
stead of the existing 85th percentile speeds.
• Off-peak signal timing should be developed to reflect the low-
er traffic conditions.
• Weekend signal timing and coordination has the opportunity
to incentivize alternative modes of travel.
•
SIGNAL TIMING FOR BICYCLISTS
Bicyclists traveling at a speeds between 13-15 mph are able to
travel with minimum interruptions at intersections along a corri-
dor, this results in a platoon of bicyclists along a corridor.
SIGNAL TIMING IN DOWNTOWN AREAS
Coordinated signal timing is particularly useful in downtown ar-
eas where there is a consistent pedestrian flow and bicycle travel.
Timing signals to reward slower motor vehicle speeds of 15- 20
mph gives priority to pedestrians and bicyclists.
SIGNAL COORDINATION WITH TRANSIT
Shorter signal cycle lengths may improve transit times along tran-
sit routes. Coordination helps increase reliable turn-over and re-
duce side street delay.
SIGNAL CYCLES AND LENGTHS
Traffic signal lengths have a very significant impact on the quali-
ty of the urban environment. Long signals compounded over
multiple intersections turn streets into barriers and discourage
pedestrian and bicyclist activity.
When signal cycles are timed for corridor priority, major streets
become barriers that separate neighborhoods rather than join
them.
The graphic above shows how major streets get almost 4 times
more green signal than the side streets. This scheme unfortunately
incentivizes people traveling by car to avoid minor streets and
increase congestion on the main routes. At the same time, Longer
green periods hinder pedestrian crossing times, resulting in pe-
destrians crossing the major streets without a proper cross-signal.
This often translates into pedestrian/driver collision
Shorter cycles along both major and minor streets help the city
function as a complete network. The recalibration of signal tim-
ing into shorter intervals of a 3:2 ratio allows pedestrians and
bicyclists to cross streets more often while also relieving major
streets from unnecessary congestion.
Cycle lengths shorter than 60 seconds are only recommended
where a city uses “feathering” (intervals that decrease as they
approach a pinch point) to relieve an upstream bottleneck. In
such cases, adequate crossing time for pedestrians should be
taken into account based on a crossing speed between 2.5–3.5
feet per second.
High-Visibility crosswalks have very few benefits for
pedestrians if the average pedestrian is not given
sufficient time to cross the street. Consider elderly
people, parents with strollers and/or small children
and people with mobility and visual impairments.
short CyCle lengths of 60-90 seConds are ideal
for urBan areas.
MINOR MINORMINOR MINOR
MINOR MINORMINORMINOR
MAJOR
96 24 96 24
Fig 3.31 Signal timing as a barrier to multi-modal network
connectivity.
MAJOR
MINOR MINORMINOR MINOR
2436 2436 2436 2436
Fig 3.32 Signal timing in function of multi-modal network
connectivity.
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SIGNALS & SIGNS: WAYFINDING
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Signage provides users with meaningful information
about navigating the built environment. Wayfinding,
also known as environmental graphic design,
incorporates the city’s brand and identity.
Large scale wayfinding can help to brand neighborhoods
within the city and provide opportunities for individuality
while adhering to an overall design scheme.
WAYFINDING PRINCIPLES
The following principles help make information spaces
more navigable:
• Create an identity at each location.
• Use landmarks to provide orientation cues and
memorable locations.
• Create regions with unique visual character.
• Limit choices to avoid confusion.
• Use maps or diagrams for overall orientation.
• Use sight lines to show what’s ahead.
Effective wayfinding and signage that is rooted in the
culture of the city and its design adds aesthetic value to
the streetscape.
Signs should always aim to include graphics over
words, universal signage minimizes the possibility of
confusion. Wayfinding for users with mobility, hearing
and visual impairments should be seamlessly integrated
into the wayfinding system.
Creative wayfinding might also help develop
neighborhood identities in terms of districts, which
positively affects the ability of the user to navigate
space as well as economic activity.
CREATE AN IDENTITY AT EACH LOCATION
Give every location a unique perceptual identity so that the
user can orient himself in the larger context. Establish a unified
visual language.
USE LANDMARKS TO PROVIDE CUES
A landmark is usually highly visible object that can be
seen from specific directions at a distance. There are
local landmarks, which are closer in proximity and global
landmarks which tend to be larger and can be seen from
various angles. Landmarks are commonly placed at decision
points, where the user must choose a specific direction to
follow.
CREATE WELL STRUCTURED PATHS
Space navigation paths should be well - defined from
beginning to end. The user should be able to see the end
of the path. If the path does not have a contiguous visual
structure due to distance or directionality, additional signs
must be placed to orient the user.
CREATE REGIONS WITH UNIQUE VISUAL CHARACTER
Subdivide larger regions into subregions that fit into the larger
context. IE: using a flamingo as the over all Miami Beach
Signage while each neighborhood might a specific color.
LIMIT CHOICES TO AVOID CONFUSION
Spaces should be designed coherently so that each path is
clearly defined
USE MAPS OR DIAGRAMS
Wayfinding should incorporate various methods of
communication and cater to different styles of learning.
Diagrammatic wayfinding is a successful and easy way to
convey information about a space if landmarks are well
placed.
Detailed maps are useful in conveying the size of the space.
USE SIGHT LINES TO SHOW WHAT’S AVAILABLE
Give users a clear path of navigation in a particular direction
The Flamingo sculptures currently placed around the city, serve
as small memorable landmarks, and are a good example of
aesthetically pleasing wayfinding.
Other neighborhoods in the county like Little Havana, have
also adopted picturesque sculptures as a way of branding and
wayfinding with much success.
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COMMUNITY ENGAGEMENT
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When stakeholders are involved, plans can be
more inclusive and develop specific solutions for
issues that otherwise might not be addressed.
Community engagement is a feedback loop where
stakeholders and Miami Beach City officials in-
form the process of design.
Community engagement is the basis for a demo-
cratic process in street design. Understanding the
needs of a particular community from the begin-
ning has many advantages when it comes to plan-
ning and decision making. Successful community
engagement has the following characteristics:
• It involves all sectors of the population.
• It’s adapted to reach all audiences (Transla-
tion, hearing/ visual aids)
• Tailored to fit stakeholders schedules for maxi-
mum participation.
• Meetings are held more than once if possible
• Recorded information and meeting materials
are made available on-line after meetings.
• Informal meetings can be held at libraries, out-
doors or in partnership with local businesses
• that cater to the specific subject being dis-
cussed.
• Meetings are well advertised on official web-
sites,blogs, newspapers, social media and
around town in highly visible areas.
EMERGING PRACTICES IN COMMUNITY
ENGAGEMENT
Local governments are mandated to publish a notice
for public meetings, information sessions and a vari-
ety of other meetings on the classified section of the
news paper as well as their official website.
This type publication is merely informative and must
transition from a formality to be seen as an opportu-
nity for advertisement and participation in order to
foster real community engagement.
ONLINE
Social media, blogs, forums and web based appli-
cations for reporting information enable citizen en-
gagement and direct communication with City offi-
cials.
Web-based reporting applications allow the public
to track concerns and incidents which may result in
faster resolutions on the City’s behalf. Concerns for
specific areas may be cataloged by a specific ad-
dress and compared to accidents reported on site in
real time.
Small reports regarding citizen concerns and acci-
dents may be presented graphically on a map every
90 days on bikeMiaMibeaCh.org. This tool informs
The City on possible changes to an existing facility,
the need for a dedicated signal, periodic observa-
tion, which then results in a efficient and safe envi-
ronment for all users.
ON LAND
Traditional community engagement doesn’t currently
reach a diverse enough audience that is representative
of the population the agencies try to serve. The follow-
ing recommendations may help increase participation:
• The City may partner with local interest groups and
foster the formation of such, in order to establish and
maintain a partnership between the City and the
public regarding bicycle and pedestrian interests.
• Public meetings should be held at a time when the
most people can attend, and have translators avail-
able. Written material should be printed/translated
in various languages including but not limited to: En-
glish, Spanish,Portuguese and Haitian Creole.
• The Miami Beach Art Deco Welcome Center, librar-
ies, post office locations, and other government
buildings, should have a designated display box
that is easily recognizable. The display should have
maps,safety information and any other information
regarding the Miami Beach bicycle network and
how it connects with adjacent municipalities.
B I K E M I A M I B E A C HBIKE M I A M I B E A C HBIKE M I A M I B E A C H
B I K E M I A M I B E A C H
BETTER BY BIKE
MAPS, SELF-GUIDED TOURS
& SAFETY INFORMATION
Fig 4.1 Proposed Miami Beach bicycle information racks.
131
Tactical urbanism enables :
• Short terM-aCtioN: The City and residents can
work together to temporarily install possi-
ble solutions to problems like: lack of third-
places,a new bicycle facility, bike parking,
bicycle routes, traffic circles.
• Low-cost investment: Pilot projects require less
investment (time and funds)since construction
is not part of this phase.
• teStable SolUtioNS: In the case of a new protect-
ed bicycle lane, re striping the street or using
temporary materials to divide the travel lane
from the bicycle lane can tested immediately
by the public, while being actively monitored
by City planners and engineers.
• City-CoMMUNity PartNerShiP: Tactical Urbanism
can be carried out as a community event. This
approach incentivizes citizens to take owner-
ship of the positive changes happening in their
built environment while being informed of the
processes shaping the future of Miami Beach
as a more inclusive, multi-modal and innova-
tive City.
• loNg-terM ChaNge: By instituting Tactical
Urbanism as a necessary step in any new
construction/change, cities can analyze in
great detail the impacts of proposals before
committing large amounts of time. In addition,
actively informing residents and visitors of
these projects from the beginning stages, gath-
er necessary support that increases gradually
before moving into the building phases.
Cities often face challenges when it comes to
project implementation. Approval processes, de-
partmental coordination, budgeting processes and
construction times, often result in delayed delivery
of public projects according to the community’s
expectations.
Tactical Urbanism also known as Transitional tac-
tics is a design/build process that in many cases
shortcuts the rigid bureaucracy that often charac-
terizes government processes.
The premise of Tactical Urbanism is “ short- term
action, long term change”. Meaning that any
design hypothesis can be tested out at a low-cost
before investing heavily in a new idea.
Emerging practices in urban design around
the world, might be appealing to Miami Beach
residents and City Officials. However, cultural
differences, climate, and overall understanding
of necessary behavioral changes may prevent
the City and its citizens from openly embracing
change and new ideas.
Change in the built environment presents incred-
ible opportunities and possible setbacks. The
possibility of negatively affecting the integrity
of the street network is an intricate concern for
engineers, planners, designers, and emergency
response forces as well as the general population.
Tactical urbanism can be applied to projects of small,
medium and large scale.
• It functions as the urban design equivalent of
hypothesis-testing in the scientific method.
• Allows for fluidity, rather than rigid parameters.
• Calls for citizen participation from building t test-
ing in order to gather real data that informs the
consequent building/more permanent stages.
• Promotes high- levels of civic engagement.
TACTICAL URBANISM
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“Tactical Urbanism functions as the Urban Design equivalent to the Hypothesis Testing/ Analysis steps of the Scientific Method. Thus, enabling the City to test out proposals in the built environment at a low-cost and actively gathering data from users in order to make informed decisions for consequent stages”
TACTICAL
URBANISM
BOTTOM UP
TOP DOWN
NON-PROFITS
ART ORGANIZATIONS
PLANNING +
DESIGN FIRMS
DEVELOPERS
ENTREPRENEURS
BUSINESS DISTRICTS
MAYORS
POLITICIANS
MUNICIPAL DEPARTMENTS
CITIZEN ACTIVISTS
COMMUNITY GROUPS
NEIGHBORHOOD ORGANIZATIONS
TACTICAL
URBANISM
Fig 4.2 The role of tactical urbanism.
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TACTICAL URBANISM
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In recent years, Tactical Urbanism has proved to
be an effective step in the design/build process.
In addition, Tactical Urbanism projects have
proved to be true catalyst in the implementation
of innovative temporary ideas into government
programs like the Pavement to Parks program in
the City of San Francisco.
Tactical Urbanism projects range in scope, and
serve different purposes from purely aesthetic to
highly functional alternative uses in the public
realm. The following examples have been widely
successful in various cities around the country:
CURB
The street curb has generally been confined to
serve as the physical separation element between
pedestrians and cars. Curbside configurations
include street furniture and vegetation at times.
However, curbside lanes are either on- street
parking or travel lanes.
Envisioning the potential of existing curbside
parking through tactical urbanism interventions
has had a positive, measurable impact in the
public realm.
Extending the curb can be done by reallocating
on-street parking space onto the curb dimen-
sions; sometimes this is coupled with re-striping
street lanes and reducing travel lane widths as a
traffic calming measure.
WIDENING THE SIDEWALK (1)
As the Miami Beach Bicycle Master Plan is devel-
oped, Miami Beach neighborhoods will see an
increase in multimodal transportation. Changes in
transportation modes may allow certain neighbor-
hoods to expand their sidewalks in order to accom-
modate more pedestrian activity a dedicated bus
lane, or a sidewalk-level bicycle route.
Sidewalks can be temporary expanded by using
gravel, bollards, planters or bollards in order to de-
lineate the new pedestrian space or bicycle facility.
ROAD DIET (2)
The City may choose to install temporary chicanes
in order to test traffic calming solutions or to enact
an already approved traffic calming project before
permanent construction takes place.
BICYCLE PARKING (3)
Curbside parking spaces can also serve as bicycle
parking.
A parallel parking space accommodates 1 car and
has the potential to accommodate 10 bicycles side
by side. More or less bicycles can be accommodat-
ed depending on the design.
DECO BIKE/ BIKE SHARING (4)
Miami Beach has already experienced the success
of bike sharing programs. Citi Bike/ Deco Bike has
grown in popularity and support among residents
and tourists. Bike sharing makes transportation
more accessible while reducing traffic congestion.
Removing a few parking spaces around The City
to accommodate bike docking stations is a sensible
trade off.
PARK(ing) Day! to PARKLETS (5)
The concept of parklets sprouted from the PARK(ing)
Day initiative. The premise of PARK(ing) Day is based
on paying for a parking space for a set amount of
hours and temporarily installing a creative alternative
to typical use of the space. People have installed librar-
ies, parks, yoga spaces, stages for various performanc-
es,mini- golf, etc.
The flexibility and inherent legality of occupying the
space for an alternate use while paying the parking
meter is a clever way to physically manifest creative
ideas while engaging the community. Parklets function
as the permanent manifestation of some of the parking
day ideas.
Businesses and neighborhoods in general benefit from
parklets in the many forms they manifest in. Whether
as extra seating, a small garden, bicycle parking or a
stage, parklets attract locals and visitors traveling by
foot or bike, thus increasing street activity and potential
sales. Generating positive street activity, as mentioned
in this guide, is an effective way to keep the public
realm active and safe.
In addition to the uses mentioned above, parklets func-
tion as a traffic calming measure when implemented on
both sides of a corridor by creating the slalom effect.
STREET (6)
Festivals, grower’s markets, ciclovias and block parties
take place on the public realm. Temporary street clo-
sures are an effective way to activate business districts,
promote community interaction and participation, and
incentivize non-motorized modes of transportation.
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TACTICAL URBANISM
Street closures can be seasonal or year long on
weekends or off-peak hours depending on the
location and traffic volume.
Restricting access on already low-traffic neighbor-
hood streets allows children to play outside safely,
interact with neighbors and increases the overall
vibrancy of communities. Longer corridor closures
can be coordinated with local businesses in order
to boost sales periodically.
INTERSECTIONS (7)
Intersections are the convergence point for all
users. Sometimes due to engineering standards
or naturally occurring “awkward” geometry, the
effectiveness of intersections is directly affected.
The result is an over designed intersection that,
although accommodates all users, could be rede-
signed to expand public space.
Redesigning intersections in order to install public
plazas or pocket parks may require the permanent
closure of a block-length(s) of a street.
Careful traffic analysis reviews and community
engagement are crucial in order to gather infor-
mation/support for intersection redesign into any
type of public space.
11 2 2
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134
Fig1.1 Vehicle-oriented street design segregates uses in communities. .....................................................8
Fig1.2 Multi-modal streetscape design allows for inclusion, efficiency and rich
social interaction.........................................................................................................................8
Fig1.3 Examples of “complete streets”elements....................................................................................9
Fig1.4 Pedestrian level of injury in relation to automobile travel speed. .................................................. 10
Fig1.5 Example of elements present in a pedestrian priority zone. ......................................................... 15
Fig 2.1 General multi-modal streetscape components. .......................................................................... 19
Fig 2.2 Street Type matrix.................................................................................................................. 20
Fig 2.3 Standard multi-modal boulevard streetscape assembly................................................................. 22
Fig 2.4 Typical multi-modal transit boulevard streetscape assembly at platform section............................... 23
Fig 2.5 Multi-modal commercial avenue assembly with protected bike facilities..........................................24
Fig 2.6 Multi-modal residential avenue streetscape assembly with protected bike facilities...........................25
Fig 2.7 Multi-modal urban neighborhood street streetscape assembly with conventional bike facilities........ 26
Fig 2.8 Typical neighborhood street streetscape assembly.......................................................................27
Fig 2.9 Multi-modal main street streetscape assembly with sidewalk-level protected bike facilities. ...............28
Fig 2.10 Typical non-motorized street (multimodal optional).....................................................................29
Fig 2.11 Typical shared space.............................................................................................................30
Fig 2.12 Typical commercial alley (a)...................................................................................................31
Fig 2.13 Typical commercial alley (b) .............................................................................................31
Fig 2.14 Pedestrian Priority Design Matrix.............................................................................................34
Fig 2.15 Corner radii and pedestrian crossing safety. ..................................................................... 35
Fig 2.16 Pedestrian crossings should be highly visible. ..................................................................... 35
Fig 2.17 Poor visibility at crossing. ........................................................................................... 35
Fig 2.18 Curb extension. ...................................................................................................... 35
Fig 2.19 Full curb extension with bioswale. ................................................................................. 35
Fig 2.20 Pedestrian Mid-block crossing. ............................................................................................. 36
Fig 2.21 Z- offset pedestrian mid-block crossing. ................................................................................. 36
Fig 2.22 In pavement beacons ........................................................................................................ 36
Fig 2.23 MUTCD approved types of marked crosswalks ....................................................................... 36
Fig 2.24 Bicycle Priority Corridor design matrix. ................................................................................. 44
Fig 2.25 Typical “Heavy” Neighborhood greenway ..................................................................... 45
Fig 2.26 Typical “light” Neighborhood greenway. ..................................................................... 45
Fig 2.27 Neighborhood Greenway Heavy to Light continuum. ......................................................... 46
Fig 2.28 Neighborhood Greenway,sharrows pavement markings. ......................................................... 48
Fig 2.29 Pavement marking placement with parallel parking. ......................................................... 49
Fig 2.30 Pavement marking placement on travel lane. ..................................................................... 49
Fig 2.31 Pavement marking dimensions. ............................................................................................ 49
Fig 2.32 modified shared lane markings for route designation and directionality. .................................. 49
LIST OF FIGURES Fig 2.33 Advisory bike lane with shared lane markings. ..................................................... 50
Fig 2.34 Buffered bicycle lane. ........................................................................................ 52
Fig 2.35 Contraflow bicycle lane ............................................................................ 53
Fig 2.36 Combined turn lane at intersection approach. ..................................................... 54
Fig 2.37 Through bicycle lane intersection approach............................................................. 55
Fig 2.38 Through bicycle lane with sharrows at intersection approach. .............................. 56
Fig 2.40 Conventional bicycle lane. ............................................................................. 57
Fig 2.41 Protected bicycle lane with bollards. ................................................................. 60
Fig 2.42 Protected bicycle lane with planters. ................................................................. 60
Fig 2.43 Protected bicycle lane with parked vehicles and buffer. ......................................... 60
Fig 2.44 Protected bicycle lane with mountable curb. ..................................................... 61
Fig 2.45 Protected bicycle lane with modular curb . ..................................................... 61
Fig 2.46 Protected bicycle lane with buffer and bicycle parking ......................................... 61
Fig 2.47 Sidewalk-level Protected bicycle lane with landscape buffer. ............................. 62
Fig 2.48 Sidewalk-level Protected bicycle lane with mountable curb (no parallel parking). ...... 62
Fig 2.49 Sidewalk-level Protected bicycle lane with parked vehicles, mountable curb & buffer.... 62
Fig 2.50 Sidewalk-level Protected bicycle lane with mountable curb and parallel parking. ...... 63
Fig 2.51 Sidewalk-level Shared use path. ............................................................................ 63
Fig 2.52 Sidewalk-level Protected bicycle lane driveway condition. .............................. 63
Fig 2.53 Typical dimension of buffer stripes. ................................................................. 64
Fig 2.54 Mountable curb detail. ........................................................................................ 64
Fig 2.55 Planter detail .................................................................................................... 64
Fig 2.56 Bollard detail. .................................................................................................... 64
Fig 2.57 Modular curb detail. ........................................................................................ 64
Fig 2.58 Protected bike lane intersection approach. ..................................................... 65
Fig 2.59 ADA Accessible protected bike lane intersection approach. .............................. 66
Fig 2.60 Bike Corral protected bike lane intersection approach. .......................................... 67
Fig 2.61 Protected bike lane configurations matrix. ..................................................... 68
Fig 2.62 Bicycle box at intersection. ............................................................................. 70
Fig 2.63 Pavement markings variations at intersection (a) ..................................................... 71
Fig 2.64 Pavement markings variations at intersection (b). ..................................................... 71
Fig 2.65 Two- stage left turn bike box at median. ................................................................. 72
Fig 2.66 Two - stage left turn bike box at parallel parking configuration. .............................. 72
Fig 2.67 Two- stage left turn bike box and through bike lane configuration. .................. 73
Fig 2.68 Two- stage left turn at mid-block. ................................................................. 73
Fig 2.69 Two- stage left turn at bike box. ............................................................................. 73
Fig 2.70 Right turn-only movement with traffic diverter. ..................................................... 74
Fig 2.71 Bike box with partial closure configuration. ..................................................... 75
Fig 2.72 Bicycle facilities transition (a) ............................................................................ 76
Fig 2.73 Bicycle facilities transition (b) ............................................................................ 76
Fig 2.74 Protected bike lane bend-out condition. ................................................................ 77
Fig 2.75 Protected bike lane bend-in condition ................................................................ 77
Fig 2.76 Protected intersection. ....................................................................................... 77
Fig 2.77 Set back crossing. ....................................................................................... 78
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135
Fig 2.78 Mountable truck apron. ............................................................................................. 78
Fig 2.79 Vehicle visibility of bicyclist intersection approach. ............................................... 79
Fig 2.80 Bicyclist visibility of motor vehicle at intersection approach. ................................... 79
Fig 2.81 Pedestrian and Bicyclist median refuge island. .......................................................... 80
Fig 2.82 Pedestrian and Bicyclist median refuge island with full closure. ................................... 81
Fig 2.83 Typical roundabout with pedestrian crossings and separated bike facilities. ........... 82
Fig 2.84 From sprawl to complete intersections matrix. .......................................................... 83
Fig 2.85 Traffic calming countermeasures at neighborhood scale. 84
Fig 2.86 Reverse angle parking. Proposed condition for 51st street @ Cherokee Avenue in Miami
Beach. ................................................................................................................................ 85
Fig 2.87 Street types and countermeasures matrix. .......................................................... 86
Fig 2.89 Undesirable driveway condition. ...................................................................... 88
Fig 2.90 Consolidated (desirable) driveway condition. .......................................................... 88
Fig 2.91 LRT/ BRT transit center platform condition. ......................................................... 89
Fig 2.92 Transit stop standards, plan view. ..................................................................... 90
Fig 2.93 Shelter bicycle parking example. ..................................................................... 90
Fig 2.94 Sidewalk- level protected bicycle lane at transit stop (a). .............................................. 91
Fig 2.95 Sidewalk- level protected bicycle lane at transit stop (b). .............................................. 92
Fig 2.96 Sidewalk- level protected bicycle lane at transit stop (c). .............................................. 93
Fig 2.97 Sidewalk- level protected bicycle lane at transit stop (d). .............................................. 94
Fig 2.98 Sidewalk- level protected bicycle lane at transit stop (e). .............................................. 95
Fig 3.1 Bioswale cross section. ............................................................................................ 101
Fig 3.2 Public Frontage Assembly Matrix. .................................................................... 104
Fig 3.3 Private Frontage Assembly types. .................................................................... 105
Fig 3.4 Pedestrian realm. ................................................................................ 106
Fig 3.5 Parklet standards (a). ............................................................................................ 108
Fig 3.6 Parklet standards (b). ............................................................................................ 109
Fig 3.7 City-wide existing bicycle parking locations. ........................................................ 117
Fig 3.8 City-wide existing + Proposed bicycle parking locations ............................................. 118
Fig 3.9 City-wide existing bicycle parking intensity. .................................................................. 118
Fig 3.10 Bicycle parking types matrix. ................................................................................ 121
Fig 3.11 Bike parking on sidewalk.(a).................................................................................... 124
Fig 3.12 Bike parking on sidewalk.(b) ................................................................................ 124
Fig 3.13 Underutilized curb space at corner............................................................................. 125
Fig 3.14 Bicycle parking/ corral at corner. ............................................................................ 125
Fig 3.15 lnverted U bicycle parking installation standards...........................................................128
Fig 3.16 Bike stall installation standards................................................................................. 128
Fig 3.17 MUTCD - R10 3e. .............................................................................................130
Fig 3.18 MUTCD sequence for Pedestrian Hybrid Beacon (Interim approval July 2008). ................132
Fig 3.19 MUTCD R-10-15 alt. ............................................................................................ 132
Fig 3.20 R-10-15 alt. A. ...................................................................................................... 133
Fig 3.21 R-10-15 alt. B. ........................................................................................................ 133
Fig 3.22 MUTCD R4-4. ........................................................................................................ 133
Fig 3.23 MUTCD R1-2.................................................................................................... 133
Fig 3.24 MUTCD W11-1................................................................................................ 133
Fig 3.25 MUTCD W1-7 alt.............................................................................................. 133
Fig 3.26 MUTCD W11-15.............................................................................................. 133
Fig 3.27 RRFB detail....................................................................................................... 134
Fig 3.28 Horizontal bicycle detection location standards..................................................... 135
Fig. 3.29 Bike detector Pavement Marking......................................................................... 135
Fig 3.30 Signal detection areas by Loop Detector Type....................................................... 135
Fig 3.31 Signal timing as a barrier to multi-modal network connectivity................................. 136
Fig 3.32 Signal timing in function of multi-modal network connectivity................................... 137
Fig 3.33 City of Miami Beach neighborhood map............................................................. 139
Fig 4.1 Proposed Miami Beach bicycle information racks.................................................... 142
Fig 4.2 The role of tactical urbanism................................................................................. 143