Res No 159-17-14960RESOLUTION NO. 159-17-14960
A Resolution of the Mayor and City Commission of the City of South Miami
endorsing the Miami-Dade County complete streets design guidelines and
requesting that the City Manager incorporate, wherever possible, the complete
streets design guidelines into the everyday operations of departments responsible for
transportation, public works, planning, design, construction, operations and
maintenance of local roads.
WHEREAS, the City Commission recognizes the City's growing population will require the
efficient use of all public rights-of-way that balances all modes of transportation and meets the needs of
people of all ages and all abilities; and
WHEREAS, the City Commission recognizes the importance of being proactive in developing a
greener, healthier, aesthetically pleasing, dynamic, vibrant, and cosmopolitan community; and
WHEREAS, the City Commission desires to create livable, safe and connected streets with an
efficient, multimodal transportation network that promotes the health and mobility of all citizens and
visitors of all ages and abilities while reducing the negative impacts on the environment; and
WHEREAS, the City Commission will work with Miami-Dade County in adding bicycle and
pedestrian facilities to capital improvement projects when possible; and
WHEREAS, the City of South Miami Planning and Zoning Department finalized the Complete
Streets Policies and Design Manual for the City of South Miami.
WHEREAS, through a grant funded by the Centers for Disease Control and Prevention and the
Florida Department of Health in Miami-Dade, Miami-Dade County developed a set of Complete Street
Design Guidelines specifically for use by the County and its 34 municipalities; and
WHEREAS, Section 335.065 of the Florida Statutes states that bicycle and pedestrian ways shall
be established in conjunction with the new construction, reconstruction, resurfacing, restoration,
rehabilitation, traffic operating intersection improvements, or other change of any state transportation
facility, and special emphasis shall be given to projects in or within 1 mile of an urban area; and
WHEREAS, municipalities across Miami-Dade County are planning, designing constructing
Complete Streets that accommodate residents' preference for walkable, bikable and livable communities;
and
WHEREAS, endorsement of the "Miami-Dade Complete Streets Design Guidelines" will
empower a collaboration of all engineers and planners to design, construct and operate roads in a way that
balances all modes of transportation within a context sensitive approach that takes Street Typology and
Land Use types into consideration when planning street enhancements.
NOW, THEREFORE, BE IT RESOLVED BY MAYOR AND CITY COMMISSION OF
THE CITY OF SOUTH MIAMI, FLORIDA, THAT:
Section 1. The City Commission hereby recognizes the importance of endorsing the "Miami-
Dade Complete Streets Design Guidelines" planning document, which encourages a countywide
planning, design, construction, operation and maintenance of streets for all users, including pedestrians,
bicyclists, motorists, and public transit riders, and people of all ages and abilities, including children,
youth, families, older adults, and individuals with disabilities.
Res. No. 159-17-14960
Section 2. The City Commission further affirms that "Complete Streets" type infrastructure
addressing the needs of all users, should be incorporated into all planning, design, approval, and
implementation processes for any construction, reconstruction, retrofit, maintenance, alteration, or repair
of streets, bridges, or other portions of the transportation network, including pavement resurfacing,
restriping, and signalization operations if the safety and convenience of users can be improved within the
scope of the work.
Section 3. The City Commission further resolves that all appropriate departments should
recognize the "Miami-Dade Complete Streets Design Guidelines" and recommend the adjustment of any
impacted standards in the City's Complete Streets Guidelines to the extent the County version is more
advisable based on the philosophy of the Complete Streets principals and so that they are consistent with
the recommendations set forth in the County Guidelines as advisable.
Section 4. Severability. If any section clause, sentence, or phrase of this resolution is for any
reason held invalid or unconstitutional by a court of competent jurisdiction, the holding shall not affect
the validity of the remaining portions of this resolution.
Section 5. Effective Date. This resolution shall become effective immediately upon adoption.
PASSED AND ADOPTED this 1 stday of August ,2017.
Page 2 of2
COMMISSION VOTE: 5-0
Mayor Stoddard: Yea
Vice Mayor Welsh: Yea
Commissioner Harris: Yea
Commissioner Edmond: Yea
Commissioner Liebman: Yea
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TABLE OF CONTENTS
EXECUTIVE SUMMARY 05
INTRODUCTION AND VISION 07
BACKGROUND AND HISTORY 09
EXISTING STANDARDS 19
DESIGN PLAN 33
FUNDING AND IMPLEMENTATION 71
APPENDIX A 77
APPENDIX B 83
The Mlami·Dade MPO complies w;th the prot/islons 0/ Title Via/ the Civil Rights Act of J.964~ wMch stotes: No per~on in the United States shall, on
grounds 01 race, ,olor, or national origin, be excluded from participation In, be denied the benefits of, or be subjected to discrimination under any
program or activity receiving/ederal financial anistance. It Is also the policy oj the Miami-Dade MPO to comply wich all of the requirements of the
Americans with DisabiIJtles Act. For materials in accessible format please coil (305) 375~4507,
The preparation 0/ this report has been financed in part from the U.S. Department of Transportation (U5DOT) through the Federal Highway
Admlnll"atlan (FHWA) and/or the Fed.,al Transit Administration (FTA), the State Planning and Research Program (Section 505 at TItle 23, U.S.
Code) and Miami-Dade County, Florida, The contents Of this report do not necessarily re/lect the officiol views or policy of the U.S. Department of
Transportation.
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EXlECUTIVE SUMMARY
What are Complete Streets, and why are they Important? From a technical
standpoint, Complete Streets are the inclusion of all modes oftraffic.lncludlng
walking, biking, transit riding. and driving. From a policy standpoint, it's about
creating choices, allowing for a more complete community with enhanced
neighborhood characteristics and heightened quality of life. Not all Complete
Streets are the same, thoullf! they may feel like they are when we look at other
examples. In adopting Complete Streets Plans, however, communities have
similar goals and In when Implemented with land use in mind, effect positive
changes in transportation, urban design, health, aesthetics, and safety In the
City.
In looking across various Complete Streets plans and how communities strive
to make their urban environments complete, we find that planning for the
roadways follow Similar prlndples:
,. Are designed for people of all ages and physical abilities regardless of
the travel mode taken -walking. biking. transit, vehicular
,> Provide opportunities for connections through Interpersonal Interaction
". can encourage HActfvetransportation-which promote healthy lifestyles
"" Are responsive to local needs In the design of the streets
" Create safe and inviting places to bicycle and walk through the
implementation ofpedestrian and bicycle friendly design and amenities
,. Create space through the addition of landscaping. wayfindlng, street
furniture, and public art
Encouraging more walking and bicycling enhances the local quality of life. and
create incentives for local economic development.
For South Miami, the Implementation of Complete Streets is a natural
evolution of existing progressive pondes as it seeks to enhance local quality
of life. Concepts of Complete Streets are not new to the City -In fact, it had
incorporated various elements in the past, ranging from Blcyde Lanes on Red
Road to Bulb-outs on Sunset Drive to aeate a more pedestrian and bicycle
friendly community. In planning for the future, South Miami recently adopted
its Intermodal Transportation Plan, which provides for the City an analysis
of its needs and wants. However, the implementation of this plan requires
a realignment of the roadways, and an understanding of the space required
to implement the. City's vision and bring it from Plan Into reality. This plan, a
Policy and Design Manual, Is therefore structured to provide an organized,
logical approach to restructuring the Strl\ets based on the needs noted In the
Intermodal Transportation Plan and existing Comprehensive Plan policies.
In implementing Complete Streets in South Miami, the policies recommended
and design standards herein are designed to allow a range of options for the
City to choose from, enabling the implementation of Complete Streets to be
context sensitive to the surrounding land uses and urban landscape. This plan
begins with the premise that the City will adopt Comprehensive Plan pOlicies
which will minimize the size oltha travel lanes, and maximize the amount of
space necessary to Implement facilities for alternative modes of transportation.
Implementation must be context sensitive to exJstlng land use; what belongs in
a dense commercial area may not be needed In a residential neighborhood with
bungalows. To account for this, the City ~s analyzed using a Transect Model,
and each portion of the City was mapped and assigned to a suburban, general
urban, or urban center zone. As the City evolves, this map may be amended
based on new land uses and changes In urban form, indudlng building size. By
comparing the Zones to how local, collector, and arterial streets are designed,
9 primary roadway plans were created as templates for future Improvements.
Within these 9 primary plans, the creation where possible of a "Flex Zone" will
allOw the City to choose from a menu of options, ranging from parking spaces
to benches and transit shelters, to meet the needs of a diverse City.
SOUTH MIAMI COMPLETE STREETS PLAN -2016
SI/SS
Ultimately, when we look at all physical space, induding roadway design, it Is
notthat we made a road, or a sidewalk. It's that we programmed that particular
space for a vehicle, and this particular space for a sidewalk. Understanding
this concept and allowing ourselves to break free of the constraints of current
planning, which have very linear, segregated modes of transportation, allows for
Innovative usage of space that allows for adaptability and creation of place, one
that will be able to more inexpensively adapt to as the City continues to mature,
grow, and define and redefine Its Identity and urban form. In implementing
Complete Streets, South Miami is partaking in placemaking, ensuring that the
City remains a desirable place to live.
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COMPLETE STREETS
South Miami streets are public spaces. Every day, thousands of people drive,
bike and walk throughout the City induding the downtown area, Metrorail
Station, medical district and Its neighborhoods. The CIty's streets provide
transportation routes not only for Its residents, but for neigl)bors, visitors and
workers. These streets are mostly vehicle-focused, creating Challenges within
the transportation system such as pedestrian and blcyde connectivity Issues,
traffic and vehicular congestion, and limited access to transit fadUltes among
others.
This study and the resulting manual aims to design streets that adhere to a
vision of complete Streets. Complete Streets will vary based on the surroundlhg
neighborhoods by function and design, and ultimately must be context sensItive
and connected to surrounding urban design and land use. In looking across
various Complete Streets plans and how communities strive to make their
urban environments complete, we find that planning for the roadways follow
similar principles:
COMPLETE STREETS
Are designed for people of all ages and physical abilities regardless of
the travel mode taken -walking, bikinG. transit, vehicular.
~ Provide opportunities for connections through interpersonal Interaction
• Can encourage "Active transportation" which promote healthy lifestyles
" Are responsive to local needs in the design of the streets
Create safe and Inviting places to blcyde and walk through the
implementation of pedestrian and bicyde friendly design and amenities
Create space through the addition of landscaping, wayffnding, street
furniture, and public art
Encouraging more walking and blcydlng enhances the local quality of life,
and create incentives for local economic development. Ultimately, the goal of
Complete Streets Is to create a livable environment where people can Interact
with the built environment through a variety of means, enhancing the diversity
of mobility and by extension, increasing atteSsibillty. In the past century, the
private automobile has dominated the landscape and planning, resulting in
wider roads, and at times, a decrease in priorities for bicydlsts and pedestrians.
Today, congestion is an issue with increasing traffic. Space, then,ls an Issue. How
much more do we dedicate to the automobile, when other modes, Including
bus transit, take up less space to transport the same amount of people.
South Miami has taken the lead in recognizing that we can no longer rely on
the yehicle. But, to move towards a safer, healthier, and greener multimodal
environment, the CIty has to implement the projects identified in the South
Miami Intermodal Transportation Plan. The question is, what are the constraints,
and how will the City be able to implement these Ideas?
In South Florida, a community long reliant on the vehicle, the implementation
of Complete Streets involves the long term retrofitting of the existing right of
way. W"at flts? What does not? In planning, we come up with lofty Ideas -we
should make sidewalks available everywhere. In practical application of these
ideals, we face constraints of space and the inherent trade-offs in providing for
different transportation facilities. Ultimately, to implement plans such as the
South Miami Intermodal Transportation Plan, a reconfiguration of the right of
way Is necessary.
To ensure that the plan was context sensitive to South Miami's streets, we first
reviewed existing land use. Througl) this review, this study was ableto distinguish
the character of the neighborhood, recognizing that an urban core area as can
be seen around Sunset Place will have very different transportation needs
when compared to residential areas elsewhere in the CIty. Ukewise, residential
developments within the Oty will have different transportation needs as well
based on type of residence (multifamilv, single-family) and density. Througl)
this analySis, the City was divided into transect based sectors, based on local
character.
A core prindple of this approach was that the transportation facilities must be
tied into the land use and available right-of-way. At the same time, in looking
at the diversity of the roadway network within South Miami, we realized that
there were large dlfferences In rights-of-way. To resolve this Issue, the design
manual took the approach of first determining the absolute needs -corridors
of travel for pedestrians, bicyclists, and vehicles, including buses. The remaining
space was then organized into "Flex" spaces, which could be uti6zed for various
improvements as deemed necessary by adjacent land use or local preference.
To create this "Flex" space, there are two options. First, Is to expand the Right-
of-way. For South Miami, this Is not an option, as they are already wide and
more than adequate. The other option Is to realign how space Is divided on the
current right-of-way. In some cases, this simply required looking at the street
and narrOwing the travel lanes, allowing for that space to be reassigned.
USing a modular approach, like working with Legos, allows the City certain
advantages. By settfns aside the appropriate space for later, It can avOid having
to reconstruct the road in its entirety as conditions change. Further, it can
incrementally Implement based on elCIsting and evolving need as well as available
funds. Perhaps, today, the City doesn't need as many benches or blcyde racks.
However, this may change In the future. Allowing this flex space to be used for
parklets or green space with options for pop-up programming also lets the City
create a pedestrian and bicycling environment in a more meaningful way than
simply prescribing trees, set in a pattern, or a wider sidewalk when a sidewalk
may already be wide enough to serve the community. It 15 not simply enough
for Complete Streets that the minimum requirements for alternative modes are
put in place. The result must be aesthetically pleasing, and allow for people to
desire to walk and bike.
The best Complete Streets, the ones which people point to as examples, are far
more than just looking at the mode -they create a sense of place. Within the
Flex space, we can be creative. We can design an urban linear park, or a parking
space. Alternatively, we can make a meandering path with trees, Dr utilize the
extra space for a shared-use path. We can even twist the Idea of a parklet by
creating a seating area, perhaps with a vending machine as a library, thereby
SOUTH MIAMI COMPLETE STREETS PLAN -2016
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Implementing tactical urbanism and allowing for the activation of space and
creation of community gathering points that truly make a street Complete.
Ultimately, when we look at all physical space, Including roadway design, it isn't
that we made a road, or a 5idewalk. It's that we programmed that particular
space for a vehicle, and thIS particular space for a sidewalk. Understanding
this concept and allowing ourselves to break free of the constraints of current
planning, which have very linear, segregated modes of transportation, allows
for Innovative usage of space that allows for adaptability and creation of place,
one that will be able to more inexpensively adapt as the City continues to
mature, sr-, and define and redefine Its identity and urban form.
BACKGROUND AND ANALYSIS
The City of South Miami Is located In the middle of a major metropolitan area.
The CitV is mostly composed of residentlallsingle family) districts divided In ten
different neighborhoods as well as multiple-family and mllCl!d-use designated
areas. The City also has a downtown· area which Indudes several uses such
as commerdal, retail, offices and residential mixed-uses, as well as a translt-
oriented development district intended to provide for the development of
multi-story and milCl!d use commerdal and residential projects. USl/ South
Dixie Highway traverses the downtown area and Is where the Metrorall station
is located, making it the Clty's most transited corridor for vehicles, cyclists and
pedestrians alike.
During the extensive public input process conducted while developing the
South Miami Intermodal Transportation Plan ISMITP), significant support was
expressed for elCPanding the range of transportation options, as well as for
land development forms that are walk and bike-friendly and easily served by
transit. South Miami citizens' perception and use of transportation Induded
the support of sustainable economic development, the support of complete
streets that encourage citizen safety, public health, and economic viability by
promoting pedestrian safety, limiting widening of existing streets, and providing
public transportation options, and the support of public-private partnerships
for the Implementation of complete streets. Given these responses from South
Miami residents, it is obvious that providing safe and healthy alternatives to the
City'S current transportation system is critical.
With the increase in population, housing density and commercial demand,
along with the Increasing frustration with traffic and the Interest in supporting
green sustainable values, there Is a strong movement to create multl-modal
accommodations to address all of these concerns by ensuring that the streets
are designed to accommodate ·walldng. biking. transit, and vehlde access.
Therefore the need for Complete Streets.
In the past, South Miami has been proactive in how it approaches Complete
Streets. Examples such as wider Sidewalks and curb extensions on Sunset Drive,
bicycle lanes on Red Road, and other facilities exist within South Miami, and
posltivelv add to the walking and bicycling experience within the City.
COMPLETE STREETS AND LAND USE
Complete Streets design considers the Interaction of many different roadway
users, elements of streets design and surrounding land uses. In residentlal/
urban communities like South Miami, a mix of well-connected residential
neighborhoods and compact mixed-use developments makes walking, cycling
and transit use practical travel choices. The location of a Metrorall station
on US 1 and Sunset Drive and the density of housing within the downtown
area provides important commerdal opportunities. Although the city has the
framework of a grid of streets, and a mix of land uses, there is II need to ensure
that the street design is safe, that it accommodates all types of users and
alternative modes of transportation, that it incorporates green deSign, and that
it complements surrounding land uses, the environment and the community.
DATA COLLECTION, REVIEW AND ANALYSIS
Prior planning within and outside of South Miami were reviewed as part of this
study to determine local needs, options, and best practices:
South Mlamllntermodal Transportation Plan (SMJTP) -
A review of this plan was also performed under this task. The SMITP provides
an In-depth analysis of the City's existing Sidewalks, trails, bicycle paths, activity
nodes and roadway networks, as well as transit related studies and capital
improvement projects. In addition, this plan sets goals and objectives to
develop an Interconnected network plan of multlmodal streets that promote
sustainable transportation, as well as recommendations for a future network of
non-motorized transportation facilities.
EssentlalCompleteStreetslnformationsuchasitsbeilefitsandrecommendations
are listed in this plan. However, Complete Streets policies and design standards
as well as specific goals, objectives and polides needed Incorporated in the
Clty's Comprehensive Plan have not been yet established; therefore the need of
the South Miami Complete Streets Policy a.nd Design Standards Manual.
Downtown MiamI Pedestrian Priority ZOne-
Pian created by the Miami Dade County MPO for the Miami Downtown
Development Authorltv with the purpose of enhancing pedestrian comfort and
safety standards for the design of all public right-of-ways. The main goal of this
plan Is to promote safety, health, amenity, economic vitality and general welfare
of the public, important elements of Complete Streets principles. By reviewing
this plan, general design standards for complete streets were examined, as well
as best practices, policies implementation, procedures and adoption.
SOUTH MIAMI COMPLETE STREETS PLAN -2016
91185
In addition to the above, this study evaluated existing plans and design standards
from the Los An/l8les County Uving Streets Manual, Miaml21 guidelines, the
Fort lauderdale Complete Streets Manual, the City of Sunrise Bicycle and
Pedestrian Greenways & Trails Master Plan, the CNU/ITE Designing Walkable
Thoroughfares: A Context Sensitive Approach, the Boston Complete Streets
Manual and the Miami-Dade MPO Complete Streets Manual, among others.
These best practices were then compared with existing minimum standards
based on existing design standards and regulations. This comparison is enclosed
as AppendlleA of thiS report.
South Miami's streets traffic conditions are characterized by a significant
amount of through traffic on the road network including arterials, collectors
and local streets. The City's road network consists of one arterial and two
collectors serving north/south, and three arterials and two collectors serving
east/west. The classification of the City's network are:
Principal Arterial -roadways defined as major highways serving regional
activity centers. These facilities accommodate heavy volumes of traffic and
channel traffic between other principal arterials and through the urban area.
In South Miami they are:
.,. US.l
". Bird Road
,.. Kendall Drive
Minor Arterials -roadways defined as carrying moderately heavy traffic and
channel traffic to community activity centers.
... Sunset Drive
I> Red Road
CollectorStreets -roadways defined as carrying moderately low traffic volumes
and serve to channel traffic from neighborhoods to the arterial network or to
other neighborhood activity centers. These residential streets should not be re-
designated to avoid potential road widenings.
". MilierRoad
.. David Road (S.W. 80 Street)
p. Ludlam Road IS.W. 62nd Avenue)
.. S.W. 48th Street
Local Streets -roadways not defined as arterials or collectors; primarily
providing access to land with little or no through movement. This class of roads
usually have direct property access as their primary purpose.
BACKGROUND AND HISTORY
10 II SO'
TRANSECT ZONES
The entire city was analyzed using a transect or context zone approach which
dassifies urban transect into distinct types, ranging from lower to higher
density and intensity of development. Characteristics such as density, building
placement, height, frontage type, public open spaces were initially examined
throughout the Oty allowing us to Identify and map all the applicable transect
lones. (See Figure 01). This analysis was then refined through comparison with
the Future land Use Plan. (See Figure 02).
This method was utilized with the purpose of being context-sensitive to the
City's land use. By examining and comparing the area's components of the built
world such as density, buildings, lots, open space, land use patterns and streets
we were able to identify and categorize different areas within the City into
three transect zone categories: T-3 Suburban, T-4 General Urban and T-S Urban
Center. These zones were identified by considering both the existing conditions
and the plans for the future (by reviewing the Oty's Comprehensive Plan). In
application of a Complete Streets Plan, we recognize that thoroughfares often
last longer than adjacent buildings. We also recognized that urban form changes
as new developments are built, and we structured this plan in such a way so
that as land is redeveloped and rezoned, an amendment to the transect map
will allow South Miami to apply Complete Streets in a consistent manner, tying
together urban form and roadway design.
The table below presents the full range of transect zones; however, this report
focuses on urban transects T-3 through T-S. The "distinguishing characteristics"
column in the table describes the overall relationship between buildings
and landscape that contributes to context. In addition to the distinguishing
characteristics and general character, four attributes help In Identifying a
context zone: (1) building placement-how buildings are oriented and set back
in relation to the thoroughfare; (2) frontage type-what part of the site or
building fronts onto the thoroughfare; (3) typical building height; and (4) type
of public open space.
Transect Zone Qualities
Agricultural with scattered development Agricultural activity and natural Large setbacks
features
Prl,marllv single famiJv residential with walkable Detached bulldlnllS with landscaped
development pattern and pedestrian facilities, verds, normallv adjacent to C-4 zone.
dominant landscape character. Includes scattered Commercial uses mav consist of Varving front and side
commercial uses that support the residential uses, and neighborhood or community shopping verd setbacks
connected in walkable fashion. centers, service or office uses with
Side
Mix of housing tvpe5 including attached units,
with a of commercial and civic activity at the
scale
Small or no setbacks,
Attathed housing tvPes such as townhouses and Predominantlv attached bulldlnllS, bulldlnllSorfented to
apartments mixed with retail, workplace and civic landscaping within the public right of street with placement
activities at the community or sub-regional scale. wav, substantial pedestrian activItv and character defining
a street wall
Attached buildinllS forming sense of Small or no setbacks,
Highest-intensity areas In sub-regIon or region, enclosure and continuous street wall bUilding oriented to
With hich-denslty residential and workplace uses, landscaping within the public right of street. placed at front
entertainment. civic and cultural uses wav, highest pedestrian and transit propertv line
Not applicable
ResIdential uses
include lawns, porches,
fences and naturalistic
front
Porches, fences
Stoops, doorvards,
storefronts and
arcaded walkwavs
Stoops, doorvards,
forecourts, storefronts
and arcaded walkwavs
SOUTH MIAMI COMPLETE STREETS PLAN -2016
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Not applicable Agricultural and natural Rural
1 to 2 storv with some Parks, green-belts Local. express bus
3 storv
2 to 3 storv with some
variation and fewtaller Parks, green-belts
Local bus; limited stop
3 to 5 storv with some Parks, plazas and rapid transit or bus
variation squares, boulevard rapid transit; fixed-
median landscaping guidewav transIt
Local bus; limited stop
4+ storv with 8 few Parks, plazas and rapid transit or bus
shorter bulldlnllS squares, boulevard rapid transit; fixed-
median landscaping guideway transit
To be designared and described lacally. districts are areas thar are single-use or muid-we with low-density deve/opment pattErn and vehicle mobility priority thoroughfares. These may be large fociliries such As applicable
CIS aIrports, bUSiness parl<s and industrial areas,
Transect lone T-3 -is primariJv suburban and is characterized by single-family
resIdential uses with walkable development patterns and dominant landscape
patterns. Almost two-thirds of South Miami consist of low density residential
districts with detached single-family developments connected through local
streets. This tvPe of development is usually linked to varvlnc front and slde
vards, and frontage types such as lawns, porches, fences and landscaping.
Transect Zone T-3 also Indudes scattered commercial uses that support the
residential uses. In South Miami, this transect zone is the most predominant
and is main IV composed of the following residential zoning districts: RS-l, R5-2,
RS-3. RS-4, RS-S, ReSidential Office (RO), and General Retail (GR) among others.
The South Miami Intermodal Transportation Plan (SMITP) developed
Complete Streets project improvement recommendations to promote safe,
healthy, and sustainable blcvcle and pedestrian moblJitv WithIn the CrtV. The
recommendations within the T-3 transect zones are:
Bike lanes along SW 40th Street, SW 48th Street, SW 56th Street, SW
64th Street, SW 57th Avenue, SW 62nd Avenue, SW 67th Avenue
;, Shared-Use Path along SW 56th Street and Snapper Creek
". Neighborhood Greenwavs along
v Manor Lane/SW 63rd Avenue -between SW 80th Street and SW
74th Street
., SW 64th Court/SW 64th Avenue/SW 63rd Court -between Manor
Lane and SW 44th Street
v SW S9th Place -between Sunset Drive and SW 64th Street
v SW S9th Avenue -betWeen SW 87th Street and Sunset Drive
V SW 58th Avenue/SW 70th Street/Commerce Lane/ SW 58th Placel
SW 58th Court/SW S8th Avenue -between SW 87th Street and SW
40th Street
9 SW 78th Street/SW71th Tenace-between U.S. 1 and SW S7th Avenue
9 SW 68th Street -between SW 64th Avenue and SW 57th Avenue
9 SW 50th Street -between SW 64th Avenue and SW S7th Avenue
.. New sidewalks along SW 62nd Avenue. SW 56th Street, SW 80th Street
•• Crosswalks alon8 SW 57th Avenue and SW 40th Street
po Green Bilce Lane and/or Bike Box on SW 57th Ave at SW 40th Street, SW
48th Street and SW 56th Street
... Neighborhood Greenway Crossing Treatments along!NI 58th Avenue,
SW 62nd Avenue, SW 67th Avenue, SW 69th Avenue, SW 80th Street,
SW 64th Street, SW S6th Street, SW 50th Street
.. Neighborhood traffic cirCle on SW 58th Ave' and SW 50th Street, SW
S6th Avenue and SW 44th Street, SW 69th Ave and SW 75th Terrace,
SW 62nd Ave and SW 8Sth Street
.. Traffic circles on SW 62nd Avenue at SW S6th, 64th and 80th Street
BACKGROUND AND HISTORY
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Transect Zone T-4 -General Urban, Is characterized by a mix of housing types
including attached units with a range of commercial and civic activity at the
neighborhood and community scale. This zone can be considered a middle
point between a suburban environment with the benefit ofwalkabilityto a fairly
more dense and dynamic urban setting. T-4 lones are found in South Miami in
areas transitioning from residential/suburban to compact and dense uses such
as Downtown South Miami. The areas and neighborhoods that show these
characteristics are those with multi-family uses such as lonlng districts RT-6,
RT·9, RM-18 and RM·24, Residential Office (RO), low and Medium Intensity
Offices (LO. RO), Neighborhood Retail (NR) and Specialty Retail (SR). and are
mainly located along local streets such as SW 66th and 68th Street, SW 57th
and S8th Place, and coilector streets such as 5W 64th Street (Hardee Drive) and
Sw 80th Street (Davis Road).
Some of recommended projects for T-4, based on the SMITP, are:
New sidewalks along SW 80th Street, SW 62nd Avenue (both sides
between SW 80th Street and 5W 78th Street)
Sign age and wayfinding
Trees and green space to provide shade, buffer pedestrians from
passing vehicles and provide aesthetic enhancements
Neighborhood greenways along SW 58th and 59th Place and SW 68th
Street
Standard and buffered bicycle lanes along SW 64th Street
Sharrows along SW 57th Avenue (Red Road)
Green Bike lane and/or Bike Box along SW 64th Street and SW 57th
Avenue
Neighborhood Greenway crossing treatments along SW 64th Street
Traffic Circle on SW 57th Ave and SW 68th Street
Transect lone T-5 -Urban Center, is characterized by attached housing types
such as mixed-use development with a strong retail and entertainment emphasis
on the ground floors and an equal mix of residential and/or commercial office
or services on the upper floors. A big presence of pedestrian actfvity and transit
service are also common. South Miami's downtown area Is a great I!lCiImple of
a District T·5 due to Its characteriStics such as compact land use, dosely spaced
low-scale buildings (generally one to four stories), and public parking (on-street
and garage). These characteriStics can be seen on Sunset Drive (east of Dixie
Hwy), which serves this area with streetsides that support restaurants, street
cafes, social interactfons, strolling and window shopping.
Transect Zone T·5 is comprised by local Streets, such as SW 58th and SW 59th
Avenues, Collector Streets such as SW 62nd Avenue, and Arterial Streets such
as South Dixie Highway.
---SWS7thAl'ltJl$liCMhfl/61nfJ/wtt(ftmng$WTh}
Some of the recommended projects for this area, included In the SMITP, are:
.,. Pedestrian wayfinding sign system within downtown to identify streets,
walking routes and direct pedestrians to points of interest
po Street furniture such as benches, trash receptacles, bicycle racks and
shelters.
... Bus stops and bus shelters
... Buffered bicycle lane additions
" Green color pavement backing sharrows along Sunset Drive to make
motorists aware of the expectation to find bicyclists sharing the travel lane
.. Parklets along Sunset Drive serving as an extension of the sidewalk to
provide amenities, green space and additional space for seating while
maintaining pedestrian walking zones on the sidewalks
I> On-street parking along Sunset Drive to provide traffic calming effects
and convenience to local shops
~ Mid-block curb extensions along S Dixie highway, north of South Miami
Hospital exit driveway, to enhance pedestrian safety by lowering motor
vehicle speeds
LEVEL OF SERVICE STANDARDS
Level of Service (LOS) refers to the speed, convenience, comfort and security of
transportation facilities and services as experienced by users. Level of service
ratings, typically from A (best) to F (worst), are widely used t.o evaluate problems
and potential solutions. Such ratings systems can be used to identify problems,
establish performance indicators and targets, evaluate potential solutions,
compare locations, and track trends.
Typically, dties should not adopt LOS A for roadways. This 15 counterintuitive
to what we are taught in schools -that A is the best and the standard. At this
level of service, we are facing overinvestment of scarce resources Into the
roadway network. However, this is different for blcydlng and walking level of
service standards. For these, we need to be able to provide safe, adequate
environments, so that Level of Service A for bicycling and walking are not only
acceptable. but necessary standards.
While thousands of drivers, bicyclists and pedestrians converge on the city each
day, the roadway system lacks the capacity to maintain an adequate level of
service at peak periods. Since the City of South Miami has a clear goal of not
adding capacity by widening roadways, a solution is to use alternative modes of
transportation to add capacity into the system. By assessing transit, bicycle and
pedestrian usage and linking the modes together, multfmodal transportation
can be addressed. greater mobility can be achieved, and the quality of life for
the citizens and businesses in South Miami will be improved.
Roadwav Level of Servjce
As stated in the City'S Comprehensive Plan, a roadway level of service is defined
as the ability of a maximum number of vehicles to traverse a roadway segment
while maintaining a given operating condition. The standard descriptions of
service levels utilized in the South Miami Comprehensive Pian are as follows:
LOS "A" describes a condition of free flow, with low volumes and high
speeds. Traffic density is low. with speeds controlled by driver desires, speed
limits, and physical roadway conditions. There is little or no restriction in
vehicle maneuverability due to the presence of other vehicles, and drivers
can maintain their desired speeds with little or no delay.
lOS "B" describes a condition where operating speeds are beginning to
be restricted somewhat by traffic conditions. Drivers still have reasonable
freedom to select their speed and lane of operation.
LOS·C· describes an operating condition where speeds and maneuverability
are more closely controlled by high volumes of traffic. Most drivers are
restricted in their freedom to select their speed, lane of operation or ability
to pass. A satisfactory operating speed is maintained.
lOS '0' approaches an unstable flow of traffic. Tolerable operating speeds are
maintained though considerably affected by changes in operating conditions.
Fluctuations in volumes and temporary restrictions to flow may cause substantial
drops in operating speeds. Drivers have little freedom to maneuver, comfort and
convenience are low, but oonditfons can be tolerated for short periods of time.
LOS "En represents operations at even lower speeds than lOS "D." Flow is
unstable and there may be stoppages of momentary duration.
lOS 'P' describes forced flow operation at low speeds. Speeds are
reduced substantially and stoppages may· occur for short or long periods
of time. In the extreme, both speed and volume can drop to zero.
Exl:ept for Bird Road, all South Miami roadways are at LOS "D" or worse and
Kendall Drive, Red Road and U.S. 1 are operating In the LOS "ER and UF" ranges.
It Is the City's vision and goal nottoexpand capacity or widen roadways,
therefore the lOS "0" standard Is not accepted as Oty of South Miami policy
since it Would require major widening's that would adversely affect the
residential character of the City. It would al50 further congest the downtown
area due to additional traffic using Sunset Drive and Red Road. Instead,
this commuter traffic should use higher capacity arterials that do not pass
through residential areas. The following service levels are set for both 24-
hour and peak-hour periods:
'" Principal Arterials LOS "F"
,. Minor Arterials LOS OF"
,. Collectors LOS OF"
Bicyde and Pedstrian Level of Service
Through field reviews and surveys, the City's bicycle and pedestrian Level of
Service were assessed as part of the South Miami intermodal Transportation
Plan (SMITP). The determination of the Bicycie and Pedestrian level of Service
for each segment of the City's Bicycle and Pedestrian Network was. based on the
operatiOnal level of service methodology adopted by the Florida Department
of Transportation (FOOT). The Bicyde and Pedestrian Level of Service (BIOS)
(PLOS) Models Identify the level of service for a segment of the network on a
scale of A to F based on a numerical model score. An lOS of "A" indicates good
cydlng or walking conditions and "F-indicates the least favorable conditions,
and are a measure of the quality of the environment based on measured physical
attributes induding the vehicle volume and speed on the adjacent roadway,
the presence or absence of striped bike lanes, sidewalks, and the presence
or absence of occupied on-street parking. For each segment, a LOS score was
assigned for both Pedestrian and Bicycle los. The segments were broken up
at logical pOints, usually section or half section line roads, if applicable. The
smaller, more residential, streets were generally taken as a single segment. This
is not a level of service evaluation as Is done for a road, which rates the road
on how much volume it can handle. This measures the quality of service of a
particular street.
Bicycle LOS is based on bicyclists' perceptions of the roadway environment and
is based on the following five variables:
I> Average effective width of the outside though lane
l> Motorized vehicle volumes
Motorized vehicle speeds
SOUTH MIAMI COMPLETE STREETS PLAN -2016
13118'.
... Heavy vehiCle (truck) volumes
". Pavement condition
Pedestrian LOS Is also based on the pedestrians' perceptions of the roadway or
nearby roadside environment. It is based on the following fourvariables:
BACKGROUND AND HISTORY
;'~~~:~-:-.:f~~~\. 141/ [VI
Existence of a sidewalk
lateral separation of pedestrians from motorized vehicles
» Motorized vehicle volumes
.-Motorized vehicle speeds
SOUTH MWlI. INTERMODAL TRANSPORTATION PlAN _ .... --. -B -. -D· -. -F
II ... -m_ /'0./ __
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l'l!>_
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CURRENT CONDITIONS
Most of the major roadways within the Oty of South Miami have a Bicycle LOS
of 0 or E and a Pedestrian LOS of 0 or better, indicating the result of a much
greater investment over the years in pedestrian Infrastructure than bicycle
facilities, which Is consistent with findings from Miami-~ade County as a whole.
However, the aim of the Bicycle and Pedestrian LOS should be at LOS A. While
some roadways have LOS A for pedestrians, there is room for Improvement,
especially along places like Miller Drive, where the pedestrian LOS is F. For
bicycling faclrrties, improvements have to be made to reach a lOS A.
Existing Facilities
The Oty of South Miami has a few dedicated facilities for pedestrians, bicyclists
and transit users, however the coverage of the network Is low relative to the
entire roadway network.
South Miami is unique In that a large section of the proposed l()..mile mobility
COrridor, "The Underline" traverses ttlrough the Oty along the Metroralilines,
connecting many communities while Integrating transit, car, biking and walking
In a safely and appealing manner. Access to this corridor is a new category
of facilities considered for Bicycle Friendly Community designations. These
facilities provide an opportunity for recreation and physical activity and can be
a venue for community events.
Bicycle lanes exist only along SW 57" Ave from SW 40" St to SW 64" Street and
. on SW 62" Ave from SW 64" Street to SW 70" Street.
SOUTII MIAMIINTERMODAL TRANSPORTA11ON PLAN
flGlllE I: IElWOU PUll
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LOCAL POLICY
The following provides sample language for Complete Streets Polities which
may be adopted in the South Miami Comprehensive Plan.
South Miami's Complete Streets initiative alms to Improve the quality of life in
South Miami by creating streets that are more walkable and pedestrian-friendly
throughout the City. The Complete Streets approach places pedestrians,
bicyclists, and transit users on equal footing with motor vehicle users, and
embraces innovatiVe designs and technologies to expand mobility options for
residents and visitors through the utililation of local multi-modal transportation
systems and connectivity to regional mobility networks within Miami-Dade
(ounty.
The South Miami Complete Streets Policy and Design Standards Manual builds
on and supports several major City policy and planning initiatives. ~ata was
obtained from the Comprehensive Plan to review policies and determine any
changes.
SOUTH MIAMI COMPREHENSIVE PLAN
Adopted in 1989 and amended in 2010, the South Miami Comprehensive
Plan provides a consensus vision for South Miami that is based on the Ideals
and goals reSidents have for the City's future. This plan provides the overall
policy framework to guide dedsions over time toward achieving the City's
vision. The Comprehensive Plan guides dedsions made in regard to land use,
transportation, housing, infrastructure, conservation, open space and capital
improvements. The Future Land Use and Transportation Elements set policy
for achieving more waikable and pedestrian-friendly development throughout
the CIty. A review and analysis of the Comprehensive Plan was performed from
which various goals, objectiVes and policies relating to Complete Streets were
identified. It is crucial to review and identify all the existing policies related
to complete streets poll des at the initial stage of this plan in order to better
accommodate and accomplish the ety's Set goals and objectives. The following
were the Goals, Objectives and Policies identified:
Transportation Element
The Transportation Element (TRA) consists ofsix objectives designed to maintain
an overall transportation system which does not adversely affect residential
neighborhoods, distourages cut-through traffic via traffic calming techniques,
and that provides for the circulation needs of all sectors of the community in a
safe, efficient. cost~ffective and aesthetically pleasing manner.
The Transportation Element also provides guidance for the ety on land-use to
transportation linkages, parking. level of Service Standards, traffic calming. and
policies aiding modal demand shift, including improvements to pedestrian and
bicycle environments and enhanced transit. The following goals, objectives and
policies related to Complete Streets were identified:
TRA Goal 1 -To maintain an overall transportation system which
does not adversely affect residential neighborhoods, distourages cut-
through traffic in reSidential neighborhoods via traffic calming and
other appropriate techniques, and that provides for the circulation
needs of all sectors of the community in a safe, efficient, cost effective
and aesthetically pleasing manner.
.. TRA Objective 1.1 -Undertake only those improvements that
both facilitate traffic flow and reduce adverse traffic impact on
the neighborhoods, thereby making neighborhood streets safer.
Measurability shall be no major street widenings. See ObjectiVe 1.S
for non-motorized transportation systems and 1.3 for convenient and
efficient transportation.
" TRA Policy 1.1.1 -The CIty of South Miami, in its entirety, is located
within the Miami-Dade County's Urban Inml Area. which is designated
as Transportation Concurrency Exception Area. The City's level-of-
service standards for roadways are as follows:
V Principal Arterials OF"
V Minor Arterials "F"
T Miller Drive "F"
•. TRA Policy 1.2.1-Avoid adding any additional traffic lanes, with the
exception of minor non-Intrusive intersection improvements that foster
if!1proved traffic operations and management, in conformance with the
Land Use Plan recommendations that call for protecting and enhancing
both the neighborhoods and downtown.
l> TRA Policy 1.2.4 -The City shall investigate strategies to increase public
awareness of the availability of parking fadlitles in the City, and the
linkages between these parking facilities and destinations.
,. TRA Policy 1.2.7 -The City shall seek to reduce negatiVe transportation
impacts on neighborhoods through such strategies as traffic calming,
reduced travel lanes, wider sidewalks, medians, and landscaping. In
school areas, strategies to reduce adverse impacts of bus traffic through
the provision of sidewalks, bicycle paths, and reconfigured bus loading
areas should be tonsidered and coordinated with Miami-Dade County
Public Schools as appropriate.
" TRA PoHcy 1.3.2 -The City shall undertake facility and program
improvements (such as the Trolley and other transportation modes), as
necessary and in coordination with other agencies, to enhance use of
MetroRail and buses including adequate access to the Metrorail Transit
Station to faCilitate convenient and effiCient "motorized" transportation.
". TRA Policy 1.3.6 -The City shall coordinate with the Miami-Dade
SOUTH MIAMI COMPLETE STREETS PLAN -2016
151/8',
County MPO, MDT, FOOT and other agencies as appropriate in order to
ensure the timely provision of a pedestrian overpass that will connect
the Metrorail Station to the downtown area east of US-I. In addition,
the City shall provide pedestrian friendly crosswalks at all intersections.
t> TRA Policy 1.4.1 -Although no collector or arterial widenings are
recommended by the CIty at this time, use development plan reviews
and other means to protect existing rights-of-way, in order to prohibit
any further pavement widening.
E> IRA Policy 1.5.1 -Continue to refine and update a detailed bikeway
plan induding access to the Metrorail Transit Station and adequate
on-site storage requirements through deveiopment code site
plan requirements and as part of the Comprehensive long Range
Transportation Study.
Future land Use Element
The Future Land Use element (flU) consists of five goals and thirteen objectives
developed to guide the use of public and private land in South Miami through
the Future Land Use Map and through the goals. objectiVes and poliCies. The
Transportation Eiement of the ComprehensiVe Plan is developed in coordination
with the Land Use Element, as aspects of development affect transportation
planning and mobility greatly. South Miami wishes to discourage street
wldenings and urban commerdalsprawl, andwill move toward the development
of compact, mixed-use development where appropriate, which will help with
developing densities needed to support mass transit. The following polities
related to Complete Streets were identified:
I> FW Policy 1.3.2 -The CIty shall seek to ensure bicycle and pedestrian
connectivity in all areas within its boundaries, In accordance with
neighborhood plans and the Comprehensive Long Range Transportation
Plan.
.. FW PoIlcy 2.1.2 -Oppose street widenings that would either feed
more through traffic Into the downtown area or adversely impact its
pedestrian amenities in downtown South Miami.
.,. FLU Policy 2.1.3 -Discourage urban tommercial sprawl by promoting
growth In the core area surrounding the Metrorail Transit Station
by creating a district for new growth which is contained and translt-
oriented, thereby relieving the pressure for commercial rezonings
outside of this core area.
p. FlU Policy 3.1.3-Pursue traffic policies, parking policies and pedestrian
amenity policies that enhance downtown, and thereby the tax base.
BACKGROUND AND HISTORY
ti~~i!.4~tt~;;r}~~i!}~j1~. 16/! 8'0"
Conservation Element
South Miami's Comprehensive's Plan Conservation Element (CON) consists of
four objectives and thirteen policies designed to guide the City to address the
conservation and use of local resources. The policies among these objectives
direct the City of South Miami to expand mobility options for nesidents and
visitors through the utilization of local multi-modal transportation systems
and connectivity to regional mobility networks within Miami-Dade County
such as the Metrorail. Evaluation of this objective's success is measured by the
development of bicycle paths, bus-route miles, landscaping improvements and
the level of increase in mobility within the City. The follOwing objective and
policy related to Complete Streets were identified:
,.. CON Objective 1.1 -In order to help achieve compliance with State
Departmental Environmental Regulations on air quality, indude
appropriate landscaping provisions in a revised development code, and
indude public landscaping and bike-way improvements in the general
fund.
CON Policy 1.1.3 -Continue to encourage the use of Metro-rail,
bicycles and other alternatives to the automobile through capital
improvements.
Recreation and Open Space Element
The Recreation and Open Space Element (REe) consists of three. objectives and
twelve policies designed to serve as a guide for public policy decisions negarding
the provision of a wide variety of local necreation facilities and programs to
ensure the adequacy of future recreational and leisure-time opportunities for
all residents and visitors. The following policy related to Complete Streets was
identified:
" REC Policy 1.2.3 -Participate in planning for green-ways and trails, in
conjunction with State, County and other local govemmentjurisdictions.
Capital Improvement Element
The South Miami Capital Improvement Element (ClP) along with the five-year
Capital Improvements Schedule and Plan provide for the basis and poliCies for
detailing the City's public facility deficiencies and planning corrective capital
improvements. The following policy related to Complete Streets was identified:
CIP Policy 1.1.4 -(2) Level of service or capacity problems: Next in
priority would be projects needed to maintain the stated Level-of-
Service Standard or that otherwise further the goals, objectives and
policies of the Comprehensive Plan.
The City of South Miami is committed to a safe and sustainable transportation
system for all of its residents, visitors and businesses. The City is also committed
to supporting and encouraging the use of non-motorized transportation.
These goals, however, exist in the context of • street system that has since
been engineered to facilitate and prioritize the movement of people in and
out of the city via motor vehides, resulting in the reduction of non-motorized
transportation and related land uses.
It Is evident that maintaining and furthering this current transportation model Is
costly to the City in many different ways such as Increase in air pollution, more
potential crashes and injuries, increasingly sedentary lifestyle and deteriorating
human health, maintenance and operations costs, sprawl and inefficient urban
land use, etc.
PRINCIPLES Of PEDESTRIAN
DESIGN
Within various planning for greenways, pedestrian master plans, and other
aspects of pedestrian Infrastructure development are principles which serve
to enhance the safety of pedestrlans, and which formulate the thought process
behind how we should be designing pedestrian space.
Through review of standards and other documents, we find that there
are prlndples to adhere to for crossings and to ensure adequate spaces for
pedestrians. Vet, merely providing adequate space for pedestrians does not
create true walkabllity. Accessibility to destinations, considerations of safety,
and oft-forgotten lighting are key elements. Wayflndlnll, too, serves to enhance
the walking experience. Ultimately. we find through various literature that the
walking environment is best enhanced through the provision of an aestheticallv
pleasing. safe environment that provides opportunity for Interactions with
other people.
Each catecory also has their own prlndples, based on the intent of the facility.
SIDEWALKS
well-designed sidewalks at minimum tend to have accessibility for all users,
Induding the handicapped; adequate width, generally at least 2 people
standing side-by-5ide In one direction and with room to pass walkers in the
opposite direction: continuous from block to block: safety in the form of not
only perception, based on predictability, but also shelter from traffic: and
appropriate drainage, to prevent standing water and slipping. Invariably,
sidewalks are noted to vary based on locatIon_ The Oty of Sunrise Bicycle and
Pedestrian plan, for example uses the following for Sidewalk Widths:
Local Streets: S-6 feet
" Commercial Areas: 6-12 feet
Arterials and CoUectors: 6-8 feet
Standard thoughts on sidewalks Include four distinct zones: the frontage zone,
the pedestrian (aka walking) zone, the furniture zone, and the curb zone. The
minimum widths of each of these zones vary based on street dasslflcations as
well as land uses. The table at the end of this chapter recommends minimum
widths for each zone for different street types and land uses.
Frontage Zone
The frontage zone is the portion of the sidewalk located immediately adjacent
to buildings, and provides shy distance from buildings, walls, fences, or
property lines, It includes space for building-related features such as entryways
and accessible ramps. It can include landscaping as well as awnings, signs,
news racks, benches, and outdoor caf~ seating. In Single family residential
neighborhoods, landscaping typically occupies the frontage zone.
Pedestrian Zone
The pedestrian zone, situated between the frontage zone and the furniture
zone, is the area dedicated to walking and should be kept clear of all flKtures and
obstructions. Within the pedestrian zone, the Pedestrian Access Route (PAR) Is
the path that provides continuous connections from the public right-of-way to
building and property entry points, parking areas, and public transportation.
This pathway Is required to comply with ADA guidelines and is Intended to be
a seamless pathway for wheelchair and white cane users. As such, this route
should be firm, stable, and slip-resistant, and should comply with maximum
cross slope requirements (2 percent grade). The walkway grade shall not exceed
the general grade of the adjacent street. Aesthetictextured pavement materials
(e.g., brick and pavers) are best used in the frontage and furniture zones, rather
than the PAR. The PAR should be a minimum of 4 feet, but preferably at least 5
feet In width to provide adequate space for two pedestrians to comfortably pass
or walk side bV side. All transitions (e.g., from street to ramp or ramp to landing)
must be flush and free of changes In level. The engineer should determine the
pedestrian zone width to accommodate the projected volume of users. In no
case will this zone be less than the width of the PAR.
Non-compllant driveways often present significant obstacles to wheelchair
users. The cross slope on these driveways is often much steeper than the 2
percent maximum grade. Driveway aprons that extend Into the pedestrian
zone can render a sidewalk Impassable to users of wheelchairs, walkers, and
crutches. They need a flat plane on which to rest all four supports (two In the
case of crutches). To provide a continuous PAR across driveways, aprons should
be confined to the furniture and curb zones.
Furniture Zone
The furniture zone is located between the curb line and the pedestrian zone.
The furniture zone should contain all flKtures, such as street trees,' bus stops
and shelters, parking meters, utility poles and bOlleS, lamp posts, signs, bike
racks, news racks, benches, waste receptacles, drinking fountains, and other
street furniture to keep the pedestrian zone free of obstruCtions, In residential
neighborhoods, the furniture zone Is often landscaped. Resting areas with
benches and space for wheelchairs should be provided in high volume pedestrian
districts and along blocks with a steep grade to provide a place to rest for older
adults, wheelchair users, and others who need to catch their breath.
Curb Zone
The curb zone selVes primarily to prevent water and cars from encroaching on
the sidewalk. It defines where the area for pedestrians begins, and the area for
cars ends. It is the area people using asslstive devices must traverse to get from
the street to the sidewalk, so its design Is critical to accessibility.
each category also has their own prindples, based on the intent of the facility.
CROSSINGS
Inevitably, pedestrian access involves crossing to get to the other side, either to
reach your destination, or a transit location. Pedestrians must be able to cross
safely at these points, and planning for a community implies that we must also
design for more vulnerable groups. Ideas such as bulbouts which can reduce
SOUTH MIAMI COMPLETE STREETS PLAN -2016
191185
crossing lengths, can be considered a good usage of space when designing
Complete Streets.
As with other forms of the pedestrian enVironment, accessibility guidelines
such as the provision of ramps must be included, and both the real and
perceived levelS of safety must be considered. Each crossing, just like roadway
intersection design, must be custom fit to the surrounding environment -
induding considerations of local vehicular speed. However, there are specific
requirements, such as high emphasis crosswalks within 0.25 miles of schools,
which are spedfled and are Incorporated Into this design manual by reference.
Space permitting, median refuge islands can provide pedestrians and bicydists
space to perform the safe crOSSing of one side of the street at a time. This is
Important for wider roads, where vulnerable populations may not be able to
cross in a single lime cycle.
Within South Miami, frequent, safe street crossings should be provided,
especially around bus stops and In more commercial areas, with the exception
of US-I, where crossings should be more controlled due to vehicular usage and
speed. Crossings can be utilized to shorten pedestrian distances, especially with
larger blocks, increasing mobility and perceived accessibility. Midblock crossings
should be located as to provide safe, signalized crossings. At times, these can
be emplaced to allow for more immediate crossings after alighting from a bus.
In designing crossings, it Is Important to make sure that the area is dear of
obstructions and is accessible; is visible for both drivers and pedestrians to
see each other, includinli gOOd 6ghting as needed; with 1\!Ilble signs that offer
direction for the traveler.
Wayfinding;
Inclusion of wayflnding helps to complete the pedestrian environment, and
should be Induded In any Complete Streets plan. Wayflnding which is dear will
allow both reSidents and visitors to find key destinations within the City. Travel
times or distance can be used to Inform the public.
1i9hIIna:.
Ughting can serve multiple modes of transportation. It serves to provide a
better sense of safety for transit riders waiting at a stop. it provides additional
visibilitV for bicyclists, pedestrians, and drivers, and is particularly. Important
at interseCtions. Ughting, however, can have different scales. Pedestrian scale
lighting can further define pedestrian areas a separate from the vehicular travel
lanes, and should be utilized in areas with higher pedestrian activity.
~
As the development of pedestrian infrastructure should be for those of all ages,
the provision of amenities where one can rest is important, espedally for the
very young and the elderly. Providing benches encourages people of all ages to
use the walkways. Benches should be a maximum 20" seat height in order to
comfortablv accommodate the elderly.
Bringing it together is Key;
Pedestrian Infrastructure begins with a sidewalk, but that does not mean that
people will necessarily walk. There must be a level of comfort in addition to the
EXISTING STANDARDS
:::If(z'i~7'ijlfrti~j]1!$l;, 20/1 So,
need to cause a shift in behavior, We know that Ideas like safety is key. In the
end, ali are related and must be cohesively combined.
One such example of a more cohesive look can be found with the Downtown
Miami Pedestrian Priority Zone Plan, which noted the following 10 prinCiples
for development of the pedestrian realm within theJr zone:
1. Create a Clear Pedestrian Path
2. Align Curb Ramps with Sidewaiks
3. ReQuire Crosswalks at all Intersections
4. Provide Automatic Countdown Timers with More Crossing Time
S. Reduce Drive lane Widths
6. Extend the Sidewalk at all Intersections
7. Enhance Mid·block lighting
8. Provide Shade at Sidewalks
9. Designate 25 MPH Speed Limit
10. Prohibit Right Turns On Red
PEDESTRIAN CROSSING TOOLBOX
Despite understanding the principles, one must stili then appropraltely apply
tools and methods in order to ensure that the pedestrian Infrastructure is
appropriated improved. Engineering standards may be more stringent or
loose depending on jurisdiction, but generally, overall, the available toolbox
of options remains the same. The following is derived from the los Angeles
County living Streets Manual, adapted based on Miami-Dade County and FOOT
standards, and provides a detailed description of various pedestrian crossing
improvements which may be employed.
Many engineenng measures may be used at a pedestrian crossing, depending
on site conditions and potential users. Marked crosswalks are commonly used
at intersections and sometimes at mid-block locations. Marked crosswalks are
often the first measure in the toolbox followed by a series of other meaSures
that are used to enhance and improve marked crosswalks. The decision to mark
a crosswalk should not be considered in isolation, but rather In conjunction
with other measures to increase awareness of pedestrians. Without additional
measures, marked crosswalks alone may not increase pedestrian safety,
particularly on multi-lane streets,
MARKED CROSSWALKS
Crosswalks are present by law at all
intersections, whether marked or
unmarked, unless the pedestrian
crOSSing is speCifically prohibited.
At mid-block locations, crosswalks
only exist where marked. At these
non-intersection locations, the
crosswalk markings legally establish
the crosswalk. Crosswalks should be
considered at mid-block locations
where there is strong evidence that
pedestrians want to cross there, due to
origins and destinations across from each other and an overly long walking
distance to the nearest controlled crossing. Marked crosswalks alert drivers
to expect crossing pedestrians and direct pedestrians to desirable crossing
locations,
Crosswalk Markings
According to the MUTCD, the minimum crosswalk marking shall consist of solid
white lines. They shall not be iess than 6 inches or greater than 24 inches in
width. .
Placement
The best locations to install marked crosswalks are
'" All signallred intersections
Crossings near transit locations
Trail crossings
~ High land use generators
.. School walking routes
.. When there is a preferred crossing location due to sight distance
!> Where needed to enable comfortable crossings of multi-lane streets
between controlled crossings spaced at convenient distances
Controlled Intersections
Intersections can be controlled by traffic signals or STOP signs. Marked crosswalks
should be provided on all intersection legs controlled by traffic signals, unless
the pedestrian crossing is specifically prohibited. Marked crosswalks may be
considered at STOP-controlled intersections. Factors to be considered include
high pedestrian volumes, high vehicle volumes, school zone location, high
volume of elderly or disabled users, or other safety related criteria.
Uncontrolled Intersections and Mld-btqck Crosswalks
Intersections without traffic signals or STOP signs are considered uncontrolled
intersections. The decision to mark a crosswalk at an uncontrolled location
should be guided by an engineering study. Faetors considered in the study should
include vehicular volumes and speeds, roadway width and number of lanes,
stopping sight distance and triangles, distance to the next controlled crossing,
night time visibility. grade, origin-destination of trips, left tuming conflicts,
and pedestrian volumes. The engineering study should be based on the FHWA
study, Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled
Locations. The following list provides some of the key recommendatioris from
the study:
/.bJa1tItrd1tJd~tJ/f~wmsasrtbcrdf!ioArQO'OSS"'IhocA'JPrtQtt!~
6itt~andazm~,(Crd-MJtIrM~J
It is permissible to mark crosswalks on two-lane roadways.
.. On mUlti-lane roadways, marked crosswalks a/one are no! recommended
under the follOwing conditions (the other tools listed in this section can
be considered to enhance the crosswalk):
V ADT> 12,000 wlo median
v ADT> 15,000 wI median
v Speeds greater than 40 mph
,. Raised medians can be used to reduce risk.
.. Signals or other treatments should be considered where there are
many young andlor elderly pedestrians.
Frequency of Marked Crosswalks at Uncontrolled Locations
Marked crosswaiks should be spaced 50 people can cross at preferred locations,
If people are routinely crossing streets at non-preferred locations, consideration
should be given to installing a new crossing, Pedestrians need crossings with
appropriate devices (islands, curb extensions, advanced yield lines, etc.) of
multi-lane streets where there are strong desire lines. Along urban streets, a
well-designed crossing should be provided at least every 1/8 mile.
High-llislbllity Crpsswallm
Because of the low approach
angle at which pavement
markings are viewed by
drivers, the use of longitudinal
stripes in addition to or In
place of transverse markings
can significantly Increase
the visibility of a crosswalk
to oncoming traffic. While
research has not shown a
direct link between increased
crosswalk visibility and
increased pedestrian safety,
high-visibility crosswalks have
--
been shown to increase motorist yielding and channelization of pedestrians,
leading the Federal Highway Administration to conclude that hlgh-vlsibllity
pedestrian crosswalks have a positive effect on pedestrian and driver beh.vior.
Colored and stamped crosswalks should only be used at controlled locat1ons.
Staggered longitudinal markings reduce maintenance since they avoid vehide
wheel paths.
CROSSWALKS AND ACCESSIBILITY
The Pedestrian Access Route continues through the crosswalk and must
conform to the surface condition, width, and slope requirements as mandated
by FOOT and Miami-Dade County.
Longitudinal crosswalk markings provide the best visibility for pedestrians with
limited vision.
Decorative crosswalk pavement materials should be chosen with care to ensure
that smooth surface conditions and high contrast with surrounding pavement
are provided. Textured materials within the crosswalk are not recommended.
Without reflective materials, these treatments are not visible to drivers at
night. Decorative pavement materials often deteriorate over time and become
a maintenance problem while creating uneven pavement. The use of color
or material to delineate the crosswalks as a replacement of retro-reflective
pavement marking should not be used, except in slow speed districts where
intersecting streets are designed for speeds of 20 mph or less.
RAISED CROSSING ISLANDS/MEDIANS
Raised Islands and medians are the most important, safest, and most adaptable
engineering tool for ImprOVing street crossings. Note on terminology: a median
is a continuous raised area separating opposite flows of traffic. A O'ossing
island is shorter and located just where a pedestrian O'ossing Is needed. Raised
medlans and croSSing islands are commonly used between Intersections when
blocks are long (500 feet or more in downtowns) and in the following situations:
" Speeds are higher than desired
;> Streets are wide
t">-Traffic volumes are high
,~ Slght distances are poor
Raised islands have nearly universal applications and should be placed where
there Is a need for people to cross the street-They are also used to slow traffic.
REASONS FOR EFFICACY
Their use changes a compll!lC
task, crossing a wide street with
traffic coming from two opposing
directions all at once, Into two
simpler and smaller tasks. With
their use, conflicts occur In only one
direction at a time, and I!ICposure
time can be reduced from more
than 20 seconds to just a few
seconds.
On streets with traffic speeds higher than 30 mph, it may be unsafe to cross
without a median Island. At 30 mph, motorists travel 44 feet each second,
placing them 880 feet out when a pedestrian starts crossing an 8O-foot wide
muld-Iane road. In this situation, this pedestrian may stili be In the last travel
lane when the car arrives there; that car was not within view at the time he
orshe started aosslng. With an Island on multi-lane roadways, people would
cross two or three lanes at a time Instead of four or six. Having to walt for a
gap In only one direction ohravel at a time significantly reduces the wait time
to cross. Medians and crossing islands have been shown to reduce crashes by
40 percent (Federal Highway Administration, Designing for Pedestrian Safety
course).
As a general rule, crOSSing islands are preferable to signal-controlled crossings
due to their lower Installation and maintenance cost, reduced waiting times, and
SOUTH MIAMI COMPLETE STREETS PLAN -2016
21//85
their safety benefits. Crossing islands are also used with road diets, taking four-
lane undMded, high-speed roads down to betterperformlngthree-lane roadways
(two travel lanes and a center turn lane); portions of the center turn lane can be
dedicated to crossing Islands. Crossing Islands can also be used with signals.
Angled pedestrian crossings through pedestrian refuges (as shown in the
adjacent photo) force pedestrians to look for oncoming vehldes. Where to
Place Crossing Islands
Crossing Islands are often used for trails, high pedestrian flow zones, transit
stations, schools, work centers, and shopping districts.
Design Detail
Crossing islands, like most traffic calming features, perform best with both
tall trees and low ground cover. This greatly increases their visibility, reduces
surprise, and lowers the need for a plethora of signs. When curves or hID crests
complicate crossing locations, median islands are often extended over a crest
or around a curve to where motorists have a clear (six second or longer) sight
line of the downstream change In conditions. Ughting of median islands is
essential. The suggested minimum width of a crossing island Is 6 feet. When
used on higher speed roads, and where there is space available, inserting a
45-degree bend to the right helps orient pedestrians to the risk they encounter
from motorists during the second half of their crossin8-
--..,,,._ .. _--_."""-
RAISED CROSSWALKS
Raised crosswalks slow traffic and
put pedestrians in a more visible
position. They are trapezoidal in
shape on both sides and have a flat
top where the pedestrians O'oss.
The level crosswalk area must be
paved with smooth materials; any
texture or spedal pavements used
for aesthetics should be placed on
the beveled slopes, where they will
be seen by approaching motorists.
They are most appropriate in areas
with significant pedestrian traffic __ UM;"""" .... IA!_"""_I
and where motor vehicle traffic should move slowly, such 85 near schools,
on college campuses, in Main Street retail environments, and in other similar
,',' -"1
EXISTING STANDARDS
places. They are espedally effective near elementary schools where they raise
small children by a few inches and make them more visible.
CURB EXTENSIONS
Curb extensions extend the sidewalk or curb line out into the parking lane,
which reduces the effective stneet width. Curb extensions significantly Improve
pedestrian crossings by reducing the pedestrian crossing distance, visually and
physically narrowing the roadway, Improving the ability of pedestrians and
motorists to see each other, and reducing the time. that pedestrians are in the
street. Reducing street widths improves signal timing since pedestrians need
less time to cross.
Motorists typically travel more slowly at intersections or mid-block locations
with curb extenSions, as the restricted street width sends a visual cue to slow
down. Turning speeds ane lower at intersections with curb extensions (curb radii
should be as tight as is practicable). Curb extensions also prevent motorists
from parking too close to the intersection.
Curb extensions also provide additional space for two curb ramps and for level
sidewalks where existing space is limited, increase the pedestrian waiting
space, and provide additional space for pedestrian push button poles, street
furnishings, plantings, bike parking and other amenities. A benefit for drivers is
that extensions allow for better placement of signs (e.g., stop signs and signals).
Curb extensions are generally only appropriate where there is an on-street
parking lane. Where street width permits, a gently tapered curb extension
can reduce crossing distance at an Intersection along streets without on-street
parking, without creating a hazard. Curb e~tensions must not extend into travel
lanes or bicycle lanes.
~11/4ItiJ~(Ovdt:Mczrcd~
Curb extensions can impact other aspects of roadway design and operation as
follows:
May impact street drainage and require catch basin relocation
. , May impact underground utilities
,. May require loss of curbside parking, though careful planning often
mitigates this potential loss, for example by relocating curbside fire
hydrants, where no parking is allowed, to a curb extension
May complicate delivery access and garbage removal
.. May impact snow plows and street sweepers
I. May affect the turning movements of larger vehides such as school
buses and large fire trucks
PEDESTRIAN 'SCRAMBLES'
Exclusive pedestrian phases (i.e. pedestrian 'scrambles') may be used where
turning vehicles conflict with very high pedestrian volumes and pedestrian
crossing distances are short. Although pedestrians can cross in any dinection
during the pedestrian phase, pedestrians typically have to wait for both vehicle
phases before they get the walk signai again. This creates delay for pedestrians
travelling straight, but can be mitigated by allowing pedestrians continuing
along the same direction to get a WALK signal during the green signal phase
and while turns are prohibited for traffic.
SIGNS
Signs can provide Important information to improve road safety by letting people
know what to expect, so they can react and behave appropriately. Sign use and
placement should be done judiciously, as overuse breeds noncompliance and
disrespect. Too many signs create visual clutter.
Regulatory si!!ns, such as STOP, YIELD, or tum restrictions, require driver actions
and can be enforced. Warning signs provide information, espedally to motorists
and pedestrians unfamiliar with an area.
Advance pedestrian warning signs should be used where pedestrian crossings
may not be expected by motorists, especially if there are many motorists who
are unfamiliar with the area. The fluonescent yellow/green color is designated
specifically for pedestrian, bicycle, and school warning signs (Section 2A.10 of
the 2009 MUTCD) and should be used for all new and replacement installations.
This bright color attracts the attention of drivers because it is unique.
Sign Rl-S should be used in conjunction with advance yield lines, as described
below. Sign Rl-6 may be used on median Islands, where they will be more
visible to motorists than signs placed on the side of the stneet, especially where
there is on-street parking.
All signs should be periodically checked to make sure that they are in good
condition, free from graffiti, reflective at night, and continue to serve a purpose.
All sign Installations need to comply with the provisions of the MUTeD.
ADVANCED YIELD/STOP LINES
Stop lines are solid white lines 12 to 24 inches wide, extending across all
approach lanes to Indicate where vehicles must stop in compliance with a
stop sign or signal. Advance stop lines reduce vehide encroachment into the
crosswalk and improve drivers' view of pedestrians. At signalized intersections
a stop line is typically set back between 4 and 6 feet.
V
H~
~ TO
PEDESTRIANS
o
HERE .lb
At;:R·f{.
• HERE ~
PEDESTRIANS
At uncontrolled crossings of multi-lane roads, advance yield lines can be an
effective tool for preventing multiple threat vehicle and pedestrian collisions.
Section 38.16 of the MUTCD specifies placing advanced yield markings 20 to 50
feet in advance of crosswalks, depending upon location-specific variables such
as vehicle speeds, traffic control, street width, on-street parking, potential for
visual confuSion, nearby land uses with vulnerable populations, and demand
for queuing space. Thirty feet is the preferred setback for effectiveness at many
locations. This setback allows a pedestrian to see ita car in the second (or third)
lane is stopping after a driver in the first lane has stopped.
UGHTING
Lighting is important to include at all pedestrian crossing locations for the
comfort and safety of the road users. Lighting should be present at all marked
crossing locations. Lighting provides cues to drivers to expect pedestrians
earlier.
FHWA HT-08-0S3, The Information Report on Ughting Design for Mid-
block Crosswalks, found that a vertical illumination of 20 lux in front of the
crosswalk, measured at a height of S feet from the road surface, provided
adequate detection distances in most drcumstances. Although the research
was constrained to mid-block placements of crosswalks, the report includes
a brief discussion of considerations in lighting crosswalks co-located with
intersections. The same principle applies at intersections. Illumination just in
front of crosswalks creates optimal visibility of pedestrians.
'1\1 l --
~ :\:' .~--~ Q • -. .' .. 1. t;-_-~ ,r_
~ , , -~.
,/."-"' . .,-.... //.,;"-:-;,y .... '·:'·J·.-.f',p-,f!,rI;!i.N.r.~·-,:;fl:;; , . . ..
Fe stands far "foot cahdle" and Is defined i. the amount III' Illuniinance on a 1 square foot surface III' which there Is uniformly distributed flux III' one lumen.
Other good guidance on crosswalk lighting levels comes from the illuminating
EngineeringSocietyofNorthAmerlca(IESNA}intersectionguldancetollluminate
pedestrians In the crosswalk to vehides (see the adjacent Image). Crosswalk
lighting should provide color contrast from standard roadway lighting.
PEDESTRIAN HYBRID BEACON
A pedestrian hybrid beacon is used to warn and control traffic at an unsignalized
location so as to help pedestrians cross a street or highway at a marked
crosswalk.
A pedestrian hybrid beacon can be used at a location that does not meet traffic
signal warrants or at a location that meets traffic signal warrants but a dedslon
has been made to not install a traffic control signal. A minimum number of 20
pedestrians per hour is needed to warrant installation. This Is substantially less
than the 93 minimum needed for a signal installation.
If beacons are used, they should be placed in conjunction with signs, crosswalks,
and advanced yield lines to warn and control traffic at locations where
pedestrians enter or cross a street or highway. A pedestrian hybrid beacon
should only be Installed at a marked crosswalk.
Installations should be done according to the MUTCD Chapter 4F, ·Pedestrian
Hybrid Beacons." Otles should follow the formal experimental process to use
these.
RECTANGULAR RAPID FLASH BEACON
The Rectangular Rapid Flash Beacon (RRFB) uses rectangular-shaped high-
intensity LED-based Indications, flashes rapidly in a wig-wag "flickering" flash
pattern, and Is mounted Immediately between the crossing sign and the sign's
supplemental arrow plaque.
EHWA evaluation of Results
The Office of Transportation Operations has reviewed available data and
considers the RRFB to be highly successful for the applications tested
(uncontrolled crosswalks). The RRFB offers significant potential safety and cost
benefits because it achieves very high rates of compliance at a very low cost
compared to other more restrictive devices such as full mid-blade signalization.
The components of the RRFB are not proprietary and can be assembled by any
Jurisdiction with off..the-shelf hardware. The FHWA believes that the RRFB has
a low risk of safety or operational concerns. However, because proliferation of
RRFBs In the roadway environment to the point that they become ubiquitous
could decrease their effectiveness, use of RRFBs should be limited to locations
with the most critical safety concerns, such as pedestrian and school crosswalks
at uncontrolled locations, as tested in the experimentation.
At a recent meeting of the National Committee on Uniform Traffic Control
DevIces, the Signals Technical Committee voted to endorse the future Indusion
of the RRFB for uncontrolled crosswalks into the MUTCD and recommended that
FHWA Issue an Interim Approval for RRFB. This Interim Approval allows agencies
to install this type of flashing beacon, pending offidal MUTCD rulernaklng.
PRINCIPLES OF BICYCllE
ENVIRONMENT DESIGN
Compared to walking, bicyclists have more mobility, and the provision of
blcydlng facilities In a community allows for greater accessibility over a wider
area. However, to encourage bicycling as a form of transportation, it must be
viewed as safe, convenient, and comfortable. The ability to secure one's blcyde
at the destination, or on transit Is a consideration which many bicyClists have.
Every street can accommodate bicycles, but the type of fadllties utilized should
be based on the roadway and potential usage. These types of fadllties vary
SOUTH MIAMI COMPLETE STREETS PLAN -2016
2311 8~
from on-road to off .... oad faCilities. Most bicycle triPS are short, alloWing for a
grid of" mile to be sujllCient in completing a local network. As planned, South
Miami's grid allows fOrthe " mile network development, and the grid as noted
In the SMITP would complete the sYstem.
Often, as will bethe case with some part of South Miami, the inclusion of bicyde
fadlitles In the roadway will be contingent of securing the right-of-way from the
vehiCle, either through lane configuration or road diets.
Bicycles provide an alternative means of reach transit. Encouragement ofbicycle
usage in this regards involves safe access Bnd secure parking. Paths should
indude amenities such as lighting, slgnage, and fencing (where appropriate),
which enhance safety.
When poSSible, bicycle park should be provided free of charge, and where
possible, off-street parking should be utilized.
WAYFINDING
Similarly to walkers, bicyclists can benefit from a cohesive wayflndlng system
as well. These signs can also Indude both distance to destination and expected
time to destination. Generally, signs, should be placed at the convergence of
two or more routes, and assist bicyclists In finding their way to key destinations.
The inclusion of bicycle wayflndlng should be Implemented In the Oty as this
improvement allows-for motorists to be aware of bicyclists in the area. However,
care must be taken to not dutter the right-of-way with signage.
Generally, Bicycle faCilities should be visibly marked. Bicycle Lanes and Cycle
Tracks should all therefore be marked with green lanes where possible.
BICYCLE fACILITIES DESIGN
As with pedestrian fadllties, one must stili then apply appropriate tools In order
to ensure that bicycle Infrastructure Is Improved. Engineering standards may
be more stringent or loose depending on jurisdiction, but generally, overall,
the available toolbox of options remains the same in developing for bicycle
infrastructure. As different options exist, design Is contingent on the availability
of space. For example, two blcyde lanes and two sidewalks wlll at minimum
take approximately lB' of right of way, but a shared-use facility and a sidewalk
on the other side of the road may reasonably fit on 13' -15' of right of way.
The following bikeway deSign standards are derived from the MUTCD, AASHTO.
and Miami-Dade and FOOT standards and are modified categorically from the
Los Angeles County Uvlng Streets Manual to fit Florida and Miami-Dade County
requirements to become appncable for South Miami.
EXISTING STANDARDS
"'''';,T;T~,~=t~~(E;,.:;~~:j 24 If W;
BIKEWAY TYPES
A designated bikeway network provides a system of facilities that offers
enhancement or priority to bicyclists over other roadways In the network.
However, It is Important to remember that all streets In a city should safely
and comfortably accommodate bicyclists, regardless of whether the street is
designated as a bikeway. Several general types of bikeways are listed below
with no implied order of preference.
Shared Roadways
A shared roadway is a street in which bicyclists ride in the same travel lanes as
other traffic. There are no specific dimensions for shared roadways. On narrow
travel lanes, motorists have to cross over into the adjacent travel lane to pass a
cyclist. Shared roadways work well and are common on low-volume, low-speed
neighborhood residential streets, rural roads, and even many low-volume
highways.
Bi<;yc!e Boylevards
A bicycle boulevard isa street that has been modified to prioritize through
bicycle traffic but discourage through motor vehicle traffic. Traffic calming
devices control traffic speeds and discourage through trips by automobiles.
Traffic controls limit conflicts between automobiles and bicyclists and give
priority to through bicycle movement at intersections.
Shoulder Bikeways
This facility accommodates bicyde travel on rural highways and country roads
by providing a suitable area for bicycling and reducing conflicts with faster
moving motor vehicles.
Bike Lanes
Portions of the traveled way designated with striping, stencils, and signs
for preferential use by bicyclists, bike lanes are appropriate on avenues and
boulevards. They may be used on other streets where bicycle travel and demand
is substantial. Where on-street parking is provided, bike lanes are striped on the
left side of the parking lane.
Cydelracks
Cycle tracks are specially designed bikeways separated from the parallel motor
vehicle travelway by a line of parked cars, landscaping, or a physical buffer that
motor vehicles cannot cross. Cycle tracks are effective In attracting users who
are concerned about conflicts with motorized traffic.
Shared Use Paths
Shared use paths are facilities separated
from motor vehicle traffic by an open
space or barrier, either within the
highway right-ol-way or within an
independent right-of-way. Bicyclists,
pedestrians, Joggers, and skaters often
use these paths. Shared-use paths are
appropriate in areas not well served
by the street system, such as in long,
relatively uninterrupted corridors like
waterways, utility corridors, and rail
lines. They are often elements of a _'o!.~'~
community trail plan. Shared use paths may also be Integrated Into the street
network with new subdivisions as described In Chapter 3, 'Street Networks and
Classifications."
Bike Roytes
A term used for planning purposes or to designate recommended bicycle
touring routes, a bike route can be any bikeway type.
INTEGRATING WITH THE STREET SYSTEM
Most bikeways are part of the street; therefore, well-connected street systems
are very conducive to bicycling, especially those with a fine-meshed network
of low-volume, low-speed streets suitable for shared roadways. In less well-
connected street systems, where wide streets carry the bulk of traffic, bicyclists
need supplementary facilities, such as short sections of paths and bridges, to
connect otherwise unconnected streets.
There are no hard and fast rules for when a specific type of bikeway should be
used, but some general principles guide selection. As a general rule, as traffic
volumes and speeds increase, greater separation from motor vehicle traffic is
desirable. Other factors to consider are users (more children or recreational
cyclists may warrant greater separation), adjacent land uses (multiple driveways
may cause conflicts with shared-use paths), available right-of-way (separated
facilities require greater width), and costs.
As a general rule, deSignated bicycle facilities (e.g., bike lanes and cycle tracks)
should be provided on all major streets (avenues and boulevards), as these
roads generally offer the greatest level of directness and connectivity in the
network, and are typically where destinations are located. There are occasions
when it is Infeasible or impractical to provide bikeways on a busy street, or the
street does not serve the mobility and access needs of bicyclists. The following
guidelines should be used to determine if it is more appropriate to provide
facilities on a paraUellocal street:
I> Conditions exist such that it is not economically or environmentally
feasible to provide adequate bicycle facilities on the street.
•. The street does not provide adequate access to destination points
within reasonable walking distances, or separated bikeways on the
street would not be considered safe.
... The parallel route provides continuity and convenient access to
destinations served bV the street.
t> Costs to improve the parallel route are no greater than costs to improve
the street.
,. If any of these factors are met, cyclists may actually prefer the parallel
local street facility in that It may offer a higher level of comfort (bicycle
boulevards are based on this approach).
Off-street paths can also be used to provide transportation In corridors otherwise
not served by the street system, such as along rivers and canals, through parks,
along utility corridors, on abandoned railroad tracks, or along active railroad
rights-of-way. While paths offer the safety and scenic advantages of separation
from traffic, they must also offer frequent connections to the street system
and to destinations such as residential areas, employment sites, shopping, and
schools. Street crossings must be well designed with measures such as signals
or median refuge islands.
DESIGN OF EACH BIKEWAYTYPE
The following sections provide deSign guidance for each type of bikeway.
Shared Roadways
Shared roadways are the most common bikeway type. There are no specific
width standards for shared roadways. Most are fairly narrow; they are simply
the streets as constructed. Shared roadways are suitable on streets with low
motor vehicle speeds or traffic volumes, and on low-volume rural roads and
highways. The suitability of a shared roadway decreases as motor vehicle traffic
speeds and volumes increase, espeCially on rural roads with poor sight distance.
Many local streets carry excessive traffic volumes at speeds higher than they
were designed to carry. These can function better as shared roadways if traffic
speeds and volumes are reduced. For a local street to function acceptably as
a shared roadway, traffic volumes should not be more than 3,000 to 5,000
vehicles per day, and speeds should be 2S mph or less. If traffic speeds and
volumes exceed those thresholds, separated facilities (e.g., bike lanes) should
be considered or traffic calming should be applied to reduce the vehicle
speeds/volumes. Many traffic-calming techniques can make these streets more
amenable to bicycling.
Wide Curb banes
On streets where bike lanes would be more appropriate but with insufficient
width for bike lanes, wide curb lanes may be provided. This may occur on
retrofit projects where there are physical constraints and all other options.
such as narrowing travel lanes, have been pursued. Wide curb lanes are not
particularly attractive to most cyclists; they simply allow a passenger vehicle
to pass cyclists within a travel lane, If cyclists are riding far enough to the right.
Wide curb lanes may also encourage higher motor whicle speeds. which is
contrary to the design principles of this manual; wide lanes should never be
used on local residential streets. A 14 to is-foot wide lane allows a passenger
car to pass a cyclist in the same lane. Widths 16 feet or greater encourage the
undesirable operation of two motor vehicles in one lane. In this situation. a bike
lane should be striped.
~
Shared-lane marking stencils ("SlMs: also commonly called "sharrows") may
be used as an additional treatment for shared roadways. The stencils can serve
a number of purposes: they remind bicyclists to ride further from parked cars to
prevent "dooring" colliSions. they make motorists aware of bicycles potentially
in the travel lane, and they show bicyclists the correct direction of travel.
Sharrows installed next to parallel parking should be a minimum distance of 11
feet from the curb. Installing farther than 11 feet from the curb may be desired
in areas with wider parking lanes or in situations where the sharrow Is best
situated in the center of the shared travel lane to promote cyclists taking the
lane. Placing the sharrow between vehicle tire tracks Increases the life of the
markings and decreases long-term maintenance costs.
Centerline Removal
On streets with one travel lane in each direction, removal of the centerilne is
recommended to fadlitate paSSing of bicyclists by motor vehicles. Motorists
may be unwilling to cross over a centerline to pass a cydlst, resulting in
instances where motorists feel like they are stuck behind a slower moving
cyclist and attempt to pass the cyclist too closely. Cyclists in these situations
may feel pressured to ride to the extreme far right or In the gutter to anow
motorists to pass. Removal of the centerilne opens the entire traveled way for
paSSing, and allows bicyclists to pOSition themselves at a safe and comfortable
distance from the curb. Lack of centerlines Is also a trafflc-calmlng technique,
as drivers tend to drive slower without the visible separation from oncoming
trafflc. The MUTCD mandates centerline stripes on urban streets with ADT of
6,000 or more; most neighborhood streets suitable for sharing are well below
that threshold
BICYCLE BOULEVARDS
A bicycle boulevard 15 an enhanced shared roadway; a local street Is modified
to function as a prioritized through street for bicyclists while maintaining local
access for automobiles. This Is done bV adding traffic-calming devices to reduce
motor vehicle speeds and through trips, and Installing traffic controls that limit
conflicts between motorists and bicyclists and give priority to through bicyclist
movement.Camponents of bike boulevards (Credit: Michele Weisbart)
One key advantage of bicycle boulevards is that they attract cyclists who do
not feel comfortable on busy streets and prefer to ride on lower traffic streets.
Bicycle travel on local streets is generally compatible with local land uses (e.g.,
residential and some retail). Residents who want slower traffic on nE!lllhborhood
streets often like measures that support bicycle boulevards. By reducing
traffic and Improving croSSings, bicycle boulevards also Improve conditions
for pedestrians. Successful bicycle boulevard Implementation requires careful
planning with residents and businesses to ensure acceptance
Elements of a Bicycle Boulevard
A successful bike boulevard Includes the following design elements:
.. Selecting B direct and continuous street, rather than a circuitous
route that winds through neighborhoods. Bike boulevards work best
on a street grid. If any traffic diversion will likely result from the bike
SOUTH MIAMI COMPLETE STREETS PLAN -2016
2S /I SS
boulevard. selecting streets that have parallel higher-level streets can
prevent unpopular diversion to other reSidential streets.
,.. Placing motor vehlde traffic diverters at key Intersections to reduce
through motor vehicle traffic (dlverters are designed to allow through
bicyclist movement)
.. Turning stop signs towards intersecting streets, so bicyclists can ride
with few Interruptions
I> Replacing stop-controlled intersections with mini-circles and mini-
roundabouts to reduce the number of stops cyclists have to make
... Placing trafflc-calming devices to lower motor vehicle traffic speeds
.. Placing wayffndlng and other signs or markings to route cyclists to key
destinations, to guide cyclists through difficult situations, and to alert
motorists of the presence of bicyclists
... Where the bike boulevard crosses high-speed or high-volume streets.
providing crossing improvements such as
V Signals, where a traffic study has shown that a signal will be safe
and effective. To ensure that bicyclists can activate the signal, loop
detection should be Installed in the pavement where bicyclists ride.
V Roundabouts where appropriate_
V Median refuges wide enough to provide a refuge (8 feet minimum)
and with an opening wide enough to allow bicyclists to pass through
(6 feet). The design should allow bicyclists to see the travel lanes
they must cross.
SHOULDER BIKEWAYS
Paved shoulders are provided on rural highways for a variety of safety.
operational, and maintenance reasons; they also provide a place for bicyclists
to ride at their own pace, out of the stream of motorized traffic.
When providing shoUlders for bicycle use, a minimum width of 6 feet is
recommended. This allows a cyclist to ride far enough from the edge of
pavement to avoid debris and far enough from passing whicles to avoid
conflicts. On roads with prevailing speeds over 4S mph, 8 feet is preferred. If
there are physical width limitations, a minimum 4 foot shoulder may be used.
BIKE LANES
Bike lanes are a portion of the traveled way designated for preferential use bv
bicyclists; they are most suitable on avenues and boulevards. 8ike lanes may
also be provided on rural roads where there is high bicycle use. Bike lanes are
generally not recommended on local streets with relatively low traffic volumes
and speeds, where a shared roadway is the appropriate facility. There are no
EXISTING STANDARDS
'd;:, c' -,,;;~,.~;,: .. ;;:;::{;}, 2611 ~,',
hard and fast mandates for providing bike lanes, but as a general rule, most
jurisdictions consider bike lanes on roads with traffic volumes in excess of
3,000-5,000 ADT or traffic speeds of 30 mph or greater,
Bike lanes have the following advantages:
They enable cydists to ride at a constant speed, especially when traffic
in the adjacent travel lanes speeds up or slows down (slop-and-go).
They enable bicyclists to position themselves where they will be visible
to motorists.
They encourage cyclists to ride on the traveled way rather than the
sidewalk.
Bike lanes are created with a solid stripe and stencils. Motorists are prohibited
from using bike lanes for driving and parking, but may use them for emergency
avoidance maneuvers or bneakdowns. Bike lanes are one-way facilities that
carry bicycle traffic in Ihe same direction as adjacent motor-vehicle traffic.
Bike lanes should always be provided on both sides of a two-way street. One
exception is on hills where topographical constraints limit the width to a bike
lane on one side only; the bike lane should be provided in the uphill direction
as cydists ride slower uphill, and they can ride in a shared lane In the downhill
direction,
The minimum bike lane width is S feet from the face of a curb, or 4 reet on open
shoulders. If on-street parking is permitted, the bike lane should be placed
between parking and the travel lane with a preferred width of 6 feet so cyclists
can ride outside the door zone. Streets with high volumes of traffic and/or
higher speeds need wider bike lanes (6 feet to 8 feet) than those with less traffic
or slow speeds, On curbed sections, a 4-foot (minimum 3 feet) wide smooth
surface should be provided between the gutter pan and stripe. This minimum
Width enables cydists to ride far enough from the curb to avoid debris and
drainage grates and far enough from other vehicles to avoid conflicts. By riding
away from the curb, cyclists are more visible 10 motorists than when hugging
the curb. Where on-street parking is permitted, delineating the bike lane with
two stripes, one on the street side and one on the parking side, Is preferable to
a single stripe.
Bike Lanes on Two-Way Streets
Basic bike lanes on two-way streets comprise the majority of bike lanes. They
should follow the design guidelines for width with and without on-street
parking.
Bike lanes gn One-Way Streets
Bike lanes on one-way streets should generally be on the right side of the
traveled way and should always be provided on both legs of a one-way couplet.
The bike lane may be placed on the left of a one-way street if it decreases the
number of conflicts (e.g., those caused by heavy bus traffic or parking) and if
cyclists can safely and conveniently transition in and out of the bike lane. If
sufficient width exists, the bike lanes can be striped on both sides,
Contra-Flow Bike lanes
Contra-flow bike lanes are provided
to allow bicyclists to ride in the
opposite direction of motor vehicle
traffic. They convert a one-way traffic
street into a two-way street: one
direction for motor vehicles and bikes
and the other for bikes only. Contra-
flow lanes are separated with yellow
center lane striping. Combining both
directions of bicycle travel on one
side of the stneet to accommodate
contra-flow movement results in a
two-way cycle track.
Contra-flow bike lanes are useful
where they provide a substantial
savings In out-of-dlrection travel with
direct access to high-use destinations, ~"""'''''' r-,,--""}
and safety Is improved because of reduced conflicts compared to the longer
route. The contra-flow design Introduces new design challenges and may create
additional conflict points as motorists may not expect on-coming bicyclists,
Bike lanes and Bus Lanes
In most instances, bicycles and buses can share the available road space. On
routes heavily traveled by both bicyclists and buses, separation can reduce
conflicts (stopped buses hinder bicycle movement and slower moving bicycles
hinder buses). Ideally, shared bicycle/bus lanes should be 13 feet to 15 feet
wide to allow passing by both buses and bicyclists.
Separate bus lanes and bike lanes should be considered to reduce conflicts
between passengers and bicyclists, with the bus lane at the curbside. Buses will
be passing bicyclists on the right, but the fewer merging and turning movements
reduce overall conflicts,
Buffered Bike Lanes
Buffered bike lanes provide a painted divider between the bike lane and the
travel lanes, This additional space can improve the comfort of cyclists as they
don't have to ride as close to motor vehicles. Buffered bike lanes can also be
used to slow traffic as they narrow the travel lanes. An additional buffer may
be used between parked cars and bike lanes to direct cyclists to ride outside of
the door zone of the parked cars. Buffered bike lanes are most appropriate on
wide, busy streets. They can be used on streets whene physically separating the
bike lanes with cycle tracks is undesirable for cost, operational, or maintenance
reasons.
Raised Bike lanes
Bike lanes are typically an integral portion of the traveled way and are delineated
from motor vehicle lanes with painted stripes. Though most bicyclists ride
on these facilities comfortably, others prefer mane separation. Raised bike
lanes incorporate the convenience of riding on the street with some physical
separation. This is done by elevating the bicycle lane surface 2 to 4 inches above
street level, while providing a traversable curb to separate the bikeway from
the motor vehicle travelway, This treatment offers the following advantages:
" Motorists know they are straying from the travel way when they reel
the slight bump created by the curb.
.. The mountable curb allows motorists to make turns into and out of
driveways.
" The mountable curb allows cyclists to enter or leave the bike lane (e.g"
for turning left or overtaking another cyclist).
" The raised bike lane drains towards the centerline, leaving it clear of
debris and puddles.
.. NOvice bicyclists are more likely to ride In. the bike lane, leaving the
sidewalk for pedestrians.
Raised bike lanes can be constructed at little additional expense for new roads.
Retrofitting streets with raised bike lanes is more costly; it is best to integrate
raised bike lanes into a larger project to remodel the street due to drainage
replacement. Special maintenance procedures may be needed to keep raised
bike lanes swept.
CYCLE TRACKS
Cycle tracks, also known as protected bike lanes, are bikeways located on or
adjacent to streets where bicycle traffic is separated from motor vehicle traffic
by physical barriers, such as on-street parking, posts/bollards, and landscaped
islands. They can be well suited to downtown areas where they minimize
traffic conflicts with pedestrians. Streets selected for cycle tracks should have
minimal pedestrian crossings and driveways. They should also have minimal
loading/unloading activity and other street activity. The cycle tracks should be
designed to minimize conflicts with these activities as well as with pedestrians
and driveways.
Cycle tracks can be provided on new facilities, but they require more width
than other types of bikeways. They are best suited for existing streets where
surplus width is available; the combined width of the cycle track and the barrier
is more Dr less the width of a travel lane. The area to be used by bicycles should
be designed with adequate width for street sweeping to ensure that debris
will not accumulate. Cycle tracks tend to work most effectively where there
are few uncontrolled crossing points with unexpected traffic conflicts. Cycle
track concems include treatment at intersections, uncontrolled ll'Iidblock
driveways and crOSSings, wrong·way bicycle traffic, and difficulty acceSSing or
exiting the facility at mldblock locations. There is some controversy regarding
the comparative safety of cycle tracks. Recent studies have concluded that
cycle tracks are 8S safe as other treatments when high usage is expected and
when measures such as separate signal phases for right-turning motor vehicle
and through cyclists, and left-tumlng cyclists and through motor vehicles. are
deployed to regulate crossing traffic.
Cycle tracks require at leasllO' of ROW and curb and gutter requirements. and
unlike Shared-use paths, stili require a separate sidewalk f!ldlity.
SHARED USE PATHS
Shared use paths should be a minimum of 8 feet wide with 2 feet of graded
shoulder on each side. This width is suitable In rural or small-town settings.
Generally. 12 feet of paved path Is preferred. Wider pavement may be needed
in high-use areas. Where significant numbers of pedestrians, bicyclists, skaters,
and other users use the paths. either wider pavement or separate walkways
help to eliminate conflicts. Most important in designing shared use paths Is
good design of intersections where they cross streets. These crOSSing should be
treated as intersections with appropriate treatment.
INTERSECTftONS
Intersections are junctions at which different modes of transportation meet
and facilities overlap. A well-designed intersection facilitates the interchange
between bicyclists. pedestrians, motorists, and transit so traffic flows In a safe
and efficient manner. DeSigns for intersections with bicycle fadllties should
reduce conflicts between biCYClists (and other vulnerable road users) and
vehicles by heightening visibility, denoting a clear right of way, and ensuring that
the various users are aware of each other. Intersection treatments can resolve
both queuing and merging man ewers for bicyciists, and are often coordinated
with timed or specialized signals.
Chapter 5, "Intersection Design; provides general principles of geometric
design; all these recommendations will benefit cycilsts. The configuration of a
safe intersection for bicyclists may indude additional elements s.uch as color,
signs, medians, signal detection, and pavement markings. Intersection design
should take into consideration existing and anticipated bicyclist, pedestrian, and
motorist movements. In all cases, the degree of mixing or separation between
bicyciists and other modes is Intended to reduce the riSk of crashes and increase
blcycilst comfort. The level of treatment required for bicyclists at an Intersection
will depend on the bicycle facility type used, whether blcyde facilities are
intersecting. the adjacent street function, and the adjacent land use
BIKEWAY MARKINGS AT INTERSECTIONS
Bicyde Lanes can be marked green to better denote the facllity_ Continuing
marked blcyde facilities at Intersections '(up to the crosswalk) ensures that
separation, guidance on proper positioning. and awareness by motorists are
maintained through these potential conflict areas. The appropriate treatment
for right-turn only lanes IS to place 8 bike lane pocket between the rlght-
turn lane and the rightmost through lane. If a full bike lane pocket cannot be
accommodated, a shared blcycle/risht tum lane can be Installed that places
a standard-width bike lane on the left side of a dedicated right-turn lane. A
dashed strip delineates the space for bicyclists and motorists within the shared
lane. This treatment Includes signs advising motorists and blcydists of proper
positioning Within·the lane. Sharrows are another option for marking a bikeway
through an intersection where a bike lane pocket cannot be accommodated.
BIKE SIGNAL HEADS
Bicycle signal heads may be installed at sisnalized intersections to improve
identified safety or operational problems for bicyclists; they provide guidance
for bicydists at Intersections where bicyclists may have different needs from
SOUTH MIAMI COMPLETE STREETS PLAN -2016
2711 85
other road users (e.g., bicyde-only movements and leading bicycle intervals)
or to Indicate separate bicycle Signal phases and other bicycle-specific timing
strategies. A bicycie Signal should only be used in combination with an existing
conventional or hybrid beacon. In the United States. bicycle sillnal heads
typically use standard three-lens sillnal heads in green, yellow, and red with a
stendl of a bicyde.
BICYCLE SIGNAL DETECTION
Bicyde detection is used at actuated traffic signals to alert the signal controller
of bicycle crossing dem"nd on·" particular approach. Blcycie detection occurs
either through the use of push buttons or bV automated means (e.g., In·
pavement loops, video, and microwave)_ Inductive loop vehicle detection
at many signalized Intersections Is calibrated to the size or metallic mass of
a vehlde, meaning that bicycles may often go undetected. The result is that
bicyclists must either wait for a vehicle to arriile, dismount, and push the
pedestrian button (if available), or cross illegally. loop sensitivity can be
Increased to detect bicycles.
Proper bicycie detection must accurately detect bicyclists (be sensitive to the
mass and volume of a bicycie and its rider); and provide clear guidance to
bicyclists on how to actuate detection (e.g., what button to push or where to
stand).
BIKE BOXES
A bike box Is a deslsnated area at the head of a traffic lane at a signalized
intersection that provides bicyclists with a safe and visible way to get ahead of
queuing traffic duri·ng the red signal phase. Appropriate locations indude:
f> At slinalized intersections with
high volumes of bicycles and/or
motor vehicles, especially those
with frequent bicyclist left-turns
and/or motorist right-turns
;> Where there may be right or
left-turning conflicts between
bicyclists and motorists _...,~""IOor»: .... _)
I> Where there 15 a desire to better accommodate left-turning bicycle
traffic
1!> Where a left turn is required to follow a designated bike route or
boulevard or access a shared-use path, or when the bicycle lane moves
to the left side of the street
... When the dominant motor vehicle traffic flows right and bicycle traffic
continues through (such as at a Y intersection or access ramp)
EXISTING STANDARDS
BICYCLE COUNTDOWNS
Near·slde bicycle signals may incorporate a "countdown to green" display to
prnvide information about how iong until the green bicycle indication is shown,
enabling riders to push off as soon as the light turns green.
LEADING BICYCLE INTERVALS
Based on the leading Pedestrian interval, a Leading Bicycle Intervai (lBI)
can be implemented in conjunction with a bicycle signal head. Under an LSI,
bicyclists are given a green signal while the vehicular traffic is held at all red
for several seconds, providing a head start for bicyclists to advance through
the intersection. this treatment is particularly effective in locations where
bicyclists are required to make a challenging merge or lane change (e.g., to
access a left turn pocket) shortly after the Intersection, as the lBI would give
them sufficient time to make the merge before being overtaken by vehicular
traffic. This treatment can be used to enhance a bicycle bo •.
TWO-STAGE TURN QUEUE BOXES
On right side cycle tracks, bicyclists are often unable to merge into trafficto turn
left due to physical separation. This makes the provision oftwo-stage leftlurns
critical in ensuring these facilities are functional. The same principles for two-
stage turns apply to both bike lanes and cycle tracks. While two-stage turns may
Increase bicyclist comfort in many locations, this configuration will typically
result in higher average signai delay for bicyclists due to the need to receive
two separate green signai indications (one for the through stneet, followed by
one tor the cross street) before proceeding.
COLORED PAVEMENT TREATMENTS
Pavement coloring is useful for a variety of applications in conjunction with
bicycle facilities. The primary goal of colored pavements is to differentiate
specific portions of the traveled way, but colored pavements can also visibly
reduce the perceived width of the street.
Colored pavements are used to highlight conflict areas between bicycle lanes
and turn lanes, especially where bicycle lanes merge across motor vehicle turn
lanes. Colored pavements can be used in conjunction with sharrows (shared
lane markings) In heavily used commercial corridors where no other provisions
for bicycle facilities are evident.
While a variety of colored treatments have been used, the trend is for spring
green as the preferred color for bicycle facilities of this type, especially In areas
where conflicts or shared use is intended. Maintenance of color and surface
condition are considerations. Traditional traffic paints and coatings can become
slippery. long life surfaces with good wet skid resistance should be considered.
WAYFINDING
The ability to navigate through a region is informed by landmarks, natural
features, signs, and other visual cues. Wayfindlnll is a cost-effective and highly
visible way tei improve the bicycling environment by familiarizing users with
the bicycle network, helping users identify the best routes to destinations,
addnessing misperceptions about time and distance, and helping overcome a
barrier to entry for Infrequent cyclists (e.g., "Interested but concerned" cyclists).
~£VIS:Strn:t~ ""fO'tdr;R)omtSnydtrJ
A bikeway wayfinding system is typically composed of signs indicating direction
oftravel, location of destinations, and travel time/distance to those destinations;
pavement markings indicating to bicyclists that they are on a designated route
or bike boulevard and reminding motorists to drive courteously; and maps
providing users with information regarding destinations, bicycle facilities, and
route options.
Legal Status -As of the writing of this manuat a number of the designs discussed
above. including cycle tracks, buffered bike iones next to on-street parking,
conflict zone colored bike ianes, bike bOA .. S, and colored treatments of trovel
ianes with sharrows, have nor )"'t been recognized by the Federal MUTeD aM
AASHTO and are conSidered experimental treatments. These devices appear to
be promismg Improvements in bicycle access ond safety as they have been widely
used in Eurape and expenmented with In the U.S. Any jurisdiction wishing to use
these trearments should follow the appropriate eJ(perimental procedures.
BICYCLE PARKING
Secure bicycle parking at likely destinations is an integral part of a bikeway
network. Bicycle thefts ane common and lack of secure parking is often cited
as a reason people hesitate to ride a bicycle. The same consideration should be
given to bicyclists as to motorists, who expect convenient and secure parking
at all destinations. Bicycle parking should be located In well-lit, secure locations
close to the main entrance of a building, no further from the entrance than
the closest automobile parking space. Bike parking should not interfere with
pedestrian movement.
Bike racks along sidewalks should support the bicycle well, and make it easy to
lock a U-shaped lock to the frame of the bike and the rack. The two samples
below show an "Inverted -U" rack and an art design rack: both meet these
criteria. Refer to the APBP Bike Parking Guidelines for additional information.
MAINTENANCE
Maintenance is a critical part of safe and comfortable bicycle access. Two areas
that ane of particular Importance to bicyclists are pavement quality and drainage
grates. Rough surfaces, potholes, and imperfections, such as joints, can cause
a rider to lose control and fall. Care must be taken to ensure that drainage
grates are bicycle-safe; otherwise a bicycle wheel may fall into the slots of the
grate, causing the cyclist to fall. The grate and inlet box must be flush with the
adjacent surface. Inlets should be raised after a pavement overlay to the new
surface. If this is nO! possible or practical, the new pavement should taper into
drainage inlets so the inlet edge is not abrupt.
The most effective way to avoid drainage-grate problems Is to eliminate them
entirely with the use of inlets in the curb face. This may requine more grates to
handle bypass flow, but is the most bicycle-friendly design.
IMPLEMENTATION
Implementation of a bikeway network often requires an implementation
plan. Some bikeways, such as paths, bicycle boulevards, and other innovative
techniques described in this guide, will require B capital improvement project
process, Including identifying funding, a public and environmental review
process, and plan preparation. Other bikeway improvements piggy-back onto
planned construction, such as resurfacing, reconstruction, or utility work.
The majority of bikeway facilities are provided on streets in the form of shared
roadways or bicycle lanes. Shared roadways usually require virtually no change
to existing roadways, except for some directional signs, occasional markings,
and minor changes In traffic control devices; removing unnecessary centerline
stripes is a strategy that can be implemented after resurfacing projects. Striped
bike lanes are Implemented on existing roads through use of the 5trategies
below.
RESURFACING
The cost of striping bicycle lanes is negligible when incorporated with
resurfacing, as this avoids the high cost of stripe removal; the fresh pavement
provides a blank slate. Jurisdictions will need to anticipate opportunities and
synchronize restriping plans with repaving and reconstruction plans. If new
pavement is not anticipated In the near future, grinding out the old lane lines
can still provide bike lanes.
There are three basic techniques for finding room for bike lanes:
> lane narrowing. Where all existing or planned travel lanes must be
retained, travel lanes can be narrowed to provide space for bike lanes.
Recent studies have indicated that the use of 10-foot travel lanes does
not result in decreased safety In comparison with wider lanes for vehicle
speeds up to 35 mph. Eleven-foot lanes can be used satisfactorily at
higher speeds especially where trucks and buses frequently run on
these streets. However, where a choice between a 6-foot bike lane and
an ll-foot travel lane must be made, It Is usuallv preferable to have the
6-foot bike lane. Parking lanes can also be narrowed to 7 feet to create
space for bike lanes.
Road diets. Reducing the number of travel lanes provides space for
bicycle lanes. Many streets have more space for vehicular traffic than
necessary. Some streets may require a traffic and/or environmental
analysis to determine whether additional needs or impacts may be
anticipated. The traditional road diet changes a four-lane undivided
street to two travel lanes, a continuous left-tum lane (or median),
and bike lanes. In other cases, a four-lane street can be reduced to a
two-Iane street without a center-turn lane if there are few left turns
movements. One·way couplets are good lane·reduction candidates If
they have more travel lanes In one direction than necessary for the
traffic volumes. For example, a four-lane one-way str~ can be reduced
to three lanes and a bike lane. Since only one bike la.ne Is needed on a
one-way street, removing a travel lane can free enough room for other
features, such as on-street parking or wider sidewalks. Both legs of a
couplet must be treated equally, so there Is a bike lane In each direction.
Parking Removal. On-street parking is vital on certain streets (such
as residential or traditional central business districts with little or no
off·street parking), but other streets have allowable parking without a
significant visible demand. In these cases, parking prohibition can be
used to provide bike lanes with minimal public Inconvenience.
For much of South Miami, a simple road diet will yield the space necessaiy to
create bicycle and other space for Complete Streets facilities.
UTILITY WORK
Utility work often requires reconstructing the street surface to complete
restoration work. This provides opportunities to implement bike lanes and
mOTe complex bikeways such as bike boulevards, cycle tracks, or paths. It Is
necessary to provide plans for proper Implementation and design of bikeway
facilities prior to the utility work. It is equallv necessary to ensure that existing
bikeways are replaced where they exist prior to utility construction.
REDEVELOPMENT
When streets are slated for reconstruction In conjunction with redevelopment,
opportunities eldst to integrate bicycle lanes or other facilities Into the
redevelopment plans. During redevelopment, as bicycle facUlties are
Incorporated, they should be reviewed 85 to ensure continuity from adjoining
sections of the network.
PAVED SHOULDERS
Adding paved shoulders to existing roads can be quite expensive if done as
stand·alone, capttal Improvement proJects, especially'lf ditch lines have to be
moved, or If open drains are changed to enclosed dl'!llns; But paved shoulders
can be added at little extra cost if they are Incorporated Into projects that
already disturb the area beyond the pavement, such as laying utility lines or
drainage work.
PRINCIPLES FOR ROADWAYS IN
SOUTH MIAMI
While it may seem odd to include principles for roadways In a plan which seems
to be designed towards ensuring multimodal transportation, the reality Is that
vehicular travel remains a vital component of the transportation network. It Is
not the purpose of a Complete Streets program to eliminate the automobile
entirely, but to have it coexist in a better balance with other modes of
transportation.
In designing roads for Complete Streets, the first determination Is to determine
how many lanes there should be, based on local needs or wants. A community
may choose to have less lanes, going on a road diet, while accepting that traffic
SOUTH MIAMI COMPLETE STREETS PLAN -2016
2911 S<;
may worsen as a result. Floridian communities with traffic concurrency, like
South Miami, will have to adopt LOS F standards for aU Its roadways. For South
Miami, this is already the case.
For South Miami, after determining the amount of travel lanes, It is Important
to only asSign the space necessary for the roadway, allowing for additional room
for the other modes. In other dties, review of plans find that travel lanes can
range from 11 feet to 14 feet. Vet, on a local roadway, the minimum standard is
10 feet. For Collectors and Arterials, the standard Is 11 feet. While higher speed
would require mo~e space, in some parts of South Miami, a shift in the space
utilized for travel lane will allow for multimodallnfrastructure to be emplaced.
In many cases, the City can therefore hold to the principle of allOwing adequate
fiow-through without compromising multi-modallty.
Additionallv, because roadways do Interact with pedestrians and bicyclists, the
design offuture roadways on a Complete Street network should ensure visibility
for both driVer and pedestrian or cyciist. Achieving this may require improving
safety at conflict points, such as the Implementation of safe crossings and
improved lighting In the community.
Speed also is important. ReseaRCh shows that the higher the speed, the more
likely for a pedestrian fatality with impact. While this Is inherently obviOUS, the
exponential nature of the curve shows that the likelihood of serious injury or
death greatly riSes when the speed goes above 20 mph. Going from 20 mph to
40 mph changes the survival rate from 85% to 15%. Control of speed through
the usage of traffic calming, and reduction of conflict points are tools which
can be utilized to promote safety In South Miami.
PRINCIPLES OF DESIGN fOR
TRANSIT
Principles of design for transit primarily revolve around the provision of bicycling
and pedestrian infrastructure from an initial standpoint. After all, transit is one
of those modes where one generally may need to travel the "first-and "last"
mile to and from their destination. Transit accessibility Is heavily dependent on
the provISIon of slife' environments to access pltk-up pOints. For bicycle riders,
the level of safetY and accessibility will dictate whether bicycling Is a viable
mode of transportation; further, planning for bicycle connections to transit
allows for a reduction in the need for parking speces, which are more expensive
and space consuming.
Once there, amenities such. as shelter from the elements in case of rain, places
to sit and rest. trash cans to ensure cleanliness -an aspect of comfort; and at
times, availability of transit Information all serve to make transit a more usable
mode, To emplace these shelters or benches and Information spaces, space
must be provided; otherwise, these amenities would end up in the sidewalk or
Impeding the pedestrian or bicycle path oftrave!. As a general rule of thumb,
the provision of bus amenities should be emplaced based on the headways,
as this indicates the potential wait time a person will have. Benches should be
emplaced at stops with longer than 5 minute headways. Shelters should be
"""··'0.·.·, , ..
EXISTING STANDARDS
~~~¥H~~~ 301185
emplaced at stops with 10 minutes or greater headways. All of South Miami's
bus stops thus should be equipped with a bus shelter, space permitting.
Transit stops should be easily accessible. ADA compliance, allowing forfandlng
pads for wheelchairs and appropriate ramps, and safe access, lndudlng
appropriate places to cross before and after bus travel, are both vital as well.
8us stops can be located at various areas of a roadway. Three locations for bus
stops are far-side, near-slde, and midblock. Each has Its own benefits:
". Far-side bus stoPS: Far-side bus stops are the most common type, and
are generally preferred for safety reasons. These bus stops are located
after the intersection, past the crosswalk. Thus, this allows pedestrians
to cross behind a bus after alighting. Also, these pedestrian who do
cross are not being blocked visually by the bus -this increased visibility
allows for increased safety.
Near-side· bus stops: Near-side bus stops are generally used when
far·side stops are nOt feasible. Located before an intersection and
crosswalk, this causes pedestrians to have to cross in front of the bus.
However, there are situations where the near-side stop provides better
access to specific pedestrian destinations.
Midblock bus stops: Midblock bus stops are located in the middle of
the block segment; are generally used in areas where there are long
blocks, when there are important destinations in the mid block area,
and with transfer points or locations where there is a need to allow
multiple buses to pull into ta stop.
Of course, there is also the vehicular aspects of bus transit to consider. Is there
space for people for wait for a bus? Is there space to safely boand? Generally,
bus stops spaces should be designed with readership demand in mind.
How many people are being picked up at the bus stops? In a heavily urbanized
area, there will be a longer queue, and thus a longer time. In a suburban area,
with less denSity, the opposite is true. Each person also creates a needed
boarding time which will not only affect the bus schedule, but also increases
the need for a bus pull-in 50 that the stopped bus does not impeded travel flow.
Various options exist to help develop transit systems. With bus transit, the
usage of vehicular lanes is a necessity. However, whether the bus system
shares or does not share with the private vehicle is another consideration.
With appropriate spacing, bus lanes can be included. And ultimately, as the City
develops, the busiest transit lines should be considered for dedicated bus lanes.
The following, from the Los Angeles County Living Street Manual, provide
BUS BULBS
Bus bulbs are curb extensions that extend the length of the transIt stop on
streets with on-street parking. They improve transit performance by eliminating
the need for buses to merge Into mixed traffic after every stop. Thev allio
facilitate passenger boarding by allowing the bUSfO align directly with the curb;
waiting passengers can enter the bus Immediately after It has stopped. They
1m prove pedestrian conditions by providing additional space for people to walt
for transit and by allowing the placement of bus shelters where they do not
conflict with a sidewalk's pedestrian zone. Bus bulbs allio reduce the crossing
distance of a street for pedestrians if they are located at a crossing. In most
situations, buses picking up passengers at bus bulbs block the curbside travel
lane; but this is mitigated by the reduced dwell time, as it takes less time forthe
bus driver to position the bus correctly, and less time for passengers to board.
One major advantage of bus bulbs over pulling over to the curb is that they
require less parking removal: typically two on-street parking spots for a bus
bulb instead of four for pulling over.
The following conditions should be given priority for the placement of transit
bus bulbs:
Where transit performance is significantly slowed by the transit
vehicle's merging into a mixed-flow travel lane
Roadways served by express or Bus Rapid Transit (BRT) lines
<-Stops that serve as major transfer points
,. Areas with heavy transit and pedestrian activity and where narrow
sidewalks do not allow for the placement of a bus shelter without
conflicting with the pedestrian zone
Bus bulbs should not be considered for stops with any of the following:
'" A queue-jumping lane provided for buses
" On-street parking prohibited during peak travel periods
Near-side stops located at intersections with heavy right-turn
movements, except along streets with a "transit-first" policy
Characteristics
At a minimum, bus bulbs should be long enough to accommodate all doors of
a transit vehicle to allow for the boarding and alighting of all passengers, or
be long enough to accommodate two or more buses (wtth a 5-foot clearance
between buses and a 10-foot clearance behind a bus) where there Is frequent
service such as wtth SRT or other express lines. 8us bulbs located on the far
side of a signalized Intersection should be long enough to accommodate the
complete length of a bus so that the rear of the bus does not intrude into the
intersection.
Slandard TransIt IIl!hlde _ TmnsIt Bus BIdb Dimensions
BUS LANES
Bus lanes provide exclusive or semi-exclusive use for transit vehicles to improve
the transit system's travel time and operating efficiency by separating transit
from congested travel lanes. They can be located in an exclusive right-at-way
or share a roadway right-of-way. They can be physically separated from other
travel lanes or differentiated by lane markings and signs.
8us lanes can be located within a roadway median or along a curb-side lane,
and are identified by lane markings and signs. They should generally be at least
11 feet wide, but where bicycles share the lane with buses, 13 to 15 feet wide ;s
preferred. When creating bus lanes, cities should consider the following:
" Exclusive transit use may be limited to peak travel periods or shared
with high-occupancy vehicles.
» On-street parking may be allowed depending on roadway design,
especially with bus lanes located in the center of the street.
,. A mixed-flow lane or on-street parking may be displaced; this is
preferable to adding a lane to an already wide roadway, which increases
the crossing distance for pedestrians and creates other problems
discussed In other chapters.
" Within a mi~ed-flow lane, the roadway can be delineated by striping
and signs.
" High-occupancy vehicles and/or bicycies may be permitted to use bus
lanes.
Pedestrian access to stations becomes an issue when bus lanes are located in
roadway medians.
ACCOMMODATING LIGHT RAil, STREET CARS, AND BUS RAPiD
TRANSIT (BRT)
A growing number of streets have light rail lines, street cars, or BRT. These need to be carefully designed into the street.
The following standards are included should South Miami need to consider BRT or other fadllties In the future.
The various options for accommodating light rail. street cars. and BRT within streets are as follows:
Center~running
Two-way split-side, with one direction of transit flow in each direction
, Multi-waV Y I Boulevard N* y y N
: -~
Avenue Y' y y. Y y.
N y y y N"
rvctes
Y = Recommended street type/transit configuration combination
N = Not recommended/possible street type/transit configuration combination
"Denores configurations that mat be possible under certain Circumstances, but are not usually optimal
501,11Qf: lntfONRIMoJrnmttt1llD(Jl'tICn~DI!SqlD1lAFf~Popt!f~OyIm'Cimtt!r.ft:I~~,updD!eu,'MJwm'lbt!rtNZJ7,
N
N
N
SOUTH MIAMI COMPLETE STREETS PLAN -2016
311/ S';
Two-way single-side, with both directions of tranSit flow on one side of the street right-of-way
." One-way single-side, with transit running one direction (either with or against the flow of vehicular traffic) and
usually operating in a one-way couplet on parallel streets.
For each configuration, transit can operate in a reserved guideway or in mixed street traffic. When installing light rail or
street cars within streets, the safety of pedestrians and bicyclists needs to be fully provided for. If poorly designed, these
transit lines introduce hazards and serve to divide neighborhoods where crossings are highly limited and/or difficult or
inconvenient (see Chapter 7, ·Pedestrlan Crossings" for more guidance). In general, in areas of high pedestrian actlvitv.
the speed of the transit service should be compatible with the speed of pedestrians.
The potential for each configuration is Influenced by the street type. Some transit configurations will not work effectively
In combination with certain street types. The table below outlines the compatibility of each configuration with the four
street types.
v· y
y y
y y
~ ..
....
~ uu
C
THE DESIGN MANUAL
COMPLETE STREETS
Complete Streets, as mentioned earlier in the pan, are designed for people of
all ages and physical abilities, regardless of the travel mode taken -walking,
biking, transit, or driVing. The implementation of Complete Streets therefore
requires the organization of space based on the needs of these four spaces.
The facilities which allow for each mode to be a Viable choice starts with the
minimum design standards, which are based on engineering to ensure safety,
mobility, and accessibility. This design manual is based on exactly that -It Is a
set of engineering standards for the elements of the pedestrian, transit, bicycle,
and roadway infrastructure, in order to effect an organized, structure approach
to implementing these faCilities. The standards within took Into account
Miami-Dade County and Florida Department of Transportation requirements,
which the City of South Miami must adhere to, in order to create a plan which
provides guidance for the implementation of Complete Streets when there
are questions. In looking at the standards, the Florida DOT Plans Preparations
Manual, Green Book, and Miami-Dade regulations were all considered along
with AASHTO requirements.
The development of the Design Manual took Into account not only the
standard minimum, but the potential options for facilities which will encourage
walking and pedestrian activities, arid by extension, MActive Transportation." In
reviewing other plans, it was inherent that sufficient space which exists, but
is not organized for this purpose, had to be set aside in the future for these
facilities to be implemented. To create this "Flex Zone" that will allow for
amenities such as bicycle racks and landscaping. which encourage bicycling
and pedestrian behavior, the thought was to minimize the space In order to
maximize the space for alternative modes of Infrastructure.
This plan recognizes the need for vehicular travel within and through the
community of South Miami. It started off by still noting the need for travel lanes,
but essentially effects a road diet on existing lanes to reorganize space, so that
where it can, the City can look to exceed the minimum standards for altemative
modes in order to create a better facility that was great and encouraging of a
shift In behavior, not one that was merely rigidly adequate. Even for alternative
modes, minimum standards such as 4' bicycle lanes exist, but If we take the
prinCiples espoused earlier in this report, comfort necessitates an effort for
more than the minimum standards to exist.
In developing this Manual, a review of the various roadways and associated
urban form led to discussion on the interactions between land use, the
availability of transportation right-of-way, and urban design. We have to
recognize that, even by looking at the land, a single family bungalow Is not
going to have the same needs as an urban area with restaurants along what
should be a walkable neighborhood. A local road is not going to have the same
space availability or usage density as an arterial roadway. Taklns these into
conSideration, the Design Manual spilt up the standards based on community
qualities. The resulting plan Is therefore organized by:
.. Location within South Miami
.. Facility Type
Mode
There are therefore 9 sections, 3 categories each based on urban form and
land use (T-3 Suburban, T-4 General Urban, and T-S Urban Center), with each
of these categories then further divided into three types by roadway (Local,
Collector, and Arterial).
The resulting plan provides the City a look at how space can be reorganized
for the smallest roadways within each functional classification (Local, Collector,
and Arterial) within the City. For Jarger roadways, the extra right-of-way may
be taken up bV the number of lanes and medians, with the remainder going
to the Flex Zone. This is particulariy Important as within every design plan,
design constraints lead to tradeoffs, and there is need to recognize that street
frontages are important. Creating this space thus assigns Importance to the
ideas behind Complete Streets. This space, in the future, wHi be designed and
filled from a menu of options, which the City can expand upon over time. These
Flex Zone items, Include different options for transit, parking. seating, and
others and these amenities' associated spatial requirements, so that the City
can apply them functionally and geographically as warranted by the needs of
the iocal community.
SOUTH MIAMI COMPLETE STREETS PLAN -2016
33118';
I
I
;
T -3 SUBURBAN TRANSECT
Generally, the T-3 Suburban district for this Plan includes the southeastern, nothern, and west portions 01 the City. These
areas generallv have single family residences of varying but generally low density. In South Miami, the nBture of the
existing right 01 way tends to vary, but generallv, there are large setbacks from the property lines. Sidewalks exist in some
parts of the current T-3 area, but in other areas they are absent. The map to the right notes the areas in South Miami
designated as T-3 for the purposes of this Plan.
T-3 is primarily suburban and is characterized by single-family reSidential uses with walkable development patterns and
dominant landscape pattems. Almost two-thirds of South Miami consist of low density residential districts with detached
single-family developments connected through local streets. This type of development Is usually linked to varying front
and side yards, and frontage types such as lawns, porches, fences and landscaping.
Development within the T-3 Suburban area for South Miami generally include single famllv residential designations. In
the future, this should remain the same. Transect 3 zones may also include institutions such as schools servicing the local
neighborhood.
Needs within Transect 3 identified within the South Miamllntermodal Transportation Plan Include:
" Shared-Use Paths
,~ Neighborhood Greenways
,. Neighborhood Greenway Crossing Treatments
" New'sidewalks
'> Crosswalks
Green Bike lane and/or Bike Boxes
;, Neighborhood traffic circles
" Traffic circles
(!J
SOUTH MIAMI COMPLETE STREETS PLAN -2016
35118,
of. South Miami
T·'
....... ' _ --LDcaI_ . 80uIh Miami
... ~-~ -OIIIIlrSll8e1s __
PlaparodBy:' <",,:,..-,':~.'" J "'r,:? ...... 'J:. _IS
tt m'" J ~~ >. I ~
z
m!:!
~
-g ~b ui
Q.
Z •• 'l
I!l ", Vi :::: w '" 0 '"
:~ Ii
l 1\,_
~:I!i
r~
\t4l
)8 ~
i_~
Ji
~)
Vehicle
FLEX lONE
Blt:ydfng
Transit
40' .. 50'
Transit (Bus)
TRAVEl Vehlde
LANE
Bikes
Pedestrian
See Optional
None required
10' Minimum for Travel Lanes
None required
Crosswalks within 0.25 miles of a school or as Identified
within a Safe RoUles to School Plan should be high emphasis
SOUTH MIAMI COMPLETE STREETS PLAN -2016
3711 S'i
Landscaping or Swale
Benches
Bicycle Parkins
Shared-use path (S' minImum. replaces sidewalk)
TransIt wayflndlng slgnoge
None required
2' curb and JlUtter (Flex zone area will be reduced to 3' for 40' R/W
and 7' for 50' R/W)
COnsider on appropriate circumstances: Roundabout, curb
extensions/ bump outs, parallel parkins. speed humps, raised table
Intersections, chicanes and dlverters
Sharrow/Shared Lane
In street pedestrian crossing lighting
(when appropriate)
Marked crosswalk at controlled Intersections
(10' Min. width) when approprlale
Parking Spaces
Bike Lanes
Bus TumoulS
Bus shelters and Benches
Bike Lanes
N/A
DESIGN PLAN
f0:;,~*~:~~i~iW~. 38//~6
SetBack DependIng
..,zontng
R/W
VARIES
5.0' TO 8.0'
Green
VARIES
5.0' 10 9.0'
FlexZ-Trawl Lane Trawl Lane
VARIES
5.0' TO 9.0'
FlexZ-
VARIES
5.0' T06.O'
GIllen
"'I .. 2O,V~I~O' ~ I .. 2O'V~I~O' ~ I·
THe
COPI,,{/\OINO C;F,OUP -----.: 1 .. "."-0-" • ", ••. ,~ •• ,. '·,e~·'~'" '.' ," .< .• , ., •• , ""'~""~'-': ",. '~"'i,,,
SetBack DependIng
onZDnlng
40'-50'
Pedestrian/Sidewalk
FLEX ZONE
TRAVEl
LANE
Vehicle
Transit
Transit (Bus)
Vehicle
BIIIes
Pedestrian
See Optional
None required
10' Minimum for Travel Lanes
None required
Crosswalks within 0.25 miles of a school or as Identified
within a Safe Routes to School Plan should be high emphasis
SOUTH MIAMI COMPLETE STREETS PLAN -2016
39/1 85
llIndscaping or Swal.
Benches
Blevel. Parlelns
Shared-use path IS' minimum, replaces sidewalk)
Transit waYfindlnll Sliineae
None required
2' curb and autter (Flex zone area will be reduced to 3' for 40' R/W
and l' for SO' R/W)
Consider on appropriate circumstances: Roundabout. curb
extensions! bump outs, parallel parking. speed hump., raised table
Intersections, chicanes and dlverters
Sharrow/Shared llIne
In street pedestrian crossing lighting
Iwhen appropriate)
Marked crosswalk at controlled Imersettlons
(10' Min. width) when appropriate
Parklna Spaces
Bike Lanes
Bus Turnouts
Bus shelters and Benches
N/A
Bike llInes
N/A
DESIGN PLAN
TJt;~ ·:"r"¢',,%:!;~::~i~.:r7g;!"~ 40118 f)
Set Back DependIng
onlan!ng
RIW
VARIES
6.O'T08.o'
SIdewalk
VARIES
8.0' TO 18.0'
FlltxZlme TIIIVIIII..ane Travel Lane
VARIES
8.0' TO 18.0'
FIItx ZIme
VARIES
6.0'T08.0'
SId8waIk
SelIlal:k DapandIng
onlGnlng
UNE
VARIES I VARIES • ~I c 25' TO 35.0' ;,. l1li( 25' TO 35.D' .. I
TI-II::
COr"f~:!\DINO C',f"OUP -~.-.-.-.------... --------.~------,----~-
,"'''.' -"" , •• ;."""~ • I',' ,el'.", . .""')~' "" (. :"~r:." . 1.'1-'"),.,.",.1,, ~" .. dr:I";'
Pedestrian/Sidewalk
Dimensions
Vehlde
. Pedestrian
FLEX ZONE
Bicycling
50'-70' Transit (Bus)
Transit (Bus)
Vehicle
TRAVEL lANE
Bikes
Pedestrian
6' sidewalk for 50' R/W
8' sidewalk for 70' R/W
8' for SQ' R/W; 16' for 70' R/W
None required
Curb ramps as necessary
Pedestrian lighting
Optional
At bus stops: A boarding and alighting area of 8' (measured from the curb)
by 5' (measured parallel to the roadway) shall be provided and shall be
connected to streets, sidewalks, or pedestrian paths by an accessible
route.
None required
11' Minimum for Travel Lanes
Optional
Marked crosswalk at controlled Intersections (10' Min. width)
Pedestrian sign crossings
Crosswalks within 0.25 miles of a school or as identified within a Safe
Routes to School Plan should be high emphasis
SOUTH MIAMI COMPLETE STREETS PLAN -2016
41/1 So
Parallel parking 7' min when next to curb and gutter
For high pedestrian areas street furniture should be provided
Landscaping or Swale
Bicycle Racks
Shared-use (Merge with Sidewalk, min. 10' total)
Bus Shelters
Bus Benches
Transit Signage
Transit Signage
N/A
Consider on appropriate circumstances: Roundabout and curb extensions/
bump outs
• 2' curb and gutter (Furnishing area will be reduced to 6' for 50' R/W and
14' for 70' R/W)
Bike
Uncontrolled mid-block crosswalks (when appropriate)
Pedestrian Hybrid Beacons (when appropriate)
Rectangular rapid flashing Beacon (when appropriate)
In street pedestrian crossing lighting (when appropriate)
N/A
N/A
N/A
Bus Turnouts
N/A
N/A
N/A
N/A
100' SW72nd
Street
Pedestrian/Sidewalk
Vehicle
Pedestrian
FLEX lONE Bikes
Transit (Bus)
Vehlde
Bikes
TRAVEL LANE
Pedestrian
at Crossings
For high pedestrian areas street furniture should be provided
Pedestrian lighting'
Bus Shelters
A boarding and alighting area of S' (measured from the curb) by 5'
(m •• sured parallel to the roadway) shall be provided and shall be
to WeelS, sidewalks, or padestrlan paths byan
route.
Transit Information and Wayflndlng
If Bike Lan." Bicycle Boxes at SlgnallU!d Intersections
Marked crosswalk at controlled Intersections (10' Min. width)
Pedestrian Signal at Crossings
In street pedestrian crossing lighting (when appropriate)
within 0.25 miles of a school or .,Identlfled within a
to School Plan should be high emphasis
SOUTH MIAMI COMPLETE STREETS PLAN -2016
4311 8',
Parallel parklng S' min width (7' min when next to curb and gutter'
Landscaping
Benches
Bus Turnouts (10' width w/curb and gutter, 12' otherwise, require,
narrowing of sidewalk at pulHn location)
For Heavy Bike use, bike signal accomodatlons should be considered
N/A Uncontrolled mid block crosswalks
laO'
DESIGN PLAN
44 II l,c,
Pedestrian/Sidewalk
SW 56th
Street
FLEX ZONE
TRAVEL LANE
Vehlde
Pedestrian
Bikes
Transit (Bus)
Vehicle
Bikes
Pedestrian
Pedestrian
Wayfindlng
A boarding and alighting area of S' (measured from the curb) by 5'
(measured parallel to the roadway) shall be provided and shall be
connected to streets, sidewalks, or pedestrian paths by an
accessible route.
Transit information and Wayfinding
at controlled Intersections
110' Min. width)
Pedestrian Signal at CroSSings
In street pedestrian crossing lighting (when appropriate)
Crosswalks within 0.25 miles of a sthool or as identtfied within a
Safe Routes to School Plan should be high emphasis
Parallel parking S' min width (7' min when next to curb and suttar,
Pedestrian SOacons (whon appropriate'
Rectangular rapid flashing Seacon (when appropriate'
Benches
For Heavy
Cycle Track (South Side· Add 7' to 12' used by shared use path (la'
bike lanes, 5' for pedestrian path, 4' for curb and gutter and buffer)
Blcyde Parking
Colored Pavement In Bike Lanes (If Bike Lane)
If Bike Lanes, Bicycle Boxes at Signalized Intersections
Uncontrolled mid block crosswalks (when appropriate)
Controlled mid block crosswalks Iwhen appropriate)
N/A
Bike Lane
Bus Turnouts
N/A
N/A
70' SW67th
Avenue
Pedestrian/Sidewalk
Pedestrian
FLnZONE
Bikes
Transit (Bus)
Vehlde
Bikes
TRAVEL LANE
Pedestrian
S'sldewalk
Pedestrian Lighting
For high padestrlan areas street fumlture should be provided
Sus
A boardlns and anahtlng area of S' (malSured from the eurbl by 5'
(measured parallel to the roadway) shall be provided and shan be
connected to streets, sidewalks, or pedestrian paths by an
Transit Information and Wayfindlna
Colored Pavement in Bike Lanes
Bicycle so •• s at Signalized Intersections
Pedestrian Sisnal at Crossings
In street pedestrian crosslnsllghtlng (when appropriate)
Crosswalks within 0.25 miles of a school or as Identified within a
SChool Plan should
SOUTH MIAMI COMPLETE STREETS PLAN -2016
451185
For
Bus Turnouts (10' width w/curb and gutter, U' otherwise, requires
narrowing of sidewalk at pul~in location)
Controlled mid block crosswalks (when appropriate)
N/A
T-4 GENERAL URBAN AREA
Generally, the T-4 General Urban district for this Plan indudes the parts of the eastern and southeastern portions ofthe City,
and is adjacent to the T-S Urban Center area, sharing many similar characteristics. In South Miami, the nature of the existing
right of way tends to vary in T-4 as with T-3, but generally, there are less setbacks from the property lines. Sidewalks exist in
most parts of the current T-4 area, and because of the higher intensity of land use, these areas should expect more traffic,
including more pedestrian and bicycle use in the future. The map to the right notes the areas in South Miami designated 85 T-4
for the purposes of this Plan.
T-4 is characterized by a mix of housing types including attached units with a range of commercial and civic activity at the
neighborhood and community scale. This zone can be considered a middle point between a suburban environment with the
benefit of walkability to a fairly more dense and dynamic urban setting.
Development within the T-4 General Urban area for South Miami generally includes some single family reSidences, although in a
more compact pattern than with T-3 Suburban Area, such as with duplexes and multi-story townhouses. The T-4 General Urban
~.rea within South Miami is notable because it makes up about half of the CRA area. The T-4 General Urban Area also include
areas planned for limited commercial/residential, mixed·use reSidential/commercial, residential office, and education buildings
as noted in the Future Land Use Map.
Needs within T-4 General Urban Area identified within the South Miami Intermodal Transportation Plan Indude:
New sidewalks
•. Signage and wayfinding
" Trees and green space to provide shade, buffer pedestrians from passing vehicles and provide aesthetic enhancements
Neighborhood greenways
-, Neighborhood Greenway crossing treatments
:> Standard and buffered bicycle lanes
r.~ 5harrows
Green Bike lane and/or Bike Boxes
Traffic Circles
SOUTH MIAMI COMPLETE STREETS PLAN -2016
47118'>
City of South Miami
T-4Areas
<e'''.-. _ --LocoIRoad. South,...."
COI18CIOt -OlherS1reotB g _
_ eelB",
SO'
Pedestrian/Sidewalk
Flex Zone
TRAVEL
LANE
Dimensions
Vehicle
Pedestrian
Bicycling
Transit IBus)
Transit
Vehicle
Bikes
Pedestrian
8' sidewalk
10' R/W
None required
Pedestrian Ughtlng
None required
None required
None required
10' Minimum for Travel lanes
2' curb and gutter
None
Marked crosswalk at controlled Intersections (10' Min. width)
Pedestrian Signal Crossings
In street pedestrian crossing lighting (when appropriate)
SOUTH MIAMI COMPLETE STREETS PLAN -2016
49//85
N/A
For high pedestrian areas street furniture
Pedestrian Signal Crossings
landscaping or swale
be provided
Pedestrian Hybrid Beacons (when appropriate)
Rectangular rapid flashing Beacon (when appropriate)
Bike lanes (4' minimum each lane)
Shared-Use Path
Transit Wayfindlng
Consider on appropriate circumstances: Roundabout, curb
extenSions/ bump outs, parallel parking. speed humps, raised
table Intersections. chicanes and diverters
uncontrolled mid block crosswalks (when appropriate)
Parallel parking (7' Width K 22' length)
N/A
N!A
Bus shelters and Benches
N/A
N/A
Vehlde
Pedestrian
FlEX ZONE
Bikes
70'
Bus
Vehicle
TRAVEL LANE Bikes
Pedestrian
Pedestrian Ughtlng
For high pedestrian areas street furniture should be provided
Bicycle Racks
Wayfinding
A area from the 5'
(measured parallel to the roadway) shan be provided and shall be
connected to streets, sidewalks, or pedestrian paths by an accessible route.
Transit Wayfindlng
la' un-raised median (As needed, If not. add to Flex Zone)
2' curb and gutter
In street pedestrian crossing lighting appropriate)
Marked crosswalk at controlled Intersections (la' Min. width)
Crosswalks within 0.25 miles of a school or as identlfled within a Safe
Routes to School Plan should be high emphasis
Pedestrian Signal Crossings
SOUTH MIAMI COMPLETE STREETS PLAN -2016
511/ A,
Wayfinding
Wayfinding
Benches
Landscaping or Swale
Pedestrian Hybrid Beacons (when appropriate)
Rectangular rapid flashing Beacon (when appropriate)
For Heavy Bike use, bike signal accomodatlons should be considered
Bus Tumouts gutter,
nanrowing of Sidewalk at pul~ln location)
Bus Shelter
Bus Benches
extensions! bump outs
requires
appropriate)
Controlled mid block crosswalks (when appropriate)
N/A
DESIGN PLAN
~t~:;~f.·Altrt~rJ~.L~j;~. 52/1 tEl
10.0'
Sidewalk'
12.0'
Flax Zone Travel lane
12.0' 12.0' 28.0' -----!)Ioo __ t-f--..;.;;;;;;...--.... -I
Flax Zone Sharad-usa paUl Travel Lane
~--~---------------------M#------------------------__ -+~-----------------------M~/_------------__________ ~~~
.. __ ._ .. " rl-l,:
_,~ ',' COF:I-:/\DINO GI::OUIC)
._ " t) ",' Aj, .... e· '"I''' "'.. 'A ."~,"' "",",.,
RlWUNE
100' SW72nd
Street
Pedestrian/Sidewalk
Vehicle
Pedestrian
FLEX ZONE Bikes
Transit IBus)
Transit IBu5)
Vehlde
Bikes
TRAVEL lANE
Pedestrian
Pedestrian Signals at Crossings
For high pedestrian areas street furniture should be proylded
Pedestrian Ughtlng
Wayflndlng
Bus Shelters
A boarding and alighting area ofB' (measured from the curb) by S'
(measured parallel to the roadway) shall be provided and shall be
connected to streets, sidewalks, or pedestrian paths by an accessible
route.
Transit Information and Wayflndlng
None Required
11' Minimum forTravel Lanes
16' Minimum Median Width (3S mph) (Raised)
S' bike lanes (Or option -See Flex Zone, Optional CrIteria)
(If Bike Lane)
Bicycle Boxes at Signallted Interseatons
Marl<ed crosswalk at controlled Intersections
(10' Min. Width)
Pedestrian Signal at CrOSSings
In street pedestrian crossing lighting (whan appropriate)
Crosswalks within 0.25 miles of a school or as Identified within a Safe
Routes to School Plan should be high emphasis
SOUTH MIAMI COMPLETE STREETS PLAN -2016
531185
Parkets
landscaping
Benches
Bicycle Parking
Shared-Use (Use 2' from Fie. Zone, add to sidewalk)
Cvde Tracks (Requires 9' adlfrtion to the 10' sidewalk; 10' for bicycle
I
Bus Turnouts (10' width w/curb and gutter, 12' otherwise, requires
narrowing of sidewalk at pull-ln location)
Bus Lane
(Same dimensions as with Vehicular Trayel Lanes)
2' curb and gutter (sidewalk will be reduced to 6')
Conolder an appropriate drcumstances: Roundabout
For Heavy BIke use, bike slgnalaccomodatlons should be (:onsldeowl
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Uncontrolled mid block crosswalks
DESIGN PLAN
~-)i',~~~r:':-fI '.~',~ ~~,~9h 54 ! / s;
Pedestrian/Sidewalk
100' SW56th
Street
FlEX lONE
TRAVEL lANE
Vehicle
Pedestrian
Bikes
Transit (Bus)
Transit (Bus)
Vehicle
Bikes
Pedestrian
Pedestrian Lighting
Wayfindlng
Bus Shelters
A boarding and alighting area of 8' (measured from the curb) by 5'
(measured parallel to the roadway) shall be provided and shall be
connected to streets, sidewalks, or pedestrian paths by an accessible
route.
Transit information and Wayfinding
None Required
11' Minimum for Travel Lanes
N/A
Marked crosswalk at controlled Intersections
(10' Min. width)
Pedestrian Signal at Crossings
In street pedestrian crossing lighting (when appropriate)
Crosswalks within 0.25 miles of a school or as identified within a Safe
Routes to School Plan should be high emphasis
Rectangular rapid flashing Beacon (when appropriate)
Benches
For Heavy Bike use, bike signal accomodations should be
considered
Cycle Track (South Side -Add 7' to 12' used by shared use
path (10' for two bike lanes,S' for pedestrian path, 4' for
and gutter and buffer)
Bus Lane (Same dimensions as with Vehicular Travel Lanes)
Median (15.5' -take from Flex Zone)
4' bike lanes (North Side -Take from Flex Zone)
Colored Pavement In Bike lanes (If Bike Lane)
If Bike lanes, Bicycle Boxes at Signalized Intersections
uncontrolled mid block crosswalks (when appropriate)
Controlled mid block crosswalks (when appropriate)
N/A
Bike Lane (South Side)
Bus Turnouts
N/A
N/A
70' SW67th
Avenue
FLEX lONE
TRAVEL lANE
Vehicle
Pedestrian
Bikes
Bus
Transit (Bus)
Vehicle
Bikes
Pedestrian
None Required
Pedestrian Lighting
For high pedestrian areas street furniture should be provided
Wayflndlng
Bus Shelters
A boarding and alighting area of S' (measured from the curb) by S'
(measured parallel to the roadway) shall be provided and shall be
connected to streets, sidewalks, or pedestrian paths by an accessible
route.
Transit information and Wayfinding
None Required
11' Minimum for Travel lanes
5' lanes
Colored Pavement In Bike lanes
Bicycle Boxes at Signalized Intersections
Marked crosswalk at controlled Intersections (10' Min. width)
Pedestrian Signal at Crossings
In street pedestrian cl'DS5inglightlng (when appropriate)
Crosswalks within 0.25 miles of a school Dr as Identified within a Safe
Routes to School Plan should be high emphasis
SOUTH MIAMI COMPLETE STREETS PLAN -2016
SS /185
Parallel parking S' min wid~h (7' min when next to curl. and
gutter)
Pedestrian Hybrid Beacons (when appropriate)
Rectangular rapid flashing Beacon (when appropriate:
Benches
landscaping
For Heavy Bike use, bike signal accomodations should be
considered
Bicycle Parking
Bus Turnouts (10' width w/curb and gutter, 12' otherwise,
requires narrowing of sidewalk at pull-In location)
Consider on appropriate circumstances: Roundabout
Uncontrolled mid block crosswalks (when appropriate)
Control.led mid block crosswalks (when appropriate)
N/A
N/A
N/A
N/A
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T -5 URBAN CENTER
Generally. the T-5 General Center district for this Plan includes the center. already more built up areas of the Oty, and
emcompasses the area around the Hospital, City Hall, and most importantly, the MetroRail station. In South Miami, the nature
of the existing right of way tends to be very constrained in the T-5 area, as it is in other cities. Setbacks in T-5 areas tend to be 0,
and sidewalks are flush with the building entrances, such as can be seen with the storefronts of Sunset Place. The area is built
to be the core of the City, and community activities such as festivals can be found here. Sidewalks exist throughout all parts
of the current T-S area, and because of the higher intensity of land use, these areas should expect the highest levels of traffic
within the City. including more pedestrian and bicycle use in the future. The map to the right notes the areas in South Miami
designated as T-5 for the purposes of this Plan.
T-S typical development is characterized by attached housing types such as mixed-use development with a strong retail and
entertainment emphasis on the ground floors and an equal mix of residential and/or commercial office or services on the upper
floors. A big presence of pedestrian activity and transit service are also common.
Development within the T-5 Urban Center Area for South Miami generally include those that can be developed under future
land use designations for multistory residences, such as those to be found in the Multiple Family Residential and Mixed-Use
Commercial residential areas. T-5 area commercial developments are tall and have larger building footprints, such as with
Sunset Place, and area indudes Public and Institutional uses. The T-5 Urban Center Area within South Miami Is notable because
it makes up about half of the CRA area, and Is located around the existing dvic center, hospital, and future transit oriented
development_
Needs within the T-5 Urban Center Area identified within the South Miami Intermodal Transportation Plan Indude:
Pedestrian wayfinding sign system within downtown to identify streets, walking routes and direct pedestrians to pOints
of interest
~ Street furniture such as benches, trash receptacles, bicycle racks and shelters_
Bus stops and bus shelters
Buffered bicycle lanes
Green color pavement backing sharrows along Sunset Drive to make motorists aware of the expectation to find bicyclists
sharing the navel lane
Parklets along Sunset Drive serving as an extension of the sidewalk to provide amenities, green space and additional
space for seating while maintaining pedestrian walking zones on the sidewalks
On-street parking along Sunset Drive to provide traffic calming effects and convenience to local shops
Mid-block curb extensions along S Oi_ie highway, north of South Miami Hospital e_it driveway. to enhance pedestrian
safety by lowering motor vehicle speeds
_T-S.T-3
_T-4 _ US-1 (Atlerllll)
o 0.175 0.35 0.7
SOUTH MIAMI COMPLETE STREETS PLAN -2016
571185
Arterials --Loo8I Road. SOuth Miami
.. -COllector --Other Strools _ waltr
1.4 Ptoparad By:
50'
Fie. Zane
SOUTH MIAMI COMPLETE STREETS PLAN -2016
591185
T-5l0CAl
~-~-P!~~~;-l'==~-~~--~= .. -.-
Vehicle
10' total ---------------i, ---'--;--=''p~~af~rP;~i~g'7'-~;;;;~h:22'ie-~Bih:CL~-''~~-~:--.---' ---' ~----;----'==-N~/A-~~'
None required
Pedestrian
Curb Ramps
Pedestrian Signal Crossings
Pedestrian Lighting
for high pedestrian areas street furniture should be provided
Marked' crosswalk at controlled intersections (10' Min. width)
Bulb-outs
Pedestrian HVbrid Be.cons (when appropriate)
Rectangular rapid flashing Seacon (when appropriate)
i
~I' -----------t-,' ----------------------------------------------------+ ------------------------------1------
1
'_ Shared ... ,e path (S' minimum, replaces sidewalk on one side)
i Blcydlng I None required Bicycle racks
~-----------------~------------------__________ " _" _________ + ________ Cy.:...cI-::e_T_ra--:cks~(:_10_:':__m_:in:__im--um-.:...) ______ + ________ _
N/A
N/A -~
________ ~ranslt ~ i None required _______________ --i-----------_______ T~ansit ~;:nding _---1 ________ BU5 sh~7~~:~~~nch ..
f-!.'!!'~J~II~Ll__--___________________ ~~~requl~~, I -:-:-::-____ -------1
-i I'Conslder on appropriate clralmstances: Roundabout, curb extensiont,f; N/A
! Vehlde ! 10' Minimum for Travel Lane. bump outs. para"el parking, speed humps, raised table Intersections, [---;~,~~--i_--------------~-~~~~~r ---------~~~~I=~ ________ ~~~n_~=~~~r5 _ _ -------Blkolanes
i , Crosswalles at controlled Intersections (per MUTCD standards, 10' min, uncontrolk!d mid block crosswalles (when appropriate) I N/A
Ii I Crosswalles within 0.25 miles of. school or as Identified within a Safe ROuteS!
Pedestrian t to School Plan should be high emphasis :
___________ --.l _________ L ____ ~n:~_~_~~~n crossing lig~tlng (w:..~a~.:opr:~ _____ ---'--_______ .. __ , ____________________ L _______ _
'ttf
,:"',,"--!'
T -5 COLLECTOR
SOUTH MIAMI COMPLETE STREETS f>LAN -2016
61 tiS',
R!W Width I -I MlnlinUIll (iltelia I Optional cr;terta -.-, Not Required
10'
Pedestrian/Sidewalk i 10' t"':)f " ':., ,"r'~:;~,~,;}' '<f"";~;!~\:;';~~(;':":(· -.----.--.-.. ----.. ,----------.. -.-.----.. --.-.. -.. --.-------.--_·-----1 : -.--. . :;~.' :.-'.;,-........ -.... '
Fie_Zone
TRAVEL LANE
Dl..llle"-s)~~! ___ : ____ ~~:.!O' (Dee~!I~i!lIt~!I_r:n_~ian; bike lane wldthl __ L ____ · _.:~_~_:'___~ .. _-"_"~_"_,~ .. ,
Vehlde i____________ __ ~o!'.!!_ ~~.IJI~~~______ __ ____________ .!~r~~1 ,,-a.rldng ?'~"-~1dtll.22'length --~--
Pedestrian
Curb Ramps Benches
I Pedestrian Signal Crossings
For hlCh pedestrian areas street furniture should be provtded
I Pedestrian Ughtlng Way!lnding
II i Pedestrian Hybrid Beacons (when appropriate)
Landscaping or SWale
Paridets
I Rectangular rapid flashing Beacon (when appropriate)
;--------I----·-~---N-on-e-r-eq_;;I..ed------·-·r·---------BlcycleParklng -Ii-: ---------B-O--lkeLanes
1 Bikes Ii For Heavy Bike use, blk:~~r:comodationS should be I
Wayflndlng I
~--~;::! ~;:: _-·-;1-_ -------;~::E::----------... ---,--i-r------.. ----·N-:-;--e"'s:,-:"';--:r':--d _-===~-_-_-_-_,-_~~_r-'~~~-------------~-:~;~ts~--
1-----. , -----11' Mlnlmu"; forT;aveI~-"------. I N/A I N/A
[ ___ :~h:~: ___ .. _ 10_' u_n_~:.:~:~:_~:;;:a::~~::'-th_is_w_~lb_eco_m_e fle::J__________________ !
I Bikes 7' bike lanes (4' Minimum) I Bike Boxes at Intersections i N/A
It.--.. · .... -.... ----.. -................. --.-.. -----..... --.... -......... ------.... -..... --.,,--.-.. ~ .. --.. -----r-----· .. -... -.. --....... -----.------.... -----.. ~ .... -.------..... -... 1... ........ _ .. _ ....... --_ ... -..... _ ......... _ .. _-",,-.... .
! Uncontrolled mid block crosswalks I N/A
Marked crosswalk at controlled Intersections (10' Min. width) i (when appropriate) ! Pedestrian In street pedestrian crossing lighting (when appropriate) i Controlled mid block crosswalks (when appropriate) .
Iii .. ~. __ ._ .. _._~ __ . ____ " __ . ____ , ____ ~ ___________ •.. _""_. ___ .. __ "_. _____ . __ ~ ____ . ____ ."! ______ . __ . ________________ . __ . __ ~ __ ,. ___ .. l ____________ . __________ ....:
z
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0..
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Vi ::::
W N 0",
,-,j
b -.---.---1Ii
Flex Zone
70'
TRAVEL LANE
Dimensions
Vehicle
0'-10'
SOUTH MIAMI COMPLETE STREETS PLAN -2016
6311 s<;
----.. _--_. __ ._-_. --------.---.-... _._ .. _._-.... __ .. _-... . .. __ ..•. _-------_._-----_ ... --_.-
----1-------_______ .-'-_· __ ._· ___ ·_ ...... ________ . __ . ___ -----'-----·------'--=------'-----=:..·-----f-·-----------
Pedestrian
Curb Ramps
Pedestrian Signal Crosslngs
For high pedestrian areas street fumlture should be provided
Pedestrian Ughting
Benches
Landscaping or Swaie
ParklelS
Wayfinding
Pedestrian Hybrid Beacons (when appropriate)
Rectangular rapid flashing Beacon (when appropriate)
i------······-·-·-----·---·-+-------·------·....,::-----·-c-,----------+-----:c:--:-::---:-:------+-------::-::-------------.-.-... None required Bicycle Parking Bike Lanes
For HeallV Bike use, bike signalaccomodatfons should be
Bikes considered
Wayfinding
Bus Tumout5
N/A
--~------'--·--+·---------·----:lc:l'" M:-:c-in-:-im-u-m-=-fo-'r'=T,-ra-ve-'Ic:La--n--es--------+-----·---·---:-~------------I-------------N/i.---
Vehicle
Pedestrian
un·raised median (As needed, if not, then this will become
Marked crosswalk at controlled intersections (10' Min. width)
In street pedestrian crossing lighting (when appropriate)
Uncontrolled mid block crosswalks
(when appropriate)
Controlled mid block crosswalks (when appropriate)
N/A
_._-----------------------_._ .. _._-------------'------------_ .. _--'--_._----_.--------
DESIGN PLAN
6411:,"
FLEX ZONES
When we look at existing planning, we often are hinged on the Idea of simply saytng we need to Include all the modes. But in
what way can we Include for each when space Is limited? When we look at current planning documents, we find the same Idea
over and over -this space is for pedestrians. This space is for cars. That space is for bicycles. We still box things In, sometimes
reducing flexibliity in urban design. Can we think of this space differently? Maybe it's an urban linear park. Maybe it's a seating
area after the space has been "chairbombed: or the CIty adds permanent benches. Maybe it's an open area where pop-up
commerce can happen, or where booths can be emplaced for activities such as the South Miami Arts Festival.
Why not look at this differently then? We know that parking spaces take up 7' x 21' at minimum for each space. If the Oty
wanted to place a library vending machine as part of an innovative twist on your regular parklet, creating public space, it would
need space for a book vending machine and a set clearance space for people USing It. We know that bike racks take a specific
sized space. Perhaps, this space is needed for a swale to reduce flooding. We know what can, and cannot, fit into the flex space
based on dimensions. But we have to Include it in the discussion and as we begin to redesign the right-of-way to allow for It, as
many communities are dOing as they pursue Complete Streets.
If we know the amount of If we set up a flex space in conjunction with the necessities (i.e. travel lanes for cars, etc.), and know
how much space is needed for each program, each module, such as bike lanes or bike racks, etc., why can't we think about the
right of way differently, and Interchange them in a modular pattern, incrementally, as community needs evolve? We say that
variety helps the pedestrian environment, but the space must be available for the facility to be put In place.
In the various Transects and their road segments, this plan recommends the development of a Flex Zone. This zone will vary
depending on the area, but should be set·up as a form of "land bank; separate from clear pathways, that allows for options. In
applying this to South Miami. this involves taking space from the vehicular right·of·way and designating it for alternative mode
usage.
By thinking differently about Complete Streets, we can then evolve the idea in the Implementation stage to understand trade-
offs. which will not only allow us to meet community needs, but to adapt in the future and set aside appropriate funding as
well. Perhaps we don't need as many bicycle parking spaces now -maybe we need more later. We reserve the appropriate flex
space and module it in later, in some cases effecting a context sensitive pan with cost savings.
Ultimately, we think of Complete Streets about how we can Include the various modes. It Is, after all, how It's described
everywhere else. Changing the thought slightly to include the need to think about spatial needs for activities, this section
provides a basic menu of options which can evolve over time as new innovations occur and as new needs arise.
Flex Options Spatial Dimensions
--... "'*-".
SOUTH MIAMI COMPLETE STREETS PLAN -2016
6511 85
-=-
I I
BUS PULLIN AND BUS BULBS
Parki*'a:lr
~.
BLlSl3aylTurn
Lane~ 10'
SOUTH MIAMI COMPLETE STREETS PLAN -2016
69//8',
Shared Bike}
PitdeStifan
Space, 10' L_::'::'::":":~-== ______ . ___________________ ' ___ ' __ ' _. ___ .. _______ .. __ .. _. _____ ....... __ ..J
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IMPLEMENTATION
The City of South Miami aims to create and adopt a mobility system for its
residents and establish long-ranae policies that will reduce demand for
single occupancy vehicles, Increase public health and safety and reduce fuel
consumption through the Implementation of this Complete Streets Design
Manual.
By includingthefollowlng Complete Streets language In the City's Comprehensive
Plan, and then enforcing those pl'Ollisions, the City and community Will promote
street design and land use polldes that allow people to get around safely on
foot, bicycle, or public transportation. Integrating these Complete Streets
practices into planning and policy decsions will help encourage safe and active
transportation, decrease pollution, reduce health risks, and bolster economic
growth. However, the adoption and enforcement of polldes are key.
The implementation of the Complete Street plan should Involve the
implementation of measures that Will and policies to monitor development
and adherence to adopted standards. The City is currently In the process of
beginning to revise its Comprehensive Pian and land Development Regulations.
It is strongly recommended and encouraged that In this process, the CIty looks
at and implements polides and regulations which will tie In urban form, land
use, and transportation via Complete Streets. The City should also conSider
adopting this report by reference. However, ultimately, much of Implementation
wHI require a review of funding, as it deals With re-allgnlng the rigMoOf-way.
Implementation of Complete Streets In the community must also follow the
design requirements Imposed by Miami-Dade County and/or the Florida
Department of Transportation.
The following are suggested pOll des recommended by review of other Complete
Streets Plans, Changelab Solutions's "Model Comprehensive Plan language on
Complete Streets", and the South Miami Intermodal Transportation Plan.
FUTURE LAND USE ELEMENT (FLU)
flU Objective -Incorporata a more context-sensitlve approach Into design
standards and encourage the use of desilln variations to meet context-
appropriate design goals.
, flU Policy -The CItV shall review and,lf necessary. amend the Transect
Zones map in the Complete Streets Design Manual any time there
is a rezoning. land use change, or significant new development or
redevelopment project. This allows roadway design and Complete
Streets dedsions to be more flexible and senSitive to community values,
and to better balance economic, social, and environmental objectives.
FLU Policy -As necessary, restructure and revise the zoning and
land development codes, and other plans, laws, procedures, rules,
regulations, guidelines, programs, templates, and design manuals, in
order to Integrate, accommodate, and balance the needs of all users in
all street projects on public and private streets.
TRANSPORTATION ELEMENT (TRA)
TRA Goal -Provide safe and comfortable routes for walking, bicycling, and
public transportation to Increasa use of these modes of transportation, enable
convenient and active travel as part of dally activities. reduce pollution, and
meet the needs of ali users of the streets, Including children, families. older
adults. and people with dlsablRties.
TRA Objectfve -The City will take a flexible, innovative, and balanced approach
to aeatlng context-sensitive Complete Streets that meet or exceed national
best-practice design guidelines.
"., TRA Policy -This includes a shift toward designing at the human scale for
the needs and comfort of all people and travelers, in considering issues
such as street design and width, desired operating speed, hierarchy of
streets, mode balance, and connectivity. Design criteria shall not be
purelv preScriptive but shall be based on the thoughtful application
of engtneering. architectural and urban design principles in a context-
sensitive approach.
".. TRA Policy -The City shall select the minimum roadway width standards
when possible to maximize space for sidewalks and pedestrian fadlities.
TRA Objective -The CIty will ensure that Bicycle and Pedestrian Facilities are
emplaced to allow for usage bv residents and visitors to South Miami.
TRA Policy -The Citv shall seek to maintain a bicycle level of Service Standard
of B or better on all roadways with designated bicycle lanes In accordance with
the flOwing deftnitions:
lOS A -On and off street fadlities, low level of interaction with motor
vehicles, appropriate for all riders;
'" LOS B 0 low level of interaction with motor vehicles. appropriate for all
riders;
LOS C -Appropriate for most riders, same supervision may be required,
moderate interaction with motor vehicles;
lOS 0 -Appropriate for advanced adult bicyclists, moderate to high
interactions with motor vehicles;
LOS E -Cautious use by advanced adult riders, high Interactions with
motor vehides;
~, LOS F -Generally not safe for bicycle use, high level of interactions with
motor vehicles.
~'f~~~~
SOUTH MIAMI COMPLETE STREETS PLAN -2016 ''''~~
711185 ~
TRA Policy: The City shall seek to maintain a pedestrian Level of Service
Standard of B or better 00 all roadways with designated pedestrian facilities in
accordance with the floWing definitions:
.' LOS A -Highly pedestrian oriented and attractive for pedestrian trips,
with sidewalks, pedestrian friendly intersection design, low vehicular
traffic volume, and ample pedestrian amenities;
.. LOS B -Similar to A, but with fewer amenities and low to moderate
level of interaction with motor vehicles;
.,. lOS C -Adequate for pedestrians, some defiCiencies in intersection
desiS", moderate interactions with motor vehicles;
... LOS D -Adequate for pedestrians but With defiCiencies in intersection
design and pedestrian safety and comfort features, may be some gaps
In the sidewalk system, moderate to high interactions With motor
vehicles;
'0 LOS E -Inadequate for pedestrian use, deficient pedestrian fadlilies,
high interactions With motor vehicles;
" lOS F -Inadequate for pedestrian use, no pedestrian facilities, high
interactions with motor vehicles.
TRA Objective -Integrate Complete Streets infrastructure and design features
into street design and construction to create safe and Inviting environments for
all users to walk, blcyde, and use public transportation.
l>-TRA Policy -In planning, designing and constructing Complete Streets:
v Include Infrastructure that promotes a safe means of travel for all
users along the right of way, such as sidewalks, shared use paths,
bicycle lanes, and paved shoulders.
V Include infrastructure that fadlitates safe crossing of the right of
way. such as accessible curb ramps, crosswalks, refuge islands, and
pedestrian signals; such infrastructure must meet the needs of
people With different types of disabilities and people of different
ages.
V Ensure that sidewalks, crosswalks, public transportation stops
and facilities, and other aspects of the transportation right of way
are compliant with the Americans with Disabilities Act and meet
the needs of people with different types of disabilities, induding
mobility Impairments, vision impairments, hearing impairments,
and others. Ensure that the ADA Transition Plan includes a
prioritization method for enhancements and revise if necessary.
V Prioritize incorporation of street design features and techniques
that promote safe and comfortable travel by pedestrians, bicyclists.
<,'\'
SECTION
7211 :'"
and public transportation riders, such as traffic calming circles,
additional traffic calming mechanisms, narrow vehicle lanes, raised
medians, dedicated transit lanes, transit priority signalization,
transit bulb outs, road diets, and physical buffers and separations
between vehicular traffic and other users.
"I Ensure use of additional features that improve the comfort and
safety of users:
o Provide pedestrlan-oriented signs, pedestrian-scale lighting,
benches and other street furniture, bicycle parking fadlities,
and comfortable and attractive public transportation stops and
facilities.
o Encourage street trees, landscaping, and planting strips,
including native plants where possible, in order to buffer traffic
noise and protect and shade pedestrians and bicyclists.
TRA Policy -In ali street projects, include infrastructure that
improves transportation options for pedestrians, bicyclists, and public
transportation riders of ali ages and abilities.
"I Ensure that this infrastructure is included in planning, design,
approval, construction, operations, and maintenance phases of
street projects.
v Incorporate this infrastructure into all construction, reconstruction,
retrofit, maintenance, alteration, and repair of streets, bridges, and
other portions of the transportation network.
"I Incorporate multimodal improvements into pavement resurtacing,
restriping. and signalization operations where the safety and
convenience of users can be improved within the scope of the
work,
TRA Pelie! -Develop polities and tools to improve South Miami's
Complete Streets practices:
V Develop a pedestrian crossings policy to create a transparent
decision-making policy, including matters such as where to place
crosswalks and when to use enhanced crossing treatments.
"I Consider developing a transportation demand managementl
commuter benefits ordinance to encourage residents and
employees to walk, bicycle, use public transportation, or carpool.
"I Develop a checklist for South Miami's development and
redevelopment projects, to ensure the incluSion of Infrastructure
providing for safe travel for all users and enhance project outcomes
and community impact.
TRA Policy -Encourage transit-oriented development that provides
public transportation In close proximity to employment, housing,
schools, retailers, and other services and amenities.
TRA Policy -Change transportation investment criteria to ensure
that existing transportation funds are available for Complete Streets
infrastructure.
,. TRA Policy -Identify additional funding streams and Implementation
strategies to retrofit existing streets to include Complete Streets
infrastructure.
TRA Objective -Make Complete Stneets practices a routine part of South
Miami's everyday operations.
TRA Policy -As necessary, restructure and revise the zoning and
land development codes, and other plans, laws, procedures, rules,
regulations, guidelines, programs, templates, and deSign manuals, In
order to integrate, accommodate, and balance the needs of all users in
all street projects on public and private streets.
TRA Policy -Develop or revise street standards and design manuals,
including cross-section templates and design treatment details, to
ensure that standards support and do not impede Complete Streets.
" TRA Policy -Encourage coordination among agendes and departments
to develop Joint prioritization, capital planning and programming, and
implementation of street improvement projects and programs.
TRA Policy -Encourage targeted outreach and public partiCipation in
community dedsions concerning street design and use.
TRA Policy -Coliect baseline data and regularly gather follow-up data in
order to assess Impact of policies. .
V Track publiC transportation ridership numbers.
"I Track performance standards and goals.
v Track other performance measures such as number of new curb
ramps and new street trees or plantings.
v Require major employers to monitor how employees commute to
work.
TRA Objective -Plan and develop a compnehensive and convenient bicycle
and pedestrian transportation network.
',. TRA Policy -Develop a long-term plan for a bicycle and pedestrian
network that meets the needs of users, including pedestrians, bicyclists,
public transportation riders, and people of all ages and abilities,
including children, youth, families, older adults, and Individuals wlth
disabilities. (ADDRESSED IN THE SMITP)
.,. TRA Policy -In collaboration with the MPO, Miami-Dade County, other
agendes, and surrounding jurisdictions, integrate bicycle, pedestrian,
and public transportation facility planning into regional and local
transportation planning programs to encourage connectivity between
jurisdictions.
.. TRA POlicy -Develop programs to encourage bicycle use, such
as enacting indoor bicyde parking polides to encourage bicycle
commuting, or testing innovative-bicycle facility deSign.
TRA Objective -Promote blcyde, pedestrian and public transportation rider
safety. (ADDRESSED IN THE SMITP)
TRA OBJECTIVE -Make public transportation an interconnected part of the
transportation network,
FUNDING
Funding for transportation projects comes from three primary sources: Local,
State and Federal.
Each year funding is more difficult to come by. Cities and counties, face the
dilemma of rising costs of transportation projects, increasing traffic volumes
and limitations on their ability to generate revenue. The cost of construction
and materials Increased by 44 percent between 2000 and 2013, more than
the 3S percent rise in the overall rate of Inflation. Fast changing economic
environments put pressure on local governments to keep up with growth
and congestion. At the $ame time, most states limit counties' ability to raise
revenue. In Florida In recent years, the State Legislature has capped property
ta., lowered property taxes and has attempted to take away the ability for local
governments to tax.
Faced with rapldlv Increasing construction costs and trafflc volumes local
governments are finding new funding and financing solutions for transportation.
Often, these solutions involve partnerships with other jurisdictions, the private
sector and most of all county residents. Unfortunately Aorida is a donor state,
giving more into the federal system than it gets back. Most monies for·large
projects are collected locally, provided to the Federal Government, and then
reallocated to the states to be administered to agencies like FOOT. The next
several pages contain a description of relevant funding opportunities at all
levels.
LOCAL FUNDING
local funding is money that is generated from within a city or county. These
sources generally rely on property taxes or other funds. Many communities have
concurrency fees or impact fees, which can be applied to local infrastructure
projects. In high growth communities it Is advised that they consider these, in
the form of mobility fees, which require that developments fund their fair share
of the infrastructure needed to support their development.
MIAMI-DADE MUNICIPAL GRANT PROGRAM
The Municipal Grant Program (MGP) was developed to allow municipalities
within Miami-Dade County submit transportation planning proposals to
the Metropolitan Planning Organization (MPOI to receive funding on a
competitivebasis. Participation intheprogramrequlresaminimum 20% funding
commltmentfromthemunicipallty.
Selection criteria include:
level of Service (LOS) benefits of the proposed project
Impact of mobilitv/traffic circulation gains
Intermodal nature of proposal
Support of the approved countywide actlvitfes of the Unified Planning
Work Program
... Consistency with the applicant's local comprehensive plans
MIAMI-DADE COUNTY'S PEOPLE'S
TRANSPORTATION PLAN,
1/2 PENNY SALES TAX
Miami Dade County's People Transportation Plan (PTP), half-penny
transportation surtax was approved by MiamI-Dade County voters In November
2002 and included $476 million for pubUc works projeru. The PTP funds to be
provided were for major highway and road Improvements totaling $309 million,
and for neighborhood Improvements totaling $167 million. twentY percent of
the total funding Is provided to municipalities, based on their population. Each
city must spend at least 20% of their funds on transit projects. Importantly, this
source of funds can be used for a local match to federal funding. An advantage
many local areas do not have.
LOCAL OPTION GAS TAXES
County governments are authorized to levy up to 12 cents of local option fuel
taxes In three separate levies on fuel sold within the county. The funds are used
for transportation expenditures.
,., The nlnth-cent fuel tax is a tax of 1 cent on every net gallon of motor
and diesel fuel sold within a county.
0-A tax of 1 to 6 cents on every net gallon of motor and diesel fuel sold
within a county.
,. A tax of 1 to 5 cents on every net gallon of motor fuel sold within a
county. Diesel fuel is not subject to this tax. The funds may also be used
to meet the requirements of the capital Improvements element of an
adopted local government comprehensive plan.
STATE fUNDING
The State of Florida has several funding sources that primarily come from FOOT.
The Governor's newlv proposed FY 2016/2017 transportation budget makes
the following inv@$tments:
" 53.3 billion for construction of highway projeru to keep Florida's
transportation Infrastructure among the best In the country.
" $153.9 million in seaport Infrastructure Improvements to keep Florida
fim In the world for ocean cruise passengers and a major U.S. cargo
gateway.
". $237.6 million for aviation Improvements to keep Florida flm in airport
SOUTH MIAMI COMPLETE STREETS PLAN -2016
731185
infrastructure Investments.
I> $731.9 million for scheduled repair of 48 bridges and replacement of 21
bridges to keep Florida's bridges among the best structures In the country·
I> $963.4 million for maintenance and operation to keep Florida's
Infrastructure among the best maintained In the country.
.. $574 million for public transit development grants to keep Florida's
growth In transit ridership over the last five years among the best In
the country.
.. $159 million for safety initiatives to continue to Improve the safety of
families
I> $46.6 million for bike end pedestrian trails to keep Florida's tfail
development among the best In the country.
ECONOMIC DEVELOPMENT
TRANSPORTATION FUND
The Economic Development Transportation Fund, commonly referred to as the
6Road Fund: Is an Incentive tool designed to alleviate transportation problems
that adversely Impact a specific company's location or expansion decision.
The award amount is based on the number of new and retained jobs and the
eligible transportation project costs, up to $3 million. The award Is made to
the local government on behalf of a spedfic business for public transportation
improvements.
THE TRANSPORTATION REGIONAL
INCENTIVE PROGRAM (TRIP)
The TRIP fund was created as part of major Growth Management legislation
enacted during the 2005 Legislative Session (58 360). The purpose of the
program 15 to encourage regional planning by providing state matching funds
for improvements to regionally significant transportation facilities identified
and prioritized by regional partners. Eligible partners are shown In the chart on
the right. These partners must form a regional transportation area, pursuant
to an Interiocal agreement, and develop a regional transportation plan that
Identifies and prioritizes regionally significant faclntles. To qualify for TRIP
funding, partners must sign an interlocal agreement that:
... Includes development of the regional transportation plan.
.. Delineates the boundaries of the regional transportation area.
",. Provides the duration ofthe agreement and how it may be changed.
... Describes the planning process, and defines a dispute resolution
process.
SECTION
.. '_ <,c'::,!",_, ." 74//:l,
TRIP funds are to be used to match local or regional funds up to 50% of the total
project costs for public transportation projects. In-kind matches such as right
of way donations and private funds made available to the regional partners
are also allowed. Federal funds attributable to urbanized areas over 200,000 in
population may also be used for the local/regional match.
FOOT PROGRAMS
The Florida Department ofTransportation Safety Office (FOOn funds subgrants
that address traffic safety priority areas induding:
Aging Road Users
Community Traffic Safety
Impaired Driving
Motorcycle Safety
Occupant Protection and Child Passenger Safety
Pedestrian and Bicycle Safety
Police Traffic Services
Speed and Aggressive Driving
Teen Driver Safety
Traffic Records
Traffic Record Coordinating Committee (TRCC)
SUbgrants may be awarded for assisting .n addressing traffic safety deficiencies,
expansion of an ongoing activity, or development of a new program.
Grants are awarded to state and local safety-related agencies as ·seed" money
to assist In the development and implementation of programs that address
traffic safety deficiencies or expand ongoing safety programs activities in safety
prlor~y program areas. Funding for these grants are apportioned to states
annually from the National Highway Traffic Safety Administration (NHTSA)
according to a formula based on population and road mileage. Funding may be
available for projects in other program areas if there is documented evidence
of an identified problem.
Through public rule making processes conducted in 1982, 1988, 1995 and
1998, it has been determined that certain highway safety program areas have
proven to be more effective than others in reducing traffic crashes, injuries, and
fatalities, These programs, designated as National Priority Program Areas are:
Impaired Driving, Police Traffic Services, Speed Control, Occupant Protection/
Child Passenger Safety, Pedestrian and Bicycle Safety, Motorcycle Safety, Traffic
Records, and Community Traffic Safety.
It is expected that programs funded through these grants will become self-
sufficient and continue when grant funding terminates. To promote self-
suffiCiency, agencies are expected to provide a local funding match when
personnel costs are included in second and third year projects. The local match
is normallv 25% of eligible costs for second year projects and 50% for third vear
projects.
Government agendes, political "subdivisions· of the state,local city and county
government agencies, state colleges and state universities, school dlstrlcts,fire
departments, public emergency services prOViders, and certain qualified non-
profit organizations are eligible to receive traffic safety grant funding.
These grants are awarded on a Federal fiscal year baSiS, and can be funded for
a maximum of three consecutive years in a given priority area.
FEDERAL PROGRAMS
Federal programs make up the bulk of the funding for large projects. This Is
so because state governments contribute to the federal government, which
in turn provides those funds back to the state. Florida is a donor state, which
means it receives less than it contributes each year. There are competitive grant
programs which often require local matches.
The US Department of Transportation helps communities fund transportation
projects by issuing grants to eligible recipients for planning, vehicle purchases,
facility construction, operations, and other purposes. The USDOT administers
this financial assistance according to federal transportation authorization, MAP-
21. There are a large number of programs and grants within the Department of
Transportation that support projects that enhance or relate to livabllrty.
Grants and Programs:
Surface Transportation Improvement
.-Accessibility to Disadvantaged Populations
Fixed Guideway Systems
Rail
Surface Transportation Planning
".-Bike/Pedestrian
Marine Transport
". Air Transport
~ Research & Miscellaneous
SURFACE TRANSPORTATION PROGRAM
(STP)
The Surface Transportation Program (STP) is one of the main sources of flexible
funding available for transit or highway purposes. STP provides the greatest
flexibility in the use of funds. These funds may be used as capital funding for
public transportation capital improvements, car and van pool projects, fringe
and corridor parking facilities, bicycle and pedestrian faCilities, and intercity
or intracity bus terminals and bus facilities. As funding for planning, these
funds can be used for surface transportation planning activities, wetland
mitigation, trans~ research and development, and environmental analysis.
Other eligible projects under STP Include transit safety Improvements and most
transportation control measures. 5TP funds are distributed among various
populatfon and programmatic categories within a State. Some program funds
are made available to metropolitan planning areas containing urbanized areas
over 200,000 population; .STP funds are for areas between 200,000 and 50,000
in populatfon. The largest portion of 5TP funds may be used anywhere within
the State to which thev are apportioned. State and local governments are
eligible for these funds.
BUS AND BUS FACILITIES PROGRAM
The Buses and Bus Related Equipment and Facilities program provides capital
assistance for new and replacement buses, related eqUipment, and facilities.
Eligible capital projects Include the purchasing of buses for fleet and service
expansion, bus maintenance and administrative facilities, transfer facilities,
bus malls, transportatfon centers, intermodal terminals, park-and-rlde stations,
acqUisition of replacement vehicles, bus rebuilds, bus preventive maintenance,
passenger amenities such as passenger shelters and bus stop signs, accessory
and miscellaneous eqUipment such as mobile radio units, supervisory
vehides, fare boxes, computers and shop and garage equipment. Funds are
allocated on a discretionary basis. Eligible recipients indude public bodies
and agencies (tranSit authorities and other state and local public bodies and
agencies thereof) including states, muniCipalities, other political subdivisions
of states; public agencies and instrumentalities of one or more states; and
certain public corporations, boards and commissions established under state
law. Private companies engaged In public transportation and private non-profit
organizations are eligible sub recipients of FTA grants.
TRANSPORTATION, COMMUNITY, AND
SYSTEM PRESERVATION PROGRAM
The Transportation, Community, and System Preservation (TCSP) Program is
a comprehensive Initiative of research and grants to Integrate transportation,
community, and system preservation plans and practices that Improve
the efficiency of the transportation system of the United States; reduce
environmental impacts of transportation; reduce the need for costly future
public Infrastructure Investments; ensure efficient access to jobs, services, and
centers ohrade; and examine community development patterns and Identify
strategies to encourage private sector development patterns and Investments
that support these goals. States, metropolitan planning organizations, local
governments, and tribal governments are eligible.
BICYCLE AND PEDESTRIAN PROGRAM
The Federal Highway Adminlstratfon's Bicycle and Pedestrian Program promotes
bicycle and pedestrian transportation use, safety, and accesslbil~y. The Program
is responsible for Implementing Federal transportation legislation and policy
related to bicycling and walking. This is not a funding program. Pedestrian and
bicycle projects and programs are eligible for almost all Federal-aid highway
funding categories. Each State has a Bicycle and Pedestrian Coordinator in its
State Department of Transportation to promote and fadlitate non-motorized
transportation. including developing pedestrian and bicycle fatilities and public
educational. promotional. and safety programs. Pedestrian and bicycle projects
and programs are eligible for almost all Federal-aid highwayfundlngcategories.
Applicants should consult program eligibility criteria available in their State. The
State Bicycle and Pedestrian Coordinators can help with questions speCific to
each State.
TRANSPORTAT80N ENHANCEMENT
ACTIVITIES
Transportation Enhancement (TE) activities offer funding opportunities to
expand transportation choices and enhance the transportation experience
through 12 eligible TE activities related to surface transportation, including
pedestrian and bicycle infrastructure and safety programs, scenic and historic
highway programs. landscaping and scenic beautification, historic preservation,
and environmental mitigation. TE projects must relate to surface transportation
and must qualify under one or more of the 12 eligible categories. Each State
develops its own procedures to solicit and select projects for funding. States may
make funds available to Federal. Tribal, State, or local government agencies.
A few States allow private nonprofit organizations to apply in partnership with
a government agency.
TRANSPORTATION ALTERNATIVE PROGRAM
The Transportation Alternative Program was developed as a result of the MOving
Ahead for Progress In the 21st Century (MAP-21). Eligible activities for funding
indude: 1. Construction, planning and design of on and off road facilities for bicyclists,
pedestrians. and other forms of non-motorized transportation; 2. Construction,
planning and design of infrastructure related projects/systems to provide safe
routes for non-drivers; 3. Conversion and use of abandoned railroad corridors for
non-motorized use; 4. Construction of turnouts, overlooks, and viewing areas under
community improvement activities; S. Inventory, control or removal of outdoor
advertising; 6. Historic preservation and rehabilitation of historic transportation
facilities; 7. Vegetation management practices in transportation rights of way; 8.
Archeological activities related to impacts from transportation projects eligible
under ntle 23; and 9. Environmental mitigation activities.
As a cost reimbursement program. projects must go through multiple levels of
review and approval to become eligible for reImbursement. Once the Federal
Highway Administration (FHWA) has authorized a project, project costs may be
incurred and ultimately reimbursed. Costs incurred prior to FHWA authorization
are not eligible for reimbursement.
In addition. the Safe Routes to School (SRTS) Program and Recreational Trails
Program (RTP) were both consolidated within the nine (9) activities under the TAP.
The planning, designing. and constructing of boulevards and otherroadways largely
in the right of way of former Interstate System routes or other divided highways are
also eligible as well. The City has applied for funding from the TAP program before,
and several projects. such as a beach pathway and elevated pedestrian plazas. may
be eligible under this grant.
THE SAFE ROUTES TO SCHOOL PROGRAM
The purpose of the Safe Routes to Schaal (SRTS) Program is to enable and
encourage children, Induding those with disabilities. to walk and bicyde to
school; to make walking and bicycling to school safe and more appealing; and
to facilitate the planning, development and implementation of projects that will
improve safety, and reduce traffic, fuel consumption, and air pollution in the
vicinity of schools. The SRTS Program makes funding available for a wide variety
of programs and projects, from building safer street crOSSings to establishing
programs that encourage children and their parents to walk and bicycle safely
to school. The Federal-aid Safe Routes to School program was created by
Section 1404 of the Safe, Accountable, Flexible. Efficient Transportation Equity
Act The SRTS Program was funded at $612 million and provided Federal-aid
highway funds to State highway agencies over five fiscal years (FY 200S -2009),
in accordance with a formula specified in the legislation. Although states
received these funds for FY 2005-2009, some states, such as Florida, did not
utilize all of the money, which are now available. The national SRTS program
is federally funded, but managed and administered by each State Department
of Transportation (DOn. Funds are made available for infrastructure and non-
infrastructure projects. and to administer Safe Routes to School programs
that benefit elementary and middle school children in grades K-S. Each State
is responsible for hiring a full-time Safe Routes to School Coordinator to
implement a SRTS statewide program.
RECREATIONAL TRAilS PROGRAM
The Recreational Trails Program, (RTP) provides funds to the States to develop
and maintain recreational trails and trail-related facilities for both nonnotarized
and motorized recreational trail uses. Each State develops its own procedures
to solicit and select projects for funding. States may make funds available to
Federal, Tribal, State, or local govemment agencies. Some States allow private
nonprofit organizations to apply directly.
SOUTH MIAMI COMPLETE STREETS PLAN -2016
75/1 Wi
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COMPLETE STREETS COMP PLAN
SAMPLE LANGUAGE:
COMPLETE STREETS POLICY
lilWl!i..Provide safe and comfortable routes for walking, bicycling. and public
transportation to Increase use of these modes of transportation, enable
convenient and active travel as part of dally activities, reduce pollution, and
meet the needs of all users of the streets, indudlng chUdren, families, older
adults, and people with disabilities.
Objectjye Tl,l' I~rate Complete streets infrastructure and design features
into street design and construction to create safe and inviting environments
for all users to walk, bicyde, and use public transportation.
n.l.l, in planning, designing, and constructing Complete Streets:
v Include infrastructure that promotes a safe means of travel for all
users along the right of way, such as Sidewalks, shared use paths,
bicycle lanes, and paved shoulders.
V Include Infrastructure that facilitates safe crossing of the right of
way, such as accessible curb ramps, crosswalks, refuge islands, and
pedestrian signals; such infrastructure must meet the needs of
people with different types of disabilities and people of different
ages.
V Ensure that Sidewalks, crosswalks, public transportation stops
and facilities, and 'other aspects of the transportation right of way
are compliant with the Americans with Disabilities Act and meet
the needs of people with different types of disabilities, Including
mobility Impairments, vision impairments, hearing Impairments,
and others.l Ensure that the ADA TranSition Plan includes a
prioritization method for enhancements and revise if necessary.
V Prioritize incorporation of street design features and techniques
that promote safe and comfortable travel by pedestrians, bicyclists,
and public transportation riders, such as trafflc calming circles,
additional trafflc calming mechanisms, narrow vehicle lanes, raised
medians, dedicated transit lanes, transit priority Signalization,
transit bulb outs, road dlets,2 high street connectlvlty,3 and physical
buffers and separations between vehicular traffic and other users.
v Ensure use of additional features that improve the comfort and
safety of users:
() Provide pedestrlan·oriented 5i8ns, pedestria .... scale lighting.
benches and other street furniture, bicycle parking facilities,
and comfortable and attractive public transportation stops and
facilities.
o Encourage street trees, landscaping. and planting strips,
including native plants where possible, in order to buffer traffic
noise and protect and shade pedestrians and bicyclists,
o Reduce surface water runoff by reducing the amount of
impervious surfaces on the streets.
,~ Tl.l.2. In all street projects, include ,infrastructure that improves
transportation options for pedestrians, bicyclists, and public
transportation riders of all ages and abilities.
COMMENT: this jlrOViSl,ol1' which requires iliat all,~et p,~JectsQl! Dew Or
existing streets CfelIte, CompteteS~~, Is afundaijl~aICotripjiiient:P', a
cOminltn)ent to t:ompll!i:~ Stre!its~ ',;:',':' ',:"" ,J <i' ' ,~""
V Ensure that this infrastructure Is included in planning, deSign,
approval, construction, operations, and maintenance phases of
street projects.
V Incorporate thiS Infrastructure into all construction, reconstruction,
retrofit, maintenance, alteration, and repair of streets, bridges, and
other portions of the transportation networlc.
v Incorporate multimodallmprovements into pavement resurfacing,
restriping. and signali2lltlon operations where the safety and
convenience of users can be Improved within the scope of the
work..
V Develop systems to Implement and monitor Incorporation of such
infrastructure into construction and reconstruction of private
streets.
'If Allow exclusion of such infrastructure from street projects only
upon approval by [the City Manager or a senior manager of an
appropriate agency, such as the Department of Transportation],
and only where documentation and supporting data indicate one
of the following bases for the exemption: (e) use by non-motorized
users is prohibited by law; (b) the cost would be excessivelv
disproportionate to the need or probable future use over the
long term; (c) there is an absence of current and future need;
or (d) inclusion of such Infrastructure would be unreasonable or
inappropriate In light ofthe scope of the project.
SOUTH MIAMI COMPLETE STREm PLAN -2016
77 II S':>
, ~~~T~.II~~~~~_!~~:J=
,JV.:JurlsjfictfonS ~rii!ld cp\i5l~e; thistrade-Oft
",du~#i1S:'~p~on.,: ":,, "
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'~;'~jt\~~f!4~n~~lbi,lIIi.d(c:)~;~i!t,ajlirisdi¢onmay
, , nt,d,~d$tUdl¢$;Mihich'm"easur!:the P9tentlal,level of ~~iidi!5irl~"~!:ilidoth~rS$htj~(ilap~,tP~~B#irifmitu~ure
I> TI.I.3. Develop policies and tools to Improve [Jurlsdiction)'s Complete
Streets practices:
v Develop a pedestrian crossings policy to create a transparent
decislon·maklng policy, Including matters such as where to place
crosswalks and when to use enhanced crossing treatments.
V Develop policies to improve the safety of crossings and travel in the
vicinity of schools and parks.
v Consider developing a transportation demand management/
commuter benefits ordinance to encourage residents and
employees to walk, bicycle, use public transportation, Or carpool.
v Develop a checklist for [Jurisdictlon)'s development and
redevelopment projects, to ensure the inclusion of infrastructure
providing for safe travel for all users and enhance project outcomes
and community Impact.
J>. n.L4. Encourage transit-oriented development that provides public
transportation in close proldmity to employment, hOUSing, schools,
retailers, and other services and amenities.
,. Tl.l.S. Change transportation Investment criteria to ensure that existing
transportation funds are available for Complete Streets infrastructure.
.. Tl.I.6. Identify additional funding streams and Implementation
strategies to retrofit existing streets to include Complete Streets
Infrastructure.
Objective n,2; Make Complete Streets practices a routine part of
[Jurlsdlctlon)'s everyday operations.
SECTION
78 !.""
T1.2.1. As necessary, restructure and revise the zoning and subdivision
codes, and other plans, laws, procedures, rules, regulations, guidelines,
programs, templates, and design manuals, including [insert all other
key documents by name], in order to integrate, accommodate, and
balance the needs of all users in all street projects on public (and
privateJ streets.
COMME NT: By opting to apply the requIrement to private *eets,ln addition
to public streets, ajurisdictloll wlllgenerallYeJCpsnd the effectlvenessilfthe
complete streets policy. However, suCh 'a requirement ~bemore,practlcal
in certain jurisdictions than in others-For example, the requirement-might
be very important in a jurisdiction where there are many private streets in
central locations. '
Tl.2.2. Develop or revise street standards and design manuals, including
cross-section templates and design treatment details, to ensure that
standards support and do not impede Complete Streets; coordinate
with related policy documents (such as Pedestrian/Bicycle Plans, insert
other relevant documents].
Assess current requirements with regard to road width and turning radii
in order to determine the narrowest vehicle lane width and tightest
corner radii that safely balance other needs; adjust design guidelines
and templates to reflect ideal widths and radii.
Tl.2.3. Make training available to planning and public works personnel
and consulting firms on the importance of Complete Streets and on
implementation and integration of multimodal Infrastructure and
techniques.
Tl.2.4. Encourage coordination among agencies and departments to
develop joint prioritization, capital planning and programming, and
implementation of street improvement projects and programs.
Tl.2.S. Encourage targeted outreach and public participation in
community decisions concerning street design and use.
Tl.2.6. Establish performance standards with measurable outcomes to
assess safety, functionality, and actual use by each category of users;
include goals such as:
,. By [2020), facilitate a transportation mode shift so that [20} % of
trips occur by bicycling or walking.
,. By {201S], reduce the number of injuries and fatalities to bicyclists
and pedestrians by [~%.
v Reduce per capita vehicle miles traveled by [_J% by {insert year}.
,. PrOVide a high proportion of streets ((_)%) with Sidewalks, low
design speeds, tree canopy, and street furnishings.
v Increase the miles of bicycle lanes and other bikeways by U% by
[Insert yearJ,
,. Increase the miles of sidewalks by U% by (insert year)
CQflIIMEN'I':.,OtI1er'.~ndardsco.~ld"I!ltl~deu.seJ's~tisf8~QP,'pe(l;e~ge
reductions in ~~nhouse gas eriifssloris;~d~diictiOn in_)" t,heSfifeWIIlk ' netWork: '., '. ..
Tl.2.7. Replace automobile level of service as a dominant determinant
with multimodallevel of service assessment criteria.
Tl.2.B. Collect baseline data and regularly gather follow-up data in
order to assess impact of poliCies.
,. Collect data regarding the safety, functionality, and actual use by
each category of users of the neighborhoods and areas within
[JurisdlctionJ.
v Track public transportation ridership numbers.
.. Track performance standards and goals.
v Track other performance measures such as number of new curb
ramps and new street trees or plantings.
V Require major employers to monitor how employees commute to
work.
Ob!ectjye n.3: Plan and develop a comprehensive and convenient bicycle
and pedestrian transportation network.
COMMENT: Jurisdictions with existing bicycle orjJedestrian plans may have
already addressed the pOlicy/action Items under this objectlve.:!n suCh
jurisdictions, it is not necessarytllrestate these polity andactlo(\ items
verbatim. SuCh plans should be reviewed.!lnd,if necessary. ,revised to
complement the Complete Streets' approaCh.Jf eXisting, plansiddlJ!Ss this
objective sufficlently •. a jurisdiction may lncoiporate ~ blt:'Ide and pedestrian
plans with language such 8s:"The provisions $et forth in the (Pedestrian/
Bicycle Plan) are Incorporatedlntothlspl.an,· .
For' jUrisdictions that hailentitdevl!ID~a. d~ue~~ICYdt.or 'Pl!destrr.in.
plan, the polides al)dactlClns in .this s~on pr!Mde a good lNSY to begin
addressing those needs In an IntegratedJashlon,
n.3.l. Develop a long-term plan for a bicycle and pedestrian network
that meets the needs of users, including pedestrians, bicyclists, public
transportation riders, (insen other appropriate users If desiredJ and
people of all ages and abilities, Including children, youth, families, older
adults, and individuals with disabilities.
v Conduct a demand analysis for each category of user, mapping
locations that are already oriented to eaCh mode of travel and type
of user and those for which there Is latent demand.
v For each category of user, map out a preferred transportation
network with routes that will enable safe, interconnected, direct,
continuous, and efficient travel from each major originatiOn area to
eaCh major destination area.
.. Encourage public partiCipation in community decisions concerning
the demand analysis, preferred route network, and street design
and use to ensure that such dedsions: (aJ result In streets that
meet the needs of all users, and (b) are responsive to needs of
indiViduals and groups that traditionally have not participated
in public infrastructure deSign. Include pedestrians, bicyclists,
individuals with disabilities, Children and youth, families, older
adults, public transportation riders, low-income communities,
communities of color, and other distinct social groups, and their
advocates. Establish ongoing advisory committees and public
feedback mechanisms.
.. Identify and prioritize necessary changes in order to implement
the preferred network; prioritize neighborhoods with the greatest
need and projects that significantly alleviate economic, social,
racial, or ethnic Inequities.
f( Ensure that the networks provide ready access to healthy sources
of nutrition.
v Explore the use of non-standard locations and connections for
bicycle, pedestrian, and public transportation fadlilles, such as
easements, restored stream corridors, and railroad rights-of way.
-Tl.3.2. Evaluate timeline and funding of the plan.
V Assess the degree to which implementaoon of the plan can be
coordinated with planned reconstruction of streets, development
projects, utility projects, and other existing funding streams.
v Develop funding strategies for addressing additional needs; actively
pursue funding from state, federal, and other sources.
V Explore imposing development impact fees and dedicaoon
requirements on new development to create paths and other
Complete Streets infrastructure.
". Tl.3.3. In collaboration with [appropriate local and regional agencies),
Integrate bicycle, pedestrian, and public transportation facility planning
into regional and local transportation planning programs and agencies
to encourage connectivity between Jurisdictions.
Tl.3.4. Develop programs to encourage bicycle use, such as enacting
indoor bicycle parking policies to encourage bicycle commuting, or
testing innovative bicycle facility design.
Objective Tl.4: Promote bicycle, pedestrian, and public transportation rider
safety.
Comment: As noted for the previous obj., jurlSdidions With existfug
bicycle or pedestrian piaru; may .also choose,tO:omlt these~1f already
addressed In those pli~i!nd lristeaii~r~a(th~e'pl~.' .:." ,',L: ".':.' '.
Tl.4.1. Identify physical Improvements that would make bicycle and
pedestrian travel safer along current major bicycling and walkinll
routes and the proposed future network, prioritizing routes to and
from schools.
Tl.4.2. Identify safety Improvements to pedestrian and bicycle routes
used to access public transportation stops; collaborate with [local
transit agency} to relocate stops where advisable.
T1.4.3. Identify intersections and other locattons where collisions have
occurred or that present safety challenlles for pedestrians, bicyclists, or
other users; consider gathering additional data through methods such
as walkabillty!bikeabillty auditS; analyze data; and develop solutions to
safety issues.
Tl.4.4. Prioritize modifications to the Identified locations and identify
funding streams and implementation strategies, Including which
features can be constructed as part of routine street projects.
Tl.4.S. Collaborate with schools, senior centers, advocacy groups, and
public safety departments [insert additional specific departments as
appropriate] to provide community education about safe travel for
pedestrians, bicyclists, public transportation riders, and others,
Tl.4.6. Use crime prevention through environmental design strategles4
to increase safety for pedestrians, bicyclists, and other users.
Tl.4.7. As necessary, publiC safety departments should engage in
additional enforcement actions In strategic locations.
Oblective n.s: Make public transportatton an interconnected part of the
transportation network.
n.S.l. Partner with [local transit agency] to enhance and expand public
transportation services and infrastructure throughout [Jurisdiction]
and the surrounding region; encourage the development of a public
transportation system that increases personal mobility and travel
chOices, conserves energy resources, preserves air quality, and fosters
economic growth
" n.s.2. Work jointly with [local transit agency] to provide destinations
and activities that can be reached by public transportation and ere of
interest to public transportatlon-dependent populations, Indudlng
youth, older adults, and people with disabilities.
.. T1.S3. Collaborate with [local transit agency) to incorporate
infrastructure to assist users In employing multiple means of
transportation in a single trip In order to Increase transportation access
and flexibility; examples Include, but are not limited to, prOViSions
for bicycle access on public transportation, secure blcvde racks at
transit stops, access via publiC transportation to trails and recreational
locations, and so on.
I'> T1,s.4. Ensure safe and accessible pedestrian routes to public
transportation stops; relocate stops If safe routes are not feasible at
current location.
T1.5.S. Work with [I0C81 transit agency) to 1!nsure that public
transportation facilities and vehicles Bre fully accessible to people With
disabilities.
'.' T1.5.6. Explore working with [local transit agency) to provide travel
training prollrams for older aduitS and people with disabilities, and
awareness training for vehide operators.
,. n.S.7. Explore creatizon of public transportation priority lanes to
Improve travel time.
=' n.S.B. Partner With [local transit allency] to collect data and establish
performance standards related to these steps.
Notes:
I. Note that many types of occommodotions for people witl> disabilities are
mandated by federollaw under the Amencons with Disabilities Act.
ii. A road diet is a transportation technrque in which the number or width of
lanes ded,cored ta motor vehicle traffic is decreased, often by combining
the rwo central lanes into a single two-woy tlJrn lane, in order to create
odditional spoce within the right of woy for fealUres such as bicycle lones,
sidewalks. or buffer lones.
iii. ConnecnVlty describes the directness of roures ond density of connections
in a street network. A street ~etwork with high connectivity has many short
links, numerous inrersecrtons, and few dead-end streets. As connectivIty
increases, travel distances decrease and route options increose, alloWing
more direcr travel between destinotions.
iv. Crime preve(!tion through envlronmentol design (CPTED) involves designing
the built environment to deter criminol behavior. CPTED aims to creare
environments thor discourage the commission of crimes by influencing
offendef'l ta not commit a contemplated crime. usually due to increased fear
of deTection.
'~~~~, SOUTH MIAMI COMPLETE STREETS PLAN -2016 '. ,,~
79!1a5 ~
SECTION III
Complete Streets ConceptS for Inclusion within Other Chapters/Elementsl
Sections of the Plan
Communities may also find it benefldal to include complete streets concepts in
other chapters of their plans to Increese the integration of the plan as a whole.
LAND USE CHAPTER
.ruw..J,J,U& Ensure that land use patterns and decisions encourage walking.
bicycling. and public transportation use, and make these transportation
options a safe and convenient choice.
Qbljldlve W1,!, Plan, design, and create complete and well-structured
neighborhoods whose physical layout and land use mill promote walking.
blcyclin& and pubnctransportatlon use as a means of accessing S1!rvices, food,
retail, employment, education, chlldcare, recreation, and other destinations.
LU1.l.l. Encouralle mixed·use development to allow siting of
residential, retail, office, recreational, and educational facilities wnhln
dose proximity to each other to encourage walking and bicycling as a
routine part of everyday life.
V Maximize the proportion of residences within ["} mile of uses like
parks, schools, grocers, retailers, service providers, employment,
pubfic transportation, and other desirable community features.
". W1,l.a. Encourage transit-oriented development by developing
public transportation in downtown areas and encouraging dense inflll
development nesr public transportation facilities.
p. W1.1.3. Promote inflll development and redevelopment; new
construction should occur in a compact form In developed locations
whenever feasible.
.. W1.1.4. Encourage the creation of high-quarrty community plazas,
squares, greens, commons, community and neighborhood parks, and
rooftop lIardens; explore creation of shared streets.
... LU1.l.S. Require safe and convenient walking, bicycling, and public
transportation features In new or renovated development.
~. LU1,l.6. Require transportation demand management strategies In
development plans.
il> LUt.l.7. Explore imposing development impact fee, use fee, and
dedication requirements on new development to fund multimodal
transportation.
po Wl.1.8. Consider conducting health Impact assessments when
SECTION
>r" 80/lS,
designing streets or undertaking policymaking with regard to public
infrastructure and development, in order to understand and address
public health implications of actions in this realm.
Objective LU1.2: Require street design that creates public space that is safe
.nd welcoming for pedestrians.
LU1.2.1. Encourage street-oriented buildings; locate parking lots, if
provided, in rear of retail and bUSiness centers.
LUl.2.2. Provide pedestrian-scale lighting.
,-LUl.2.3. Encourage a high proportion of streets where building fa~des
have abundant windows and entrances facing the street and create a
human-scaled wall near the lot line.
LUI.2.4. Encourage ground-level business uses that support pedestrian
activity. such as retail, restaurants, and services.
LUI.2_S. Reduce the proportion of street frontages and rights of way
lined by parking lots, blank walls, or empty lots.
LUl.2.6. Where parking lots are located between commercial buildings
and streets, require or encourage creation of a pedestrian path from
the street to the entrance.
" LU1.2.7. Increase street connectivity.
PARKS/RECREATION CHAPTER
Goal Pl: Increase use of parks and open space for physical activity and
encourage residents to access parks by walking, bicycling, or public
transportation.
Objective PLI: Create safe routes to parks and open space.
Pl.l.l. Encourage the development of parks and open space with a
network of safe and convenient walking and bicycle routes. induding
. routes that access other popular destinations, such as schools.
Pl.l.2.lmplement traffic-calming measures near parks where advisable
due to vehicle speeds and volumes.
Pl.1.3. Improve intersections at access points to parks to create greater
visibility for all users. and provide accessible curb ramps and additional
time to cross the street.
Pl.l.4. Improve public transportation connections to trailS, parks. and
other recreational locations.
Pl.l.S. Ensure that all parks and open space can be reached through
safe routes for bicycling. walking, and public transportation.
" Pl.l.6. Ensure that trails, parks. and open spaces have secure bicycle parking facilities.
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SOUTH MIAMI COMPLETE STREETS PLAN -2016
831195
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,P~~ «; 5 feet sidewalks when separated from the back of curb by • buffer I Minimum sidewalk width Rang., from 6 feet to 8 f.et
. strip (4 feet when physical constrains exist)
I Should b. 5 to 6 feel minimum width with sufficient
\ buffers street furniture and pedestrian amenities should I be considered due to high speed facility planting strip.
: of ., I.a.t e feet wide should be considered as a buffer
; wayfinding signsse comer Island for refuge
6 feet sidewalks when they are adjacent to the curb
Sidewalks should be present on both sides of the roadway except
for locations where there are physicals barriers (like canals). in such
cases, sidewalk shall be provided at least for one side of the road and
where the bulk of pedestrian ge.'lerators exist (i.e. bus stops, shopping
centers, schools. etc.)
i 10 feet width desired betwet!n back of curb and R/W to provide e 5
I feet utllity-slrlp/drlveway-approach and 5 feet sidewalk
j Minimum 4 feet furni$hing zone
·Ughting
! Crosswalks shall be provided and enhanced pavement
crosswalks shall be Installed for high pedestrian .rea.
Provide landscape and or planters enhancements in dependence of In pavement lighting for high pedestrian activity and
existing utilities location and easements vehicular conflicts
For high pedestrian areas street furniture should be provided Lighting
For high pedestrian areas sidewalk surface treatments should be
considered
Marked crosswalk at controlled intersections
Curb ramps
· Pedestrian Signal Crossings uncontrolled mid-block crosswalks 'when
· approprIate)
· Pedestrian hybrid beacons (wnen appropriate)
· ReC*..angular rapid flashing Beacon (when appropriate)
! Minimum of 4 feet of tree line, utilities or
i furnIshing zone plus 6 feet of dear pedestrian
j width plus 2 feet of frontage zone for a total of
112 feet. However,19.5 feet I, the totol desired
) for crosswalks
· In ~!~et p'~destr_ia~.crm.sj"g ~iB~ting ~~~n_app_~p~~~_~~)
4 feet bike lanes and an additional 1 foot when adjacent to 5 feet bike lanes with buffer preferred
curb (if curb and gutter, this addltlonall foot Is considered by 4 feet minimum but 5 to 6 feet preferred 5 to 6 feet bike lanes or parallel routes
the curb pan) or other barrier Bike route Signs
5 feet bike lanes when adjacent to parallel parking, if truck Colored pavement In bike lanes
trafflc Is greater than 10% or if posted speed exceeds 50 mph
Regular and conventional bike lanes shall be provided as a
5 feet bike lanes when adjacent to right turn, left turn lanes minimum
and bus bays
Bicycle parking shall be considered
When heavy parallel parking demand exist, an additional 1
to 2 feet of buffer space shall be provided where the R/W is If space is restricted Bnd speed 15 less than 35 mph, shared lane
adequate markings shall be provided
Bicycle lanes shall not be provided on a roundabout and shall If space is not restricted, consider shared use path
be transition prior to the roundabout
In certain circumstances, consider raised bike lanes
Wide Curb lanes should be 14 feet wide
Bilce signal accommodations (bike heads, loops, etc.)
Wider outside travel lanes may be considered
provide bicycle bOK at signalized intersections for
high amount of bleyde traffic
SECTION
84// 'h
11 feet travel lanes with cross slope of 0.02 feet per foot MinimumO.015
feet per foot and maximum 0.04 feet per foot
Medians are required for all 4 lanes faciiities with a design speed of 40
mph or greater
Pl"OIIide refug1! ~Iands
Provide raised medians
11 feet lane widths minimum
19.5 feet median width is required for design speed of 50 mph or greater I Max posted speed varies from 35 mph to 40 mph (US-l)
155 teet median w<lth is required fo, design speed of 45 mph or less
10 feet peved median width for two way turn lanes when design speed
is 40 mph or les$
Curbs are not tel be used on facilities with design speeds greater of 45
mph
Consider on appropriate ctrwmstances:
Roundabout
Parallel parking
CUrb extensions (bump outs) for 35 mph or leS5
Minimum 25 feet for corner redH (35 feet desired)
For high pen:entageof truek trafflc40 feet minimum (50 feetdesiredl
If present: Transit stop and tran.~ stop slgnage
A boarding and allshting area of 8 feet (measured Irom the curb)
by 5 feel (measured parallel to the roadway) shall be provided and Provide shelters and bike racks
shall be connected to streets, sidewalks, or pedestrian paths by an
10 feet lanes with wide lanes 12 feet to 14 feet next to
gutter
All medians should be landscaped, include trees keeping
proper sIght dIstances. pedestrian refuge Island can
be prOVided at specified mid-block croulngs or at
IntersectioN
Woyfinding slgnage
Corner Island for pedestrian refuge
Preferred loeations ere generally at cross streets and
high traffic generators; pedestrian enhancement which
meet ADA standards should also be included
accessible route When provided* bus stop shall be located at the far side of the I Bus shelters located on amenity zone or green zone
Shelters should be installed at locations where demand warranU
installation and in accordance with clear lone criteria
eenches (If provided) shall be in an accessible location outside the
path of travel and 'holl have a surface of 2.5 feet by 4 feet deep
to allow a wheelchair user to sit next to the bench. Connection
between the sidewalk and bus stop boarding and alightina area shall
be provided
intersection
Bus turnouts (when appropriate)
2 to 4 through lanes could be up to 6 lanes
target design speed 25 to 35 mph
Lane width should be 10 to 11 feet wide
Medlens should be required and should
range between 4 to 1B feet In width
Minimum parallel parking width of 8 feet
Mi~lmum combined parallel parking and bike
lane width of 13 f.et
Minimum curb return radii of 10 to 15 teet
Consider on appropriate circumstances"
Roundabouts
Curb extensions
Express and Locol route.
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THE CORRADINO GROUP
4055 NW 97th Avenue
Miami, FL 33178
305.594.0735