This Report was prepared for Miami-Dade County’s Department of Transportation and Public Works by Kimley-Horn and Associates, Inc. in association with EXP U.S. Services, Inc.
Dear Miami residents and stakeholders,
Miami-Dade County is growing and evolving, and so must our approach to transportation. In recognition of this, we have embarked on a first ever comprehensive master planning process under my administration to design a modern, more efficient, and sustainable transportation system that caters to the diverse needs of our residents and industry. The development of the inaugural Countywide Transportation Master Plan (CTMP) marks the beginning of this effort.
The primary goal of this master plan is to create a transportation network that is more reliable, sustainable, and accessible to all residents. We understand the importance of a well-functioning transportation system in fostering economic growth, improving quality of life, and promoting environmental sustainability.
The CTMP is the result of careful analysis, community input, and collaboration with transportation experts. It encompasses a wide range of considerations, from improving public transit and enhancing road networks to promoting sustainable transportation alternatives and prioritizing pedestrian and cyclist-friendly initiatives. The goal is to create a comprehensive, integrated, and forward-thinking approach to transportation that aligns with our community's values and aspirations.
Our community has witnessed remarkable growth and development over the years, and as we continue to grow, it becomes increasingly important to plan for the future of our transportation infrastructure. The CTMP is a strategic roadmap that will guide us in addressing current challenges, anticipating future needs, and ensuring the efficiency, safety, and sustainability of our transportation networks.
I am excited about the positive impact that this Countywide Transportation Master Plan (CTMP) will have on our community, and I encourage you to stay informed and engaged in the process. By participating in the master plan community engagement activities, you can be an integral part of crafting the future of our community’s transportation system. Together, we can build a transportation system that reflects the needs and aspirations of our residents. I look forward to working hand in hand with each and every one of you as we embark on this transformative journey. Your support and active participation are crucial to the success of this initiative.
Thank you for your continued commitment to making Miami-Dade County a great place to live, work, and thrive.
Sincerely,
, Miami-Dade County
Dear friends and residents,
Recognizing the critical role that an efficient and sustainable transportation network plays in fostering economic development, improving quality of life, and ensuring environmental sustainability, the Department of Transportation and Public Works (DTPW) has developed the first-ever Countywide Transportation Master Plan (CTMP) that will guide transportation planning efforts in the years to come.
Our goal is to create a visionary and inclusive plan that considers the diverse needs of our community, anticipates future challenges, and identifies strategic opportunities for improvement. We understand the importance of engaging with stakeholders at every level – from government agencies and businesses to community organizations and individual residents. Collaboration and input from all perspectives will be essential in crafting a plan that truly reflects the aspirations and priorities of our community.
Throughout the planning process, we will maintain open lines of communication with stakeholders, providing regular updates and opportunities for feedback. We believe that transparency and inclusivity are key to the success of this endeavor, and we welcome input from all those who have a stake in the future of our transportation system.
We anticipate that the CTMP will serve as a strategic roadmap, guiding our investments, policies, and initiatives. By fostering a seamless and sustainable transportation network, we aim to enhance connectivity, accessibility, and overall mobility for our residents and businesses.
I am confident that, with the collaboration of our community and the dedication of our team, we will develop a Countywide Transportation Master Plan that positions Miami-Dade County as a leader in transportation innovation and excellence.
Sincerely,
, Department of Transportation and Public WorksThe Miami-Dade Department of Transportation and Public Works (DTPW) assumes a pivotal role in the oversight and enhancement of transportation infrastructure and public services within MiamiDade County, Florida. As a government entity, DTPW exercises comprehensive management over various facets of transportation and public works, ensuring the seamless and secure movement of individuals and commodities across the county. The fundamental objective of the Department is to establish and sustain a transportation system that is safe, efficient, connected, and clean.
DTPW undertakes an extensive array of responsibilities encompassing the planning, engineering, operational oversight, and maintenance of the County’s public transportation system, highway network, freight systems, and bicycle and pedestrian network. The Department is also responsible for the crucial role of constructing and preserving bridges within the county and managing the County’s stormwater system for flood and water quality protection. DTPW’s endeavors contribute significantly to the regional economy by furnishing county residents, businesses, and visitors with diverse mobility alternatives, thereby facilitating accessibility to employment, education, healthcare, and recreational opportunities for all constituents.
DTPW develops, coordinates and operates the County’s transportation network with a goal of improving mobility to create a resilient and sustainable community for our residents, businesses and visitors.
To be the world’s best provider of transportation options.
Enhance the quality of life of Miami-Dade County residents, businesses, and visitors by delivering safe, clean, efficient, reliable, sustainable and equitable public transportation infrastructure services.
With heartfelt appreciation, we extend our thanks to the diverse and involved community of Miami-Dade County, including residents, community organizations, and public agencies for their instrumental role in molding this plan.
Eulois Cleckley Director/CEO
Lisa Colmenares, AICP
Sean Adgerson
Josiel Ferrer-Diaz, PE
Maria Kunhardt
Melvin Cartagena
Carlos Cruz-Casas
Phillip G. Edwards
Beth Goldsmith
Juan Mendieta
Maria Perdomo
Melissa Rolle-Scott
Paola Baez, PE
Alex Barrios
Tara Blakey
Tewari Edmonson, EI
Yamilet Senespleda, PE, PTOE
Miguel Soria, PE
John Lafferty
Michelle Gonzalez, AICP
Amber Crane
Erin Emmons
Wilson Fernandez
Alyssa Goldberg
Saige Killion
Stewart Robertson, PE
Crystel Villafranca
Miami-Dade Aviation Department (MDAD)
Miami-Dade County Community Action and Human Services Department
Miami-Dade County Department of Environmental Resource Management (DERM)
Miami-Dade County Department of Regulatory & Economic Resources (RER)
Miami-Dade County Homeless Trust
Miami-Dade County Information Technology Department (ITD)
Miami-Dade County Internal Services Department (ISD)
Miami-Dade County Public Housing and Community Development (PHCD)
Miami-Dade County Water and Sewer Department (MDWSD)
Miami-Dade Parks Recreation and Open Spaces (PROS)
Miami-Dade Transportation Planning Organization (TPO) PortMiami
Florida Department of Transportation (FDOT) District 6
Greater Miami Expressway Agency (GMX)
Miami-Dade Transportation Planning Organization (TPO)
South Florida Regional Transportation Authority (SFRTA)
Alfredo Quintero
Amy Canales
Aurelio Carmenates
Barbara Handrahan
Charles Alfaro
Christopher Rosenberg
Claudia Hasbun
Claudio Diaferia
Collin Worth
Deborah Storch
Dionne Richardson
Franchesca Taylor
James Murley
Jane Gilbert
Jeremy Calleros Gauger
Joe Cornely
Maria Kundhart
Jorge Damian de la Paz
Josiel Ferrer-Diaz
Juan Mendieta
Juan Toledo
Julio Brea
Kim Brown
Lazaro Garaboa
Lorraine Cargill
Manny Armada
Mary-Tery Vilches
Nakeischea Loi Smith
Nilia Cartaya
Rogelio Madan
Ryan Benton
Sean Adgerson
Tomas Alcala
Alex Shapiro
Alfie Sanchez
Anamarie Melo
Angel Diaz Jr
Carlos Migoya
Christos Costandinides
Cristina Brito
Cristina Crespi
David Clodfelter
Dr. Jose Dotres
Dr. Julio Frenk
Dr. Ken Jessell
Eric Knowles
Esther Caravia
Jason Smith
Joseph Corradino
Juan Visser
Leroy Jones
Leticia Bolden
Liliam Lopez
Madeline Pumariega
Manny Gonzalez
Mickey White
Natalia Crujeiras
Nicholas Duran
Patricia Frost
Raul Moas
Rick Beasley
Robert Miller
Sonia Grice
T. Willard Fair
Tania Valenzuela
William “Bill” Diggs
Yanelis Valdes
THIS PAGE INTENTIONALLY LEFT BLANK
American Community Survey
Aerial Cable Transit
Approaching Construction Together
Americans with Disabilities Act
Artificial Intelligence
American Institute of Certified Planners
Advance Traffic Management System
Automated Vehicles
Automated Vehicle Location
Building Better Communities
Better Bus Network
Board of County Commissioners
Bureau of Economic and Business Research
Bus Express Rapid Transit
Bus Rapid Transit
Bureau of Transportation Statistics
Computer Aided Dispatch
Climate Action Strategy
Community Action and Service Department
Connected and Automated Vehicles
Central Business District
Comprehensive Development Master Plan
Capital Improvement Plan
Compressed Natural Gas
Carbon Dioxide
Comprehensive Operational Analysis
Carbon Reduction Program
Commuter Rail Transit
Countywide Transportation Master Plan
Department of Environmental Resource Management
Dynamic Message Signs
Department of Transportation
Delivery Service Partners
Department of Transportation and Public Works
Enhanced Bus Service
Equity Justice 40
Environmental Protection Agency
Electric Vehicle
Florida Department of Transportation
Florida East Coast
Federal Emergency Management Agency
Federal Highway Administration
Florida International University
Future Land Use
Facilities Master Plan
Federal Transit Administration
Florida Transportation Plan
Fiscal Year
Golden Glades Multimodal Transportation Facility
Greenhouse Gas
Geographic Information System
Greater Miami and the Beaches
Greater Miami Chamber of Commerce
Greater Miami Expressway Agency
General Obligation Bond
High-Injury Network
Heat Vulnerability Index
Infrastructure Investment and Jobs Act
Miami-Dade County Internal Services Department
Miami-Dade County Information Technology
Department
Intelligent Transportation System
Key Performance Indicator
Killed and Severe Injury
Longitudinal Employer-Household Dynamics
LEHD Origin-Destination Employment Statistics
Level of Service
Long Range Transportation Plan
Level of Traffic Stress
Monitoring and Alerting System
Miami-Dade Aviation Department
Miami-Dade County
Miami-Dade Transit
Miami-Dade County Water and Sewer Department
Miami-Dade Expressway Authority
Miami International Airport
Miami lntermodal Center
Mobility Impact Fee
Miles Per Hour
National Association of City Transportation Officials
National Highway Freight Network
Office of Management and Budget
Miami-Opa Locka Executive Airport
Overtown Transit Village
Planning Area Designee
Pavement Condition Index
Project Development and Environment
Professional Engineer
Public Housing and Community Development
Public Involvement Plan
Parks, Recreation and Open Spaces
Positive Train Control
People’s Transportation Plan
Regulatory and Economic Resources
Roadway Impact Fee
Right of Way
Rapid Transit Zones
Structurally Deficient Bridge List
South Florida Regional Planning Council
South Florida Regional Transportation Authority
State Highway System
Strategic lntermodal System
Sea Level Rise
Strategic Miami Area Rapid Transit
Standard Operating Procedure
State Road
Surface Transportation Block Grant
Special Transportation Services
Transportation Alternatives
Transportation Data and Analytics
Transit Development Plan
Traffic Engineering Department
Transit Equity Initiative
Transportation Improvement Program
Traffic Management Center
Transit-Oriented Community
Transit Oriented Development
Transportation Planning Area
Transportation Planning Organization
Transportation System Management & Operations
Traffic Signal Maintenance and Compensation
Agreement
Travel Time Index
Transportation Infrastructure Improvement District
Ticket Vending Machines
Urban Air Mobility
Urban Development Boundary
University of Miami
Unincorporated Municipal Service Areas
United States Department of Transportation
Vehicle Hours Traveled
Vertically Integrated Cargo Community
Vehicle Miles Traveled
Vision Zero
Water and Sewer Department
Zero Emissions
County
Motivation For The Plan Vision For the Plan
& Objectives
Stakeholder Engagement
Community Engagement
Collaboration with Partners
Focus Areas & Input
Summary
Project Prioritization & Sketch Planning
Prioritization Process
Prioritization Criteria
Sketch Planning Analysis
Pedestrian & Bicycle
Existing Network
Programs & Initiatives
Needs & Challenges
Project Prioritization
Sketch Planning Analysis
Innovation Freight
Existing Network
Programs & Initiatives
Needs & Challenges
Project Prioritization
Sketch Planning Analysis
Innovation
Existing Network
Programs & Initiatives
Needs & Challenges
Project Prioritization
Sketch Planning Analysis
Innovation
Existing Network
Programs & Initiatives
Needs & Challenges
Project Prioritization
Sketch Planning Analysis
Innovation
Financial Resources
DTPW Budget Overview
Funding Sources
Local Financing Options
CTMP Funding Need
Implementation Plan
Project Coordination
Annual Update Process
Implementation
Monitoring & Evaluation
Project Intersection Review
Fulfilling the Vision
The Countywide Transportation Master Plan (CTMP) is a strategic document that guides the development and implementation of transportation projects and services in Miami-Dade County. It is a 20-year plan that addresses four key modes: transit, roadway, pedestrian/bike, and freight. The plan aims to create a transportation network that is safe, equitable, resilient, connected, and efficient, while addressing the diverse and evolving mobility needs and challenges of the county.
A key element of the plan was to develop a strong framework for which to establish a methodical, fair, equitable, and efficient process to evaluate and prioritize all DTPW’s transportation projects. This process required DTPW to conduct a robust public outreach effort aimed at bringing together the collective voices of MiamiDade County residents and businesses to create an implementation plan that focuses on a shared vision for the future of transportation in Miami-Dade County. The CTMP is focused on creating pathways for more synergy and enhanced coordination among DTPW, county departments, municipalities, and partner agencies to ensure the continued delivery of transportation improvements that support the community.
What this section introduces:
This chapter provides an overview of the current state of transportation in the county, including key statistics, trends, and challenges that shape the mobility landscape.
This chapter explains the process of developing the CTMP, including the review of relevant plans and initiatives, the identification of focus areas and pillars, and the incorporation of innovation and aspirational strategies.
This chapter dives into the motivation, vision, goals and objectives of the Countywide Transportation Master Plan (CTMP), which aims to create a safe, equitable, resilient, efficient and connected transportation network for Miami-Dade County.
This chapter describes the extensive community engagement efforts that were conducted to solicit input and feedback from various stakeholders, including residents, businesses, visitors, municipalities, and partner agencies.
This chapter includes:
+ County Overview
+ State of Transportation
+ Transportation Planning Areas
+ Challenges in Miami-Dade
As Florida’s largest county by population, Miami-Dade County sees tremendous movement in, out, and through its borders each day, whether it be residents or visitors traveling to work, school, running errands, or out for leisure. In recent years, the County has experienced tremendous growth, roughly 11% since 2010, which has only increased traffic congestion, particularly along highway corridors and in commercial centers.
Investment in local infrastructure has strengthened locals’ ability to rely on non-vehicular modes of travel, such as walking, bicycling, and public transit. Together, these changes have influenced commute patterns and lifestyle choices, whether in the location of one’s residence, whether to purchase a car, or how early to leave for work. Equally, the enduring effects of advances in technology persist in shaping travel patterns, notably reducing the number of commuters working in physical offices today.
GEOGRAPHIC AREA
1,900
In the heart of South Florida, Miami-Dade County stands as a crucial center of urban development, infrastructure, and regional planning. Encompassing over 2,400 square miles, with 1,900 square miles of land, the County not only holds the distinction of being the most populous in Florida, with nearly 2.7 million residents, but also a microcosm of cultural diversity, boasting a population that reflects a rich blend of Latin American, Caribbean, Eastern European, and other influences. As a global hub for trade and commerce, Miami-Dade County’s significance extends beyond its iconic beaches, encompassing a complex tapestry of economic resilience, technological innovation, and strategic urban design. square miles of land
DIVERSITY
POPULATION
2.7 million people under the age of 18 20% over the age of 65 16%
54%
thousand people that’s 118 thousand less than in 2016
Companies
#1 startup activity in the U.S. #1 Container Port in Florida *Beacon Council #2 International Banking Center in U.S.
This section explores the complex mobility landscape, revealing key statistics and trends that shape transportation in South Florida. In the following pages, an examination of Miami-Dade County’s transportation ecosystem aims to uncover not just numbers but the stories they tell about the people, places, and the evolving dynamics in this diverse region.
7400+
* FDOT City/County Road Mileage Report, 2022
* Miami-Dade Freight and Logistics Overview, 2021
* Miami-Dade TDP 2022
200+
* Miami-Dade DTPW Summary of Accomplishments 2022
* Miami-Dade TPO’S 2050 Bicycle-Pedestrian Master Plan
*FDOT, Public Road Mileage and Miles Traveled, 2022
Annual economic impact of lost hours from congestion Congestion costs time and money
5th in the U.S. for annual hours lost by commuters $1,773 Cost per year per commuter from hours lost commuting
Miami-Dade County is a vibrant and diverse region that faces many challenges and opportunities in terms of mobility and transportation. The County has a growing diverse population of which 54% are foreign born and is also recognized as a global hub for trade, commerce, tourism, and innovation, attracting millions of visitors and businesses every year. However, these factors also create pressure on the County's transportation system, which needs to accommodate the needs and preferences of various users and stakeholders.
The data provided on the previous pages highlight some of the key trends that reflect the County's economic, social, and demographic characteristics that impact the region’s transportation system. For example, the County's median household income and per capita income have increased significantly from 2016 to 2022, while the poverty rate and the unemployment rate have decreased. These improvements suggest that the County's economy is resilient and growing, but also imply that the demand for transportation services and infrastructure will increase as well. Moreover, the County's population is aging, with 20% of the residents being over the age of 65, and the County's tourism industry is booming, with 26.5 million arrivals annually. These factors indicate that the County's transportation system needs to be accessible, safe, and reliable for different types of travelers, especially those who may have special needs or preferences.
Furthermore, Miami-Dade County ranks fifth in the U.S. for annual hours lost by commuters due to traffic. This indicates that there is a need to prioritize transportation enhancement which focus on relieving commute times, enhancing transportation options, such as seeking opportunities to expand the utilization of the county's transit system to aid commuters in reaching their destinations efficiently and sustainably.
Miami-Dade County spans over 1,900 square miles of land and encompasses 34 incorporated municipalities along with unincorporated communities and neighborhoods. Miami-Dade County is a rich mosaic of cultures, preferences, and distinct challenges, each unique to the neighborhoods, communities, and municipalities that constitute our vibrant county.
With the understanding that each area within Miami-Dade County has different priorities and needs, the Countywide Transportation Master Plan (CTMP) is strategically structured around six delineated Transportation Planning Areas (TPAs), organized based on their geographical positioning within Miami-Dade County. This strategic segmentation serves as a framework to meticulously examine and comprehend the intricate transportation-related dynamics, catering to the distinct needs, concerns, opportunities, and defining characteristics of the diverse Miami-Dade County communities, municipalities, and Unincorporated Municipal Service Areas (UMSA). This approach underscores DTPW’s commitment to a holistic understanding of the region, fostering inclusive and tailored solutions that address the multifaceted aspects of the County’s transportation landscape.
The six TPAs include:
Isles
Aventura Bal Harbour Bay Harbor Islands
Golden Beach Indian Creek Village
Miami Beach North Bay Village
North Miami Beach Sunny Isles Beach Surfside
The Beach TPA stands as the least populous region in the County, with a population of 234,721. The area thrives, with the Accommodation and Food Services sector dominating the job market, serving as the primary source of employment for most Beach TPA residents. The community exhibits a distinctive transportation pattern, with only 68% of its working residents relying on a vehicle to commute to work, the lowest percentage among TPAs in the region. This suggests that 32% of Beach TPA residents use various other modes of travel such as transit, biking, or walking. This TPA also has the highest percentage of aging residents, with almost 20% of its population being over the age of 65. Both these factors highlight the importance of planning for improvements that enhance mobility options and prioritize age-friendly transportation.
Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
Coral Gables Miami Springs South Miami
Virginia Gardens West Miami
The Central TPA is the most populous TPA in the region, with a total population exceeding 619,000 residents. This planning area has a significant focus on Health Care and Social Assistance, serving as the cornerstone of employment for the majority of TPA residents. Moreover, it is the location of key activity centers such as Miami International Airport (MIA), Florida International University (FIU), and the University of Miami (UM). Currently, 78% of residents living within the Central TPA drive to work alone. However, between 2016 and 2021, the Central TPA witnessed an increase in the number of people commuting by transit and walking by 28% and 35%, respectively. This underscores the need to prioritize more accessible, reliable, and efficient transportation options for the Central TPA.
POPULATION
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
The CBD is the smallest TPA in size yet ranks as the third largest TPA by population within the County. As of 2021, the CBD TPA boasts a population of over 459,000 residents. Home to numerous civic, government, and financial centers, the CBD attracts visitors daily. The top three employment industries within the CBD are Educational Services, Healthcare and Social Assistance, and Public Administration. The CBD has the highest percentage of people who commute to work by transit, with 7% of residents living in the CBD TPA relying on transit for their commute. The CBD also has the highest number of households without vehicles compared to the other TPAs. Additionally, the CBD TPA has witnessed a significant increase in the number of people working from home, a 207% increase between 2016 and 2021. This marks the greatest increase in working from home compared to the other TPAs. Transportation improvements should focus on enhancing transit infrastructure and services within the CBD TPA, as well as supporting remote work initiatives to alleviate commuting pressures and promote work-life balance.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
The North TPA is home to over 400,000 residents. The largest employment industry within the TPA by job count is Retail Trade. A significant percentage of the working residents within the North TPA, 31%, work outside of the County, given the North TPA’s geographic location, this is not surprising. It is also noteworthy that 22% of residents living in the TPA work within the CBD TPA, highlighting the importance of enhancing transit connectivity between the two TPAs. Another distinctive feature of the North TPA is that it is the TPA with the second-highest population of children under 18. According to the US Census 2021 ACS estimates, 23% of its population is under the age of 18, indicating the need to focus on enhancing bicycle and pedestrian safety to ensure their well-being.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021. *US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
Doral Hialeah Hialeah Gardens
Medley Miami Lakes Sweetwater
The Northwest TPA is home to just under 450,000 residents and is considered one of the most freight-intensive regions within the County. Transportation and Warehousing represent the largest employment industries, followed by Retail and Wholesale Trade. Most residents living within the Northwest TPA work within the TPA or travel north outside the County for employment. Seventy-eight percent of residents within the Northwest TPA have a travel time to work of less than 45 minutes. Moreover, the main means of travel to work in the Northwest TPA is by car, truck, or van, representing almost 87% of the population. This TPA has the least number of residents traveling by public transit to work, accounting for 1.4%. Lastly, the Northwest TPA ranks third compared to the other TPAs in terms of the highest percentage of residents working from home, at 9.4%.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021. *US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
Palmetto Bay Pinecrest
The South TPA is the second largest TPA by population in Miami-Dade County, with a total population of over 522,000 residents. This TPA is unique in that it has the largest population percentage of children under the age of 18, accounting for 26% of its population, and boasts the lowest median age of 36.7. The largest industry within the TPA by jobs is Health Care and Social Assistance, with the majority of TPA residents also employed in that industry. Another unique finding about the South TPA is that, according to the US Census 2021 ACS estimates, 22% of residents in the South TPA travel 60 minutes or more for work. This represents the TPA with the largest population percentage of residents spending such a significant amount of time traveling for work. Lastly, 55% of working residents within the South TPA work within Miami-Dade County but in a different TPA.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
*US Census Bureau. ACS 5-Year Estimates, 2016 and 2021. *US Census Bureau. ACS 5-Year Estimates, 2016 and 2021.
Multifaceted challenges shape the current state of mobility in Miami-Dade County. The complexities extend beyond the immediate needs of road capacity and safety, encompassing issues such as transit connectivity, the first-last mile challenge, and vulnerability to extreme weather events. By examining these challenges comprehensively, we lay the groundwork for a nuanced understanding and explore strategies that will be pivotal in crafting a resilient, sustainable, and inclusive transportation future for this dynamic metropolitan area.
Miami-Dade faces several other transportation challenges that contribute to the complexity of mobility planning in the region:
Ensuring seamless connectivity and integration between different modes of transportation remains a challenge. Enhancing coordination between Metrobus, Metrorail, Metromover, MetroConnect, Metrolink, Paratransit, and other mobility options is crucial to create a well-connected and efficient transit network.
Disparities in transportation access exist, particularly in underserved communities where public transportation options might be limited. This lack of accessibility can hinder economic opportunities and social mobility for residents in these areas.
Miami-Dade experiences heavy traffic congestion, particularly in highly populated areas. This congestion leads to increased commute times, frustration among drivers, and contributes to air pollution.
Challenges arise when there is a mismatch between transportation planning and land use policies. Encouraging transit-oriented development, mixed land-use planning, and addressing zoning issues are essential for creating walkable neighborhoods and reducing dependency on private vehicles. Zoning changes provide opportunities to address multiple contexts and multiple modes in Miami-Dade.
Aging infrastructure requires continual maintenance and upgrades to ensure safety and efficiency. Bridges, roads, and public transit systems may need repair or renovation, which poses challenges in ensuring smooth transportation flow while these works are underway.
As a coastal region, Miami-Dade County is susceptible to the impacts of king tides, hurricanes and storms. Ensuring the resilience of transportation infrastructure is a critical challenge. This involves not only designing robust infrastructure but also developing emergency response plans to manage disruptions during severe weather conditions, and any event to provide rapid response to the community.
This chapter includes:
+ Regional and Local Consistency
+ County Initiatives
+ Municipal Plans
+ Focus Areas
+ CTMP Pillars
+ Innovation
+ Aspirational Strategies
In this chapter, we delve into the process of shaping the CTMP. A comprehensive review of federal, state, regional and local transportation plans and initiatives was conducted to lay the foundation of the CTMP. This process was integral to ensure not only alignment but also to coordinate with agencies and their adopted plans that shape Miami-Dade County’s transportation landscape. The outcome of this extensive review was the identification of key focus areas that were later refined into the five pillars forming the foundation of the CTMP: Safety, Equity, Resilience, Connectivity, and Efficiency. These pillars represent the needs of a dynamic urban environment and also served as the guiding principles that reinforce the CTMP’s vision for a transportation network that is not only efficient but also inclusive, sustainable, resilient, and innovative in response to mobility challenges.
The development of the CTMP involved a comprehensive review of strategic federal, state, regional and local initiatives to ensure seamless alignment among the master plan and these strategic plans. Collectively, these plans served as the foundation for the CTMP’s focus areas.
Initiative/ Plan Policy Plan Program
Infrastructure Investment and Jobs Act (IIJA)
USDOT Strategic Plan 2022-2026
USDOT 2021 Planning Emphasis Areas
2045 Florida Transportation Plan
Florida Planning Emphasis Areas 2022
2045 Regional Long Range Transportation Plan(LRTP)
SFRTA Transit Development Plan (TDP) 2019-2028
2045 Miami-Dade County Long Range Transportation Plan (LRTP)
Thrive305
Miami-Dade County Strategic Plan 2022
Climate Change Action Strategy (CCAS)
Resilient 305 Strategy
Miami-Dade Water and Sewer Capital Improvement Program
CTMP Relevancy
CTMP policies and programs are shaped to be in alignment with the requirements for funding eligibility.
The goals of the CTMP align with the USDOT Strategic Plan.
The CTMP aligns with the USDOT Planning Emphasis.
The elements under the 2045 FTP provide the policy framework for the CTMP.
These emphasis areas are also relevant for the development of the CTMP and support the Florida Transportation Plan.
The CTMP aligns with the goals and objectives of the LRTP.
The CTMP is consistent with the South Florida Regional Transportation Authority (SFRTA) TDP and regional transportation goals and objectives.
The CTMP has a 20-year planning horizon that aligns with the LRTP and contributes to DTPW's vision and goals. DTPW's list of LRTP projects for the 2050 LRTP was developed and reviewed by DTPW staff for validity and consistency. The CTMP development involves coordination and collaboration with the Miami-Dade Transportation Planning Organization (TPO) to ensure consistency between both plans over the next 20 years.
The CTMP maintains consistency with the goals of Thrive305, known as the "Four E's" (environment, engagement, economy and equity).
The strategic areas of transportation and mobility, neighborhood and infrastructure, economic development, and general government align with the goals of the CTMP.
DTPW will continue to progress toward implementing the CCAS, including the construction of bike lanes and multiuse trails, supporting the acquisition of electric buses, and prioritizing future transportation projects that assist in reducing greenhouse gas emissions.
The CTMP is advancing the goals of Resilient 305 through implementing programs and projects focused on establishing reliable transportation options for communities that are vulnerable to economic and environmental risks.
It is through this CTMP that DTPW seeks to enhance collaboration with implementing agencies such as Miami-Dade Water and Sewer Department (WASD) to identify transportation corridors with multiple planned or programmed capital improvement projects. The desired outcome would lead to more efficient project implementation that could be less impactful to roadway users by minimizing traffic and mobility delays on transportation facilities.
Ensuring that the CTMP aligns with all of these important initiatives is instrumental in creating a well-integrated and connected transportation network. The subsequent sections highlight key aspects of the documents and plans considered. COUNTY
Initiative/ Plan Policy Plan Program
Miami-Dade County Parks and Open Space System Master Plan
PortMiami Master Plan
Miami International Airport (MIA) Master Plan
Miami-Dade AgeFriendly Action Plan
Comprehensive Development Master Plan (CDMP)
Vision Zero Plan
Vision Zero Framework Plan
DTPW Transit Development Plan (TDP)
SMART Program
DTPW Business Plan 2022-2023
DTPW Strategic Plan 2023-2033
DTPW Shift305
CTMP Relevancy
The CTMP will seek to provide improved access and connectivity to parks and recreation areas throughout the County, to meet the goals set in the Miami-Dade County Parks and Open Space System Master Plan.
Future developments at PortMiami will lead to an intensification of freight operations throughout the County. The CTMP acknowledges this anticipated growth in the modal plan sections by identifying critical locations of the transportation system that will be affected by this growth and proposing methods focused on managing the expansion of the largest port in the County.
The CTMP acknowledges this anticipated growth in the modal plan sections by identifying critical locations of the transportation system that will be affected by this growth and proposing methods focused on managing the evolving needs of MIA.
A particular emphasis is to enact a shift in the transportation network that results in less reliance on motor vehicles and provides more options for public transit or on-demand services to cater toward populations that may have difficulty operating a vehicle alone. This focus of balancing the modal split and providing diverse transportation options is echoed throughout most transportation-related agencies in Miami-Dade County and is a major focus of the CTMP.
The CTMP is consistent with CDMP goals and objectives.
The CTMP is committed to Vision Zero by prioritizing and funding safety improvements guided by the High Injury Network and the actionable strategies presented in the Vision Zero Action Plan.
The CTMP is committing to Vision Zero by prioritizing and funding safety improvements, and as such is part of the Vision Zero Framework Plan.
The CTMP is consistent with the MDT Moving Forward 2023 Annual Update goals to improve transit system reliability, improve customer service, maximize safety and security, integrate transit services that support the economy, reduce environmental impact, maximize funding, expand transit service, equity and maintain system in a state of good repair.
The CTMP prioritizes transit projects connecting to key destinations and reflects the importance of transit-oriented development through several proposed strategies.
The CTMP aligns with several DTPW Business Plan priority initiatives including increasing mobility options, promoting safety, maintaining infrastructure, implementing transit-oriented developments, and securing funding.
The CTMP will align with the Strategic Plan to ensure effective and efficient delivery of services and projects with exceptional customer service.
The integration of the Shift305 objectives ensures consistency with Miami-Dade County initiatives that support connectivity, equity, resiliency, and safety at the forefront of the CTMP community engagement and the planning process.
DTPW is taking the lead to further improve collaboration between implementing agencies and municipalities in Miami-Dade County through the preparation and implementation of the CTMP. Each of the various County Department’s initiatives provides an opportunity to implement the CTMP while coordinating with other County capital investments and improvements, supporting the CTMP pillar of Efficiency.
The implementation of the transportation improvements and projects identified in this Master Plan provides an opportunity to coordinate and collaborate with departments across the County. This helps minimize disruption while executing transportation improvements in an efficient and cost-effective manner.
MAYOR’S OFFICE
Mayor’s 4E Priorities (Equity, Environment, Economy, and Engagement): Priorities identified during the Thrive305 community-wide civic engagement initiative in 2021.
Thrive305: Community-driven initiative to capture residents’ needs and offer direction for addressing systemic issues.
Miami-Dade County Strategic Plan: Strategic direction to align departmental and agency budget and business planning.
Resilient 305: Prepare for an increasing occurrence of hurricanes, infrastructure, failures, sunny day flooding, traffic congestion, and economic inequities.
Long Range Transportation Plan (LRTP): Identify strategic investments to reach 2045 vision of the Miami-Dade County Transportation Planning Organization.
Miami-Dade Climate Action Plan: Pave the way to reduce greenhouse gas (GHG) emissions by 50% by 2030 focusing on energy and buildings, land use and transportation, and water and waste.
Miami-Dade County Municipality Plans: Promote transparency, accountability, efficient resource allocation, and performance measurement.
Shift305 Action Agenda: Create a unified DTPW that provides accountability and transparency to invest in and deliver the Department’s projects and services.
DTPW Strategic Plan: Strategic direction to support the Department in reaching the vision established by the Shift305 Agenda.
Additional Plans: Business Plan, Facilities Master Plan, among others.
Countywide Transportation Master Plan (CTMP)
Thrive305 is Miami-Dade County’s mayoral public involvement initiative and action plan to align government actions with community needs and desires. The CTMP maintains consistency with the overarching goals of Thrive305, referred to as the “four Es”. The “four Es” were introduced to serve as the cornerstone of Miami-Dade County’s Administration processes and procedures.
The guiding principle behind Thrive305 is simple – government works best when it is driven, informed, and led by the people who it represents.
This effort engaged the citizens of MiamiDade County through an extensive outreach process to understand priorities and gather ideas that would enable County’s Administration to place these into action and help shape the direction of Miami-Dade County government.
The four overarching goals guiding Miami-Dade County (Environment, Equity, Economy and Engagement) have served as the foundation to lay out the objectives of the Thrive305 Action Plan.
A well-managed built and natural environment that is resilient to climate stressors.
A community that trusts local government and has timely access to data and information in order to obtain services and influence decision-making in the County.
A growing and inclusive economy that creates jobs and invests in local talent; while spurring innovation and investment for the jobs and assets of the future.
Our residents and workforce are fully included in all aspects of life in the County regardless of who they are.
Thrive305 is a Miami-Dade County government initiative that works for all.
DTPW instituted the Shift305 as a strategic plan designed to foster a cohesive Department, promoting accountability and transparency in the pursuit of investing in and delivering projects and services. The Shift305 initiative encompasses a well-defined action agenda, structured around overarching objectives of Safety, Cleanliness, Efficiency, and Connectivity.
This initiative is intended to revitalize Miami-Dade’s Transportation System by 2025 through its four objectives. Ensuring alignment between the SHIFT305 goals and the core principles of the CTMP, was paramount in guiding community engagement and the planning process.
SAFE: Promoting a culture of safety and security by making Miami-Dade streets, paths and transportation services accessible to all and driven by data to ensure the highest quality of service.
CLEAN: Delivering transportation in Miami-Dade that is resilient to climate impacts now and sustainable for future generations.
SHIFT305 includes an action agenda that is organized under high-level goals of Safe, Clean, Efficient, and Connected.
EFFICIENT: Committed to utilizing Miami-Dade County’s street space, data and operations to minimize travel time and cost, and to maximize quality of life.
CONNECTED: Providing MiamiDade residents, workers and visitors a transportation network that allows them to readily get to the places they choose to work, play and learn.
A thorough analysis was conducted of planning documents, encompassing master plans, comprehensive plans, and other strategic plans prepared by municipalities across Miami-Dade County within the last five years. The primary objective was to obtain insights into the diverse mobility needs, challenges, and the priorities and goals established by municipalities and how they planned to address them. These documents helped to provide an understanding of various mobility needs and obstacles that DTPW will be able to consider throughout the implementation of the initial CTMP and subsequent annual updates.
Planning Area
Beach
North
Municipality
Aventura
North Miami Beach
Sunny Isles Beach
Bal Harbor
Indian Creek Village
Miami Beach
North Bay Village
Surfside
Miami Shores
North Miami
Opa-Locka
The CTMP provides alignment of municipal plans within the TPAs to facilitate collaboration and implementation of projects.
Master Plan
Transportation Element of the Comprehensive Plan
Unified Master Plan for Pedestrian and Bicycle Connectivity
Transportation Element of the Comprehensive Plan
TOD Master Plan
Transportation Master Plan
Village Utility Master Plan
Transportation Element of the Comprehensive Plan
Transportation Master Plan
NBV100 Master Plan
Transportation Element of the Comprehensive Plan
Strategic Management Plan
Transportation Element of the Comprehensive Plan
Transportation Element of the Comprehensive Plan
Transportation Element of the Comprehensive Plan
A comprehensive examination of all 34 municipal Capital Improvement Plans (CIP) in MiamiDade County was conducted to gain insights into the planned and programmed infrastructure projects scheduled to take place over the next one to five years across the County. These anticipated capital improvements present valuable opportunities for coordination between local municipalities and DTPW in implementing CTMP projects.
The figure to the right illustrates the distribution of CIP projects across Miami-Dade County’s 34 municipalities, categorized by the primary mode each project serves.
Central
of the Comprehensive Plan
Master Plan Hialeah
Element of the Comprehensive Plan
Greenways and Trails Master Plan
Miami Lakes
Cutler Bay
South
Homestead
Palmetto Bay
Pinecrest
Complete Streets Master Plan
Transportation Master Plan Update
Complete Streets Master Plan
Traffic Calming Master Plan
Element of the Comprehensive Plan
Element of the Comprehensive Plan
Master Plan
Based on this review, it became evident that numerous municipalities share common themes in their plans. The main takeaways from the municipal plans include:
Multimodal Transportation Strategies:
• Development of parking strategies to encourage multimodal transportation.
• Establishment of demand management programs.
• Linking local streets to create alternative routes.
• Implementation of local public transit systems.
• Network of sidewalks linking residential developments to transit stops.
Public Transportation Enhancement:
• Prioritization of transit access.
• Coordination with DTPW for transit improvements.
• Promotion of transit, bicycle, and pedestrian enhancements.
Bicycle and Pedestrian Connectivity:
• Connection to neighboring municipalities and regional bikeways.
• Identification of pedestrian crossing strategies and locations.
• Improvement of the network and facilities for nonmotorized users.
• Expansion of the bicycle facilities network.
Complete Streets and Safety:
• Transformation of thoroughfares into Complete Streets.
• Traffic calming improvements and mitigation of cutthrough traffic problems.
• Prioritization of safety for pedestrians and cyclists.
Environmental Considerations:
• Limiting greenhouse gas emissions.
• Sea Level Rise (SLR) mitigation efforts.
• Use of waterfront space for pedestrian pathways.
Community Engagement and Education:
• Encouragement of active transportation through education and community events.
Regional Connectivity and People-Centric Approaches:
• Promotion of traffic and transit improvements for improved access.
• Coordination of transportation systems with future land use maps.
• Prioritization of people over cars.
• Transforming highways into boulevards.
• Utilization of alleys as public spaces.
An interactive web-based mapping tool was created to obtain project input from municipalities for the CTMP effort and will remain active. The purpose of the mapping tool is to encourage collaboration between agencies on planned capital investment projects impacting the same transportation facility.
The mapping tool is designed as a simple web-based application that uploads GIS files and enters project description and location details. The interactive mapping tool will allow DTPW to interface these projects with the planned list of CTMP projects in a collaborative manner with partner agencies.
The intent of the interactive mapping tool is to improve project planning and implementation efficiency through early coordination between agencies to identify transportation corridors with multiple infrastructure improvement projects. Once identified, implementing agencies can collaborate on project phasing and sequencing to minimize disruption to the transportation network and impacts to neighboring communities.
• Maintains a web-based portal for project information across multiple agencies in a single application.
• Facilitates coordination with other partner agencies and jurisdictions.
• Helps to integrate existing DTPW programmed and planned projects with other planned and programmed capital improvement across the County.
The comprehensive review of federal, state, and local plans, in addition to public outreach and engagement (discussed in Chapter 4) revealed key focus areas that were instrumental in shaping the CTMP. These focus areas which emerged as common threads across various agency initiatives, underscore the importance of aligning the CTMP with broader transportation goals. By incorporating these focus areas into the CTMP, it ensures the Plan not only addresses the unique transportation needs of Miami-Dade County but also aligns with and supports the initiatives of federal, state, and local partners. This alignment is crucial for fostering collaboration, leveraging resources, and achieving a unified vision for transportation in the County. The identified focus areas are described on the following page.
The transportation network needs to connect across all modes.
Responsive to mobility needs that provides reliable transportation choices for residents, workers and visitors.
Provide a safe and connected transportation network for all populations throughout our community.
Provide travel options that establish a seamless multimodal network with few gaps between destinations.
Prioritization of modal projects for investment that enhance the transportation system.
Infrastructure and services that are adaptive, protect the public from climate impacts, and are sustainable.
A safe system approach where all populations feel secure and protected when traveling throughout the transportation network.
Investments that sustain economic growth and promote access to opportunity.
Make equitable investments in transportation infrastructure and services with a focus on underserved and disadvantaged communities.
Open communications and information sharing among agencies to ensure an integrated approach for project implementation to minimize disruption.
Following the identification of the key focus areas among the various agency plans, it was important to further refine these focus areas into pillars. These pillars feed into the CTMP’s vision and goals, providing a robust framework for decision-making, implementation, and evaluation. They ensure that the Plan is strategic, focused, and effective in delivering its intended outcomes.
• Direction: Pillars serve as guiding principles that provide a clear direction for the transportation plan. They help to define the vision and goals of the Plan and ensure that all initiatives align with these objectives.
• Focus: Pillars help to focus efforts and resources on key areas of importance. This leads to more effective and efficient use of resources and ensures that the Plan addresses the most critical transportation needs.
• Measurement: Pillars aid to develop metrics or indicators that allow for the measurement of progress towards the Plan’s goals. This enables continuous monitoring and evaluation, which is essential for understanding the effectiveness of the Plan and making necessary adjustments.
• Stakeholder Engagement: Pillars help to engage stakeholders by clearly communicating the Plan’s priorities. This fosters collaboration and buy-in from various stakeholders, including government agencies, private sector partners, and the public.
The flowchart to the right identifies each pillar and its relationship to each of the focus areas identified:
SAFETY
Accessibility Security
RESILIENCY
EFFICIENCY
Response to Environmental Threats Strong Economy Reliability Mobility Equitable Opportunities Engagement Accessibility Mobility Connected Network Accessibility
The table on pages 41 to 44 illustrates the consistency of the CTMP pillars - Safety, Resiliency, Efficiency, Equity, and Connectivity - with various strategic plans and initiatives at the county, federal, state, and municipal levels. This alignment is crucial as it ensures that the planning and implementation of CTMP projects are coordinated with the capital improvements planned throughout the County.
Safety
Create a Safe Bicycle Network
Create a Safe Pedestrian Network
Provide Safe & Efficient Multimodal Transportation Services Resiliency
Maintain Transportation Infrastructure Assets
Strengthen Infrastructure with a Focus on Resilience and Sustainability
Reduce Transportation Carbon Emissions
Efficiency
Foster Inter-agency Collaboration
Conduct Planning with an Efficient-Oriented Approach
Future Land Use Considerations to Multimodal Transportation Equity
Healthy Communities
Opportunities for public Engagement & Involvement
Enhances Accessibility and Affordable Transportation Options
Connectivity
Develop an Integrated Multimodal Network
Support Economic Vitality
Strengthen Communication & Participation via Community Engagement
Furthermore, it underscores how the CTMP supports the County’s strategic goals and objectives. These include the creation of a safe and efficient multimodal transportation network, reduction of carbon emissions, enhancement of accessibility and affordability, and promotion of inter-agency collaboration.
Create a Safe Bicycle Network
Create a Safe Pedestrian Network
Provide Safe & Efficient Multimodal Transportation Services Resiliency
Maintain Transportation Infrastructure Assets
Strengthen Infrastructure with a Focus on Resilience and Sustainability
Reduce Transportation Carbon Emissions Efficiency
Foster Inter-agency Collaboration
Conduct Planning with an Efficient-Oriented Approach
Future Land Use Considerations to Multimodal Transportation Equity
Healthy Communities
Opportunities for public Engagement & Involvement
Enhances Accessibility and Affordable Transportation Options Connectivity
Develop an Integrated Multimodal Network
Support Economic Vitality
Strengthen Communication & Participation via Community Engagement
Miami-Dade is exploring alternative forms of transportation solutions to augment existing ground transportation modes and adapt for the future through the advancement of automation, technology and connectivity.
Furthermore, Miami-Dade County seeks to enhance urban mobility, achieve a balanced transportation system, and apply adaptive planning in response to climate change though emerging mobility technologies. The County continually evaluates innovative technologies to refine policy objectives while assessing the required infrastructure investment to integrate new technologies throughout the multimodal transportation network.
Recent evidence of this is a Miami-Dade County Board of County Commissioners directive (Resolution No. R-903-23) to study the feasibility of emerging multimodal transit technologies along the coast of Miami-Dade County. The various technologies are discussed briefly in this innovation section. Additionally, the County has also initiated various planning studies to assess implementation feasibility of emerging technologies.
In the upcoming years, Miami-Dade County has the opportunity to transform its approach to bicycle infrastructure by incorporating innovative methods and new features into its transportation system. By emphasizing sustainability, accessibility, and safety, the County can establish a progressive framework that promotes the adoption of non-motorized transportation for the long term.
Connected and Autonomous Vehicle (CAV) technologies continue to advance towards introduction into the public roadway systems. A variety of safety and mobility benefits are anticipated with positive return on the collective investments from both public and private sources with the implementation of CAV technologies. More than three-quarters of U.S. states have current legislation addressing CAV testing and operations on public roads.
Autonomous driving technology has the ability to help transit agencies provide service for all trip types and needs. With trial programs and partnerships in effect in various locations and climates, from Gainesville, Florida to Rochester, Minnesota, data collected in these trials will be useful in analyzing the service’s effectiveness. Successful implementation of autonomous vehicles (AV) and transit shuttles routes could lead to complete redesigns of streets to not only accommodate AVs, but also reduce urban heat island effects and roadway injuries through the reduction of impervious surfaces, better stormwater management, and a pedestrian-focused streets.
In 2023, the Miami TPO completed the Connected and Autonomous Vehicle Strategic Plan to better understand how new technologies can support MiamiDade County mobility goals. The study recommended the development of a SMART CAV Concept of Integrated Operations and pilot projects to further explore how deploy and integrate CAV within multimodal corridors and centers.
Urban Air Mobility (UAM) is the concept of transporting goods and people through urban environments at low altitudes in small, automated aircraft. UAM technologies are rapidly advancing and will soon evolve into realistic mobility opportunities for local governments to explore.
Miami-Dade TPO’s UAM Study, with representative partnerships from public and private stakeholders, identifies the necessary policy and infrastructure implementation to aid in the growth of this alternate air transportation mode. A sustainable UAM will require careful planning of dedicated infrastructure, connection to major transportation nodes, and policies to manage airspace.
Waterborne transportation has the potential for improving mobility, increasing accessibility and supporting development objectives. Successful waterborne transportation fills a need when other transit modes are absent, congested or delayed because of traffic conditions. DTPW has previously completed successful demonstration projects between Downtown Miami and Miami Beach, and between Sunset Harbour and Haulover Marina. Additionally, the Miami TPO completed a service plan study and feasibility study of waterborne transportation.
Today, recent advancements in battery technology have allowed various transportation modes to decarbonize and become less reliant on fossil fuels as their main source of propulsion. Water-based mobility options such as electric Seagliders may offer similar advantages that many transportation agencies have discovered by utilizing electric-battery vehicles in their fleet.
Electric Seagliders are envisioned to provide an emission-free mode alternative to communities along Florida’s Coasts. A cross between a boat and a plane, the Seaglider would float at docks and harbors to pick up passengers and charge the vehicle’s batteries. The innovative concept has the potential to be competitive with mid-range trips ,such as, between Miami, Fort Lauderdale, and West Palm Beach to the Caribbean Islands. As battery technology improves, it is expected that the travel range of Seagliders will improve and be able to compete on transit routes between 400 to 500 miles.
New operational policies and updated vehicle technological standards will contribute to reducing the County’s carbon footprint. Adopted policies such as the Fleet Fuel Efficiency Purchase Policy has helped guide the agency in pursuing zero- and low-emission vehicles. The County has adopted several strategies related to the goal of reducing GHG emissions, including fleet electrification and the acquisition of compressed natural gas (CNG) vehicles.
Over the last two years, DTPW has operated one of the largest zero-emissions bus fleets in the country after the purchase of 75 battery-electric Proterra buses and the 560 CNG vehicles that are in service. DTPW has purchased an additional 165 battery-electric buses that are anticipated to be in service between 2024 and 2025.
Aerial Cable Transit (ACT) as a mobility option in urban contexts is a recently innovation and it’s gaining momentum as a potential medium-capacity, low capital investment transit solution. Aerial Cable Transit has several different system types, allowing for a variety of capacities and cost points for implementation and operation.
Of the approximately 1,500 ACT systems currently in operation, only 50 are located in urban environments. These urban ACT systems are well integrated into their respective cities’ metro/rail system and act as a service branch to main metro lines within the larger transit system. Current ACT systems in the United States are in Portland, Oregon and New York City, New York and a proposed system in the late stages of planning is in Los Angeles, California.
The 15-Minute City describes the length of time people typically traveled to access daily needs and amenities within their community before suburban development styles became the preemptive pattern in city planning. However, the distance and area that a 15-minute travel radius encompasses is dependent on the travel mode chosen and the location and density of daily amenities.
It is important to note that while automobiles may be accommodated in a 15-Minute City, they should not determine the scale and urban form of a city. Various cities in the US and across the world have recently implemented policies and strategies that improves the quality and accessibility for non-motorized travel such as Portland, Oregon; Barcelona, Spain; and France.
Traditional development describes the urban form that is environmentally, economically, and financially sustainable and conducive to the growth and cohesion of a community. A traditional development pattern hankers back to how civilizations across the world through countless generations have built great places and communities before the advent of suburban development patterns.
15-minute radii compared, from walking to driving. The 15-minute car ride of 10 miles makes every metro area a 15-minute city if automobiles are the defining mode.
There are clear commonalities between these cities which feature urban design elements such as:
• Human-scaled design
• Walkable distances
• A fine-grain mix of uses
Combining these two concepts with investment efforts in mass transit expansion has many benefits, both direct and indirect and to various entities and stakeholders. The increased density of amenities within a 15-minute walkshed would help alleviate congestion on the roadway network, reducing greenhouse gas emissions that the transportation sector is responsible for.
Efforts to implement an urban design form similar to traditional development patterns could help increase the local economic output and financial sustainability of a municipality through reduction of unproductive land uses and increasing efficiency of public goods and investments.
When concentrated around mass transit investments, the 15-Minute City and Traditional Development concepts could also produce positive health outcomes through decreased reliance on private automotive travel and increases in active travel modes.
Benefits of 15-Minute Cities
Environmental
• Reduction in required vehicle miles traveled (VMT) for daily tasks
Economic and Financial
• Potential boost to local economy
• More sustainable municipal financing
• Revenue Case Study Maps Transportation
• Concentration of developments around mass transportation improvements
• Station Area Planning (Miami-Dade calls it Transit Oriented Communities (TOC)
Health and Equity
• Accessibility to amenities
• Active travel
This chapter includes:
+ Motivation for the Plan
+ Vision for the Plan + Highlights & Benefits + CTMP Goals and Objectives
Miami-Dade County, home to 2.7 million residents, has a population larger than 16 U.S. states. This creates an urgent need to enhance the transportation system to accommodate its growing urban population. According to the Bureau of Economic and Business Research (BEBR), the County’s population is projected to reach 3.3 million by 2045.
In response to the challenges posed by population growth and increased development, DTPW has developed a comprehensive implementation framework known as the Countywide Transportation Master Plan (CTMP). This Plan addresses these issues with a focus on a sustainable and efficient transportation system for the future.
GOALS & OBJECTIVES
PRIORITIZATION CRITERIA
The development of the CTMP was initiated to keep the local governments informed and focused on coordinated transportation planning efforts. These efforts are crucial in effectively addressing the evolving needs of Miami-Dade County’s residents and visitors.
The CTMP serves as a 20-year implementation plan focused on four modes: transit, bicycle & pedestrian, freight, and roadway projects that Miami-Dade County will undertake over the Plan’s horizon.
There was a need for a plan to:
This planning effort builds on previous planning and project successes with a focus on project prioritization encompassing all roadway, transit, pedestrian/bicycle, and freight projects. This enhances the case for securing funding through various local, state, and federal funding programs. DTPW is now adopting a cohesive, methodical prioritization and implementation process for its transportation projects.
It incorporates four key modes (transit, roadway, pedestrian/bicycle, and freight) to develop an integrated plan that can help DTPW advance projects that meet many needs. The CTMP integrates existing DTPW plans and involves collaboration across County departments, and with the community and municipalities.
The Master Plan positions the County as a stronger regional transportation leader and enhances collaboration with our municipal and state counterparts to deliver projects together, minimizing disruptions for residents. The CTMP will be updated annually to keep the community informed of planned infrastructure improvements. It will also serve as an instrumental planning tool to assist with the achievement of County infrastructure improvement goals.
Continue to prioritize modal project integration and agency engagement.
Identify gaps in the existing transportation network.
Coordinate with Municipal Partners. Establish an implementation plan for future projects.
Align multimodal projects with projects from other departments within the County.
This is Miami-Dade County’s first cohesive Countywide Transportation Master Plan that establishes a project prioritization process. This process includes evaluating and prioritizing transportation projects in a methodical, fair, equitable, and efficient manner. The Plan is unique in its focus on reviewing DTPW’s funding resources and needs, and exploring how they can be leveraged with federal, state, and other funding programs to strategically advance projects. The CTMP also establishes an implementation framework that outlines the steps for effective project execution and coordination.
11
22 2 3 3 4 4 5 5
The CTMP positions the County as a stronger regional transportation leader. This will enable the County to partner more effectively with municipal and state counterparts to deliver projects collectively, thereby minimizing disruptions for residents and visitors.
A countywide transportation master plan, such as the CTMP, is crucial for establishing the vision and direction for a transportation network as complex as the Miami-Dade County transportation system. The development of a clear and unified vision is a vital part of the master plan process, ensuring that all planning efforts and investments align with the community’s long-term goals and aspirations.
The CTMP identifies the needs of the multimodal transportation network and provides an implementation framework to guide how these needs are addressed. Throughout the development of the CTMP, stakeholder involvement and public input have been solicited. This input helped guide priorities and develop the CTMP’s Vision and Goals.
The Plan places paramount importance on Safety, Equity, Resilience, Connectivity, and Efficiency, which form the five pillars of the CTMP. These pillars help define the CTMP’s vision and goals, creating a pathway forward for the implementation of projects that are aligned, integrated, and supportive of transportation for Miami-Dade County’s residents and visitors.
Create an integrated multimodal capital and transit service investment plan that advances transportation infrastructure improvements of Miami-Dade County to provide a more efficient, connected, safe and clean transportation system.
Establishing a clear prioritization for transportation projects across all modes and networks within Miami-Dade County, planned for completion in the next 20 years, is a collaborative effort involving the County, municipalities, and agencies. Through cohesive programming, these entities aim to improve our transportation system effectively and harmoniously.
Additionally, the vision of the CTMP was crafted with input gathered from a municipal vision workshop hosted by the County in November 2022. This workshop involved municipalities in soliciting input on multimodal transportation issues and exploring diverse initiatives to enhance the transportation network. The CTMP mirrors a collective vision, shaped through collaboration.
Based on its framework, the CTMP connects these actions to direct benefits:
• Identify multimodal investments for the next 20 years.
• Harmonize DTPW multimodal project investments with future municipal and county transportation projects.
• Engage stakeholders to develop scenarios that outline choices in transportation.
• Establish a process to prioritize investments across various modes of transportation.
• Inform the public about planned transportation infrastructure improvements.
• Achieve the County’s infrastructure improvement goals.
• Prioritize the public’s needs based on gathered input.
Secures funding more effectively
Minimizes disruptions for residents
Funds/delivers projects quicker
Improved prioritization which leads to faster implementation
Centers community needs
The CTMP established goals and objectives to provide a clear direction and purpose for the Plan, as well as to measure progress and effectiveness. Goals and objectives defined the desired outcomes and priorities of the Plan, and guided the selection and implementation of strategies and projects.
Establish data-driven process
Invest to increase mobility choices
Implement projects according to capital need
Maintain transportation network in a state of good repair
Develop an Integrated Project Approach
Objectives
Coordinate project improvements
Minimize system disruption
Balance allocation of project investments
Promote infrastructure investments within areas of vulnerability
These goals and objectives collectively formed a comprehensive framework for the CTMP, guiding the planning process and facilitating effective communication. This Plan is strategically actionable and aligned with the needs and aspirations of the community it serves. Each icon shown above corresponds to a fundamental principle, offering clarity on the alignment of the goals with the CTMP pillars. Safe System Approach (Vision Zero) Objectives
Optimize project investments
Focus project implementation within equity priority areas
Mitigate impacts from climate stressors (sea level rise, heat islands, precipitation induced flooding, etc.)
Address high crash areas
Promote safes streets through investment
Enhance mobility services to connect people to employment centers
Mitigate barriers to opportunity through enhanced connectivity
This chapter includes:
+ Public Involvement Plan + Stakeholder Engagement + Community Engagement + Collaboration with Partners + Focus Areas & Input Summary
The CTMP was created in collaboration with a variety of stakeholders and the general public. Public involvement is an integral process with a goal to involve all persons in a community, regardless of race, color, national origin, sex, age, disability, family, or religious status, being affected positively or negatively by a future transportation project. Public involvement is a two-way communication stream aimed at incorporating the views, concerns, and issues of the public into the transportation decision making process, which is on-going in all phases of a project. The public involvement and community outreach plan for the CTMP was designed to engage and inform interested groups and individuals, as well as encourage participation in the development of the CTMP. The community outreach program provided several forums for stakeholders to learn about the CTMP and provide feedback. The main goal of the program was to conduct an equitable and inclusive community engagement process.
A Public Involvement Plan (PIP) was created specifically for the CTMP. It serves as a guiding document for all outreach and engagement activities. The PIP established the methods used by the CTMP team to provide a proactive public involvement process to increase public awareness and understanding; offer complete information and timely public notice; support early and continued involvement of the public and stakeholders; and provide opportunities for meaningful involvement and citizen feedback.
Type of Engagement Technique
Title of Engagement Technique
Stakeholder Engagement
Municipal Workshops
Elected Officials Briefings
Focus Sessions
Community Engagement
Websites
Social Media
Interactive Map Tool
Community Meetings and Pop-up Events
Community Listening Sessions
Collaboration with Partner Agencies
Technical Working Groups
Citizens Working Groups
6 Listening Sessions
2 Virtual Public Meetings
7 Municipal Workshops
EVENTS Attended Hours Spent Engaging THE COMMUNITY
Provide balanced, objective information that the public inform and act on
Obtain and consider feedback on issues, ideas, and decisions
Final decisions are made by the public, who are one of the players implementing those decisions 11+ Community Meetings
Work with the public to understand issues plus include them in identifying options
Partner with the public, seeking advice and innovations that become embedded as much as possible in decisions
EMPOWER
Seven (7) municipal workshops were hosted in 2023 to solicit the input of elected officials and agency representatives of all 34 Miami-Dade County municipalities. These workshops to introduced the scope of the CTMP effort and timeline for completion, facilitated discussions on modal conditions, and sought input from municipal representatives on transportation-related concerns and opportunities within their jurisdiction. Date
March 6, 2023
March 7, 2023
March 10, 2023
March 13, 2023
March 14, 2023
October 5,2023
December 15, 2023
Location
North Bay Village City Hall - 1666 John F Kennedy
Causeway, North Bay Village, FL 33141
City of Hialeah - 3rd Floor Conference Room, 501 Palm Ave, Hialeah, FL 33010
Cutler Bay Town Hall Council Chambers - 10720
Caribbean Blvd. Suite 200, Cutler Bay, FL 33189
Miami Shores Recreation Complex - 9617 Park Drive, Miami Shores, FL 33138
Overtown Transit Village South, Training Room - 601 NW 1st Court, Miami, FL 33128
History Miami Museum South Building Theater - 101 W Flagler Street, Miami, FL 33130
Miami-Dade College Wolfson Campus, Chapman Conference Center - 254 NE 4th St, Building 3, Room 3210, Miami, FL 33132
The Miami-Dade County Mayor and Board of Commissioners were briefed at significant project milestones and they provided valuable feedback throughout the development process.
Focus Sessions were conducted with stakeholders to gather technical input from industry professionals. A focus session was conducted in December 2023 with the Greater Miami Chamber of Commerce (GMCC). The GMCC board and committee members provided valuable insight regarding industries directly impacted by local transportation including employment centers, affordable housing, tourism, freight and future development.
The CTMP website serves as a central location for the general public to access information, stay involved, and offer input. This website was created to disseminate information to stakeholders, including the geographic location and identification of Transportation Planning Areas, project Fact Sheets, Goals, and Vision. It also includes an online interactive map for residents to provide locationspecific comments directly on a map about multimodal improvements throughout Miami-Dade County.
https://www.miamidade.gov/global/transportation/ countywide-transportation-master-plan.page
Social media was used to promote and actively engage the community about the CTMP. Miami-Dade County DTPW’s social media channels were strategically employed including Facebook, LinkedIn, Instagram, and X, along with those of the 34 municipalities within Miami-Dade County, to distribute information about the plan. Posts about the plan’s overview, visions and goals, updates, listening sessions and community events were consistently shared across these channels. Additionally, these platforms were used to prompt public participation in the plan. Features like surveys were launched on social media to collect responses, gather insights, and integrate public suggestions into the plan. This social media campaign made the community aware of their role in shaping the plan and offered them multiple avenues for contribution.
https://maps.kimley-horn.com/portal/apps/sites/#/ miami-dade-county-dtpw-master-plan
An interactive tool of applications, separated into modal themes can be found on the website. This tool has been developed for stakeholders to provide feedback on the CTMP. Residents and local stakeholders are able to use the online interactive map to identify and comment on corridors and spot locations for multimodal improvements. DTPW will incorporate this feedback that is related to access and connectivity needs as well as project prioritization. Users can leave comments directly on maps. The feedback collected through the online interactive map is being utilized to help inform the development of the CTMP.
Pop-up events for community engagement in transportation were a creative and effective way to gather input, share information, and build connections with the community. The CTMP team engaged residents throughout Miami-Dade County within each of the six (6) Transportation Planning Areas to include an equitable distribution of meetings for each County Commission district. Events were coordinated within all 13 commission districts as well as with municipalities to identify venues and community events that would provide an opportunity to engage the public. The public involvement team attended 25 events at strategic locations within Miami-Dade County throughout the project including establishing a presence at small community forums, and large-scale public events.
Common topics from public listening sessions highlight multifaceted transportation concerns and initiatives across the various Transportation Planning Areas in Miami-Dade County:
Safer bicycle and pedestrian infrastructure
Enhanced roadway network
DTPW hosted six community listening sessions throughout Miami-Dade County in August 2023. A virtual meeting option was also made available. The purpose of these sessions was to engage residents from each Transportation Planning Area for the development of the CTMP. The series of public listening sessions provided a forum to introduce the scope of the CTMP, provide a timeline for completion, and inform residents about existing transportation conditions. This offers an opportunity to gather input from residents. A virtual listening session was also provided for all residents who could not attend any of the in-person meetings.
Florida Department of Transportation District 6 (FDOT)
South Florida Regional Transportation Authority (SFRTA)
Greater Miami Expressway Agency (GMX)
Miami-Dade Transportation Planning Organization (TPO)
Miami-Dade County Department of Regulatory & Economic Resources (RER)
PortMiami
Miami-Dade Aviation Department
Miami-Dade Parks Recreation and Open Spaces (PROS)
Miami-Dade County Water and Sewer Department (MDWSD)
Miami-Dade County Public Housing and Community Development (PHCD)
Miami-Dad County Department of Environmental Resource Management (DERM)
The involvement of partner agencies at the state, regional, county and municipal level was critical for the development of this plan. DTPW engaged representatives at partner agencies individually as well as in multiple forums and workshops to obtain input related to the preparation of this initial CTMP.
The involvement of partner agencies at the state, regional, county and local level was critical for the development of this plan. DTPW engaged representatives at partner agencies individually as well as in multiple forums and workshops to obtain input as well as feedback related to the preparation of this initial CTMP.
The Technical Working Group consists of six (6) Planning Area Designees (PAD). Additionally, representation from the Mayor’s office, Miami-Dade PROs, Miami -Dade RER, the Miami TPO, Greater Miami Expressway Authority, SFRTA, and FDOT District 6 comprised this working group. DTPW’s primary role in the Technical Working Group was to listen to and take note of the discussion while answering any questions that would arise. After ending discussion, DTPW provided a recap of the project and highlighted next steps including the series of public outreach meetings that will occur in the month of August. The discussion provided valuable feedback for the shaping of the CTMP.
The Citizens Working Group include representatives from Jackson Health System, Baptist Health System and others from the healthcare industry. Transportation non-profits and representatives from the tourism, business development, academia and hospitality community, along with Action Agencies are represented. This working group also included members of organizations that represent the traditionally underserved in our community. DTPW’s primary role in the Citizens Working Group was to listen and take note of the discussion and answering questions. After ending discussion, DTPW provided a recap of the project and highlighted next steps including the series of public outreach meetings occurring in the month of August. The discussion provided valuable feedback for shaping the CTMP
Public involvement efforts for the CTMP have demonstrated strong community participation. The number of surveys taken, which measure public opinion and sentiment, have surpassed our expectations, illustrating the high level of interest in future transportation initiatives. Further, there has been substantial online engagement as indicated by the large number of impressions on the project webpage. This reflects the fact that people are regularly visiting the site for updates and actively engaging with the information provided. Successful public involvement underlines the community’s enthusiasm and willingness to contribute towards shaping a sustainable transportation future.
“Pedestrians”, “Traffic Light Synchronization”, and “Congestion” were the top three goals/priorities identified by participants from the northwest planning area workshop, as indicated in the word-cloud above.
“Design”, “Safety”, and “Reliability” were the top three goals/priorities identified by participants from the north planning area workshop, as indicated in the word-cloud above.
“Safety”, “Management”, and “Transportation” were the top three goals/priorities identified by participants from the northeast beach planning area workshop, as indicated in the word-cloud above.
“Traffic Calming”, “Cut-Through”, and “Reliability” were the top three goals/ priorities identified by participants from the south planning area workshop, as indicated in the word-cloud above.
“Economic Revitalization”, “Bicyclists”, and “Reduce Traffic” were the top three goals/priorities identified by participants from the Central & CBD planning area workshop, as indicated in the word-cloud above.
*Workshops for the CBD and Central TPAs were hosted together.
Most Common Reason for
Issues of importance were identified from input received throughout the stakeholder and community engagement process. These issues led to the development of improvement opportunities according to needs for each mode. These needs conveyed areas of focus for future implementation that are consistent and in alignment with safety, equity, resiliency, connectivity and efficiency or otherwise referred to as the CTMP pillars.
A demand for safety enhancements, including protected bike lanes, well-maintained paths, and measures to encourage nonmotorized transportation as a mobility option throughout the County.
Increasing accessibility, reliability, and efficiency through various means such as providing station shelters, faster travel times, lastmile connectivity, and improved bus routes.
Issues related to lack of truck parking, illegal parking, and roadway congestion with an increased focus on sustainable solutions like micro-freight technologies. Safety for pedestrians was also identified as an issue related to over the road freight.
Emphasizing multimodal transportation without only prioritizing vehicles was a universal theme heard throughout each of the listening sessions. Across all Transportation Planning Areas, there was a consensus to make transportation safer, efficient, and sustainable. An overarching goal that the County should create is a comprehensive and accessible transportation network that serves the diverse needs of the Miami-Dade County population.
A balanced and interconnected transportation system is vital for the well-being of Miami-Dade County. It facilitates efficient freight movement, encourages active lifestyles through pedestrian and bicycle networks, and mitigates congestion with strategic roadway planning. Public transit infrastructure offers economical and accessible travel, lessening reliance on personal vehicles. Collectively, these components foster a sustainable, inclusive, and resilient community.
Upon establishing the framework, the CTMP established project prioritization criteria and conducted an in-depth analysis of the four modes: freight, bicycle and pedestrian, roadway, and transit. This was undertaken to understand and guide how the County can further develop a comprehensive network that fosters Miami-Dade’s growth, consistent with CTMP’s vision and goals. Each modal plan provides an overview of the existing network, identifies needs and challenges, highlights key programs and initiatives, prioritizes projects, and recommends innovative and emerging technologies to enhance the system’s performance and resilience.
What this section introduces:
This chapter outlines the project prioritization methodology and the criteria employed for project prioritization, alongside detailing the gap analysis process.
This chapter discusses the existing and planned non-motorized network in the county, the needs and challenges for improving safety and connectivity, and the project prioritization and sketch planning analysis for pedestrian and bicycle facilities.
This chapter examines the existing and future freight network in the county, the needs and challenges for enhancing freight mobility and efficiency, and the project prioritization and sketch planning analysis for freight projects.
This chapter evaluates the existing and planned roadway network in the county, the needs and challenges for addressing aging infrastructure and congestion, and the project prioritization and sketch planning analysis for roadway projects.
This chapter analyzes the existing and planned transit network in the county, the needs and challenges for increasing transit ridership and accessibility, and the project prioritization and sketch planning analysis for transit projects.
This chapter includes:
+ Prioritization Process + Prioritization Criteria + Sketch Planning Analysis
The CTMP prioritization process and sketch planning analysis were grounded by the guiding principles of the CTMP pillars: Safety, Equity, Resiliency, Connectivity and Efficiency. The integration of the CTMP pillars into these processes ensures consistency with Miami-Dade County initiatives as well as being responsive to input obtained throughout the stakeholder and community engagement process. This chapter includes an overview of the project prioritization process and criteria and the sketch planning analysis.
The five objectives of the CTMP pillars guide the future implementation of projects while achieving the County’s mission of enhancing the quality of life of Miami-Dade County residents, businesses, and visitors. Each of the objectives provide a clear direction with a focus on addressing the most critical transportation needs in an efficient and effective manner that is measurable and fosters collaboration with all stakeholders.
COMPREHENSIVE
PROJECT LIST
PROJECT DIGITIZATION
TIERING OF UNFUNDED/ COST FEASIBLE PROJECTS
PROJECT PRIORITIZATION
SKETCH PLANNING ANALYSIS
SKETCH PLANNING RESULTS
REFINED PROJECT LIST INCLUDING IDENTIFIED PROJECTS FINAL PROJECT PRIORITY LIST
The CTMP prioritization process was designed to assess how well CTMP projects align with the broader policies of Miami-Dade County. These policies support the CTMP Pillars of Safety, Equity, Resiliency, Connectivity, and Efficiency. The prioritization process for these projects is a policy-based analysis that uses a data-driven approach. A Geographical Information Systems (GIS mapping) tool was utilized to demonstrate how these projects intersect with the existing transportation network, socioeconomic data, and land use information. These factors constitute the project prioritization criteria.
The criteria for project prioritization were shaped by feedback received through public outreach and the policy and plan reviews conducted in Chapter 2. Projects that most closely align and overlap with the prioritization criteria were ranked highest in the list of CTMP projects. Detailed information about the specific project prioritization criteria can be found in Section 5.2.
Eight criteria were developed and applied to the CTMP project prioritization process to identify and rank projects that align with the CTMP five pillars. The following table provides an overview of how each prioritization criteria aligns with each CTMP pillar.
The extent to which the criteria aligned with the County’s initiatives influenced the point scales used to rank the projects. A higher point scale was used for prioritization criteria that aligned with three (3) or more of the CTMP pillars and were classified as ‘High’ influence in the project ranking. Criteria that support two (2) CTMP pillars were considered ‘Medium’ influence, and prioritization criteria that supports one (1) CTMP pillar were considered ‘low’ influence on project prioritization.
The prioritization process included an additional evaluation for project needs. This criteria considered input from DTPW staff for each mode. Project needs were categorized into tiers, with Tier 1 projects indicating the highest community need. DTPW staff developed specific criteria for each CTMP mode, all grounded in the principles of Safety, Equity, Resiliency, Connectivity, and Efficiency. The project need criteria for each mode are displayed below.
PEDESTRIAN & BICYCLE
TIER 1
Vision Zero, High-Frequency Transit (Existing and Future).
TIER 2
Future High Frequency Transit, Equity Areas, & Essential Destinations.
TIER 3
Remaining Transit Access Locations, Metrobus Stops, Other Destinations, Supermarkets and Others.
01
02
TIER 1
SIS Facility, Project in Areas of Economic Development or Freight Intensive.
TIER 2
Project in Equity Areas, High T-Factor or AADT, Land Use Highly Commercial, Proximity to non-SIS Rail Yards, Airports, Ports.
TIER 3
Microfreight, All Other Projects.
03
01
02
03
TIER 1
Vision Zero, Structural Deficiency & High-Frequency Transit.
TIER 2
Person Throughput, Equity Areas (EJ40), & Essential Destinations.
TIER 3
Remaining Capacity Projects, Low-bridge/Structural deficiency, Standard Transit Service, & Others.
TIER 1
Vision Zero, High Injury Corridors, Existing High-Frequency Transit Stations/Hubs, Future SMART and Premium Transit Corridors.
TIER 2
Future SMART Program Corridor Access, Equity Areas, Essential Destinations.
TIER 3
Metrobus Corridors with 15-minute or Lower Midday Frequency, Remaining Transit Access Locations, Others.
The Equity criteria was selected to prioritize projects that provided and enhanced connectivity and access for disadvantaged populations in Miami-Dade County.
Projects were evaluated for equity-based on United States Department of Transportation (USDOT) Justice40 methodology and identified factors that included low income, zero-vehicle household and senior household data. Projects within a (¼) mile of an identified disadvantaged community were prioritized higher than projects not located in an disadvantaged community.
A federal initiative to ensure improvements and investments reach disadvantaged communities that are marginalized, underserved, and overburdened by pollution.
The Resiliency criteria was selected to prioritize projects that served high heat vulnerability and flood prone areas of Miami-Dade County. Projects located in a flood zone and in the highest category of the High Heat Vulnerability Index and addressed resiliency issues were prioritized highest under the resiliency prioritization criteria.
What is the Heat Vulnerability Index (HVI)?
A tool developed by Miami-Dade County to understand severity of heat exposure, prevalence of sensitive groups, and adaptability to heat by zip code.
Additional information can be found here: https://storymaps.arcgis.com/ stories/6f1e91cf8a8e4d5d9bd67525575c042e
The Safety/Incident Delay criteria was selected to prioritize projects that provided enhancements to and improved safety in high crash locations in Miami-Dade County.
For these criteria, projects were prioritized based on proximity to the High Injury Network and proximity to areas of high fatal and serious injury crash densities. Projects located in proximity to the High Injury Network were ranked highest, followed by projects located in high crash density areas. Projects in dense crash areas were prioritized higher than projects in lower fatal and serious injury crash density areas.
The Connection to Existing Bicycle and Pedestrian Facilities criteria was selected to prioritize projects that connected to the existing multimodal networks and supported connectivity throughout MiamiDade County.
For this criteria, projects were evaluated based on connections and proximity to existing bicycle or pedestrian facilities. Projects connect to existing bicycle and pedestrian facilities if they were located adjacent to or link with an existing bicycle or pedestrian facility. Projects that provided a new or enhanced connection to an existing bicycle or pedestrian facility such as sidewalks, bicycle lanes, shareduse path, and trails, were prioritized higher than projects that only provided a potential connection or no connection to existing bicycle and pedestrian facilities.
Streets and intersections in Miami-Dade with the most traffic fatalities and serious injuries. These locations are priority locations for safety improvements.
The Access/Support to Transit Service and Rail criteria was selected to prioritize projects that provided and enhanced connections to existing transit services in Miami-Dade County.
For this criteria, projects were evaluated based on access to and support for existing transit services and passenger rail facilities, including Freebee and MetroConnect service areas. Projects were considered to provide access and support transit service if a project was located with a quarter (¼) mile of a bus route within the Metrobus network. Projects located with a (¼) of a bus routes and other transit services, such as Tri-Rail, Metromover, Metrorail, community circulators, Brightline stations, MetroConnect service area, or Freebee Service Areas received additional prioritization points. Projects with the most connections to existing transit service within a ¼ mile were prioritized highest.
The Existing and Future Land Use (FLU) criteria was selected to prioritize projects that provided connections to and supported growth-focused existing and future land uses in Miami-Dade County.
For this criteria, projects were evaluated based on their proximity to Rapid Transit Zones and growth-focused Future Land Use (FLU) categories. Projects closer to these two areas were prioritized higher than projects further away from Rapid Transit Zones and growth-focused FLU categories.
The Roadway Travel Time Index criteria was selected to prioritize projects based on improvements on or near corridors with extended travel time delay to support improved connectivity on these corridors in Miami-Dade County.
For this criteria, projects located on, connected to, or adjacent to corridors with extended Travel Time Index scores were prioritized highest.
The ratio of the travel time during thepeakperiodtothetimerequired to make the same trip at free-flow speeds (Bureau of Transportation Statistics)
The Employment and Population Density criteria was selected to prioritize projects that address improving connectivity and mobility in the areas of Miami-Dade County with the greatest employment and population densities.
For this criteria, projects were evaluated based on their proximity to areas of high employment and high population density. Projects located adjacent to or provide connections to areas within the top five (5) percent of employment and population densities in Miami-Dade were prioritized higher than projects located near areas of lesser employment and population densities.
The sketch planning approach for roadway, transit, bicycle, pedestrian and freight modes are summarized in this section. This analysis was performed to further assess and identify areas where future improvements and investments within the existing and planned multimodal network throughout Miami-Dade County may be needed.
The outcome of the analysis identified geographic areas within the multimodal network where additional focus is needed beyond DTPW’s programmed and planned projects. Through this process DTPW seeks to further understand how to best address identified gaps in the existing and planned networks through coordination with partner agencies and stakeholders, as well as the identification of project development activities.
The sketch planning analysis provided next steps for the future project development activities according to mode to address needs (i.e., gaps in the network) and identify areas in the County where:
• Additional studies and technical analysis may be necessary to fully understand the type of improvements needed to complete, enhance or connect modal network.
• Collaboration may be needed with partner agencies (State, County, Municipal) to address needs in identified focus areas throughout the County.
A geospatially-based analysis for each mode was applied to overlap the existing and planned multimodal network with relevant and available data that focuses the CTMP guiding principles – Safety, Equity, Resiliency, Connectivity, and Efficiency.
Criteria was evaluated to identify areas in need of additional improvement, investment, and stakeholder coordination.
Based upon this analysis, areas identified represent focus areas throughout the County for additional improvements and investment. Results of this analysis are presented according to each mode in Chapters 6 through 9.
A detailed breakdown of sketch planning Safety, Equity, Resiliency, Connectivity and Efficiency criteria is presented in the following table.
High Injury Network
Fatal and Serious Injury Crash Locations
Low-Income Populations
Zero-Car Households
Intersects Elderly Population (65 Years +)
Disadvantaged Population Areas
Parks and Recreation Areas
Schools
Transit Stops (Metrobus - 15 minutes or better frequency), Metrorail, and Metromover)
SMART Program Corridors
County Roadway Network
Freight Land Use Areas
Strategic Intermodal System (SIS)
Railroad Network
Existing Designated Truck Parking Areas
Connectivity
Future Population and Employment Density Resiliency
Heat Vulnerability Index
FEMA Flood Zones Efficiency
Truck Volume
Travel Time Index by Functional Classification
The bicycle and pedestrian analysis focused on identifying areas that warranted additional attention and review of need based on the overlap of various bicycle and pedestrian facilities.
The bicycle and pedestrian analysis criteria included data related to the Heat Vulnerability Index, Equity, High Injury Network, Fatal and Serious Injury Locations, Transit Stops, Parks, and Schools.
The freight analysis was to identify areas on County roadways that warrant additional investment and improvement for over the road freight within the existing freight network. A similar analysis was conducted to identify areas in need of additional truck parking.
The freight focus areas were identified through a review of overlapping freight analysis criteria including FEMA Flood Zones, Freight Land Uses, High Injury Network, Freight Intensive Areas, and the County Roadway Network.
The roadway network analysis focused on the existing roadway network and identifying project focus areas through a review of connectivity between the existing and planned network. The project focus areas were identified according to Future Population and Employment Density, Travel Time Index on the existing County Roadway Network with functional classifications of Collector or higher.
The transit network analysis focused on identifying areas in the existing transit network through a review of overlapping criteria including Employment and Population Density, the Heat Vulnerability Index, Transit Routes, and Socio-demographic Data to support enhanced access and connectivity to the County transit system.
This chapter includes:
+ Existing Network
+ Programs & Initiatives
+ Needs & Challenges
+ Project Prioritization
+ Sketch Planning Analysis
+ Innovation & Emerging Technologies
A function of DTPW’s role in Miami Dade County involves maintaining sidewalks and prioritizing future projects based on proximity to essential locations. An assessment of current bicycle facilities for this master plan project has been used to make recommendations for new projects to enhance connectivity, safety, and address gaps in the existing network. While strides have been made to improve pedestrian and bicycle infrastructure, there is a continued need to prioritize and expand protected facilities. Many of the residents across all of the TPAs rely on walking and biking as their primary transportation mode, including as their only way to access transit. This is crucial for first- and last-mile connections to public and private transit services like Metrorail, Metromover, Metrobus, Tri-Rail, and Brightline, emphasizing the importance of non-motorized transportation and safety enhancements.
This Master Plan comprehensively reviewed the current pedestrian and bicycle infrastructure networks in Miami-Dade County. It involved evaluating existing infrastructure, documenting performance measures, and identifying crucial elements to establish a baseline that revealed gaps and deficiencies. The plan not only addressed present concerns but also considered future initiatives, incorporating existing and forthcoming bicycle and pedestrian projects from partner plans and stakeholder strategies. By integrating these sources, the plan identifies areas requiring attention to enhance safety, connectivity, and accessibility throughout Miami-Dade County. The overarching goal was to synthesize a cohesive strategy promoting safety, efficiency, and connectivity for all transportation modes, creating a unified, sustainable network. This comprehensive approach provided decision-makers, planners, and stakeholders with essential information for impactful transportation investment and policy decisions in the County.
FHWA’s Bikeway Selection Guide’s User Profiles highlights the types of infrastructure that cyclists feel most comfortable riding in. It also identifies a fourth category, “ No Way, No How ”, capturing 28% - 40% of individuals who do not feel safe riding bicycles, regardless of the infrastructure typology.
An unprotected bicycle lane is directly next to traffic, like the conventional bicycle lane shown below. Similarly, a protected bicycle lane provides a physical barrier, like a bollard or armadillo, between the bicycle lane and vehicular traffic, and a separated bicycle lane provides physical separation, typically 1-2 feet in width, like the examples in the enthused and confident category.
178 miles of paved paths & trails
525 miles of bicycle facilities protected or separated 35.3%
*Miami-Dade TPO’s 2050 Bicycle-Pedestrian Master Plan
3,056 miles of County-owned sidewalks
*Miami-Dade County DTPW Sidewalk Transition Plan 2022
* Census Bureau, American Community Survey (ACS) 5-year Estimate, 2021
Miami-Dade’s expansive transportation network of roads pose obstacles for pedestrians, bicyclists, transit users, and impeding neighbourhood connectivity. To address this, in 2016, the County introduced the Complete Streets Design
Guidelines aimed at updating street designs to accommodate diverse modes of transportation. These guidelines prioritize inclusive access and improve connectivity within neighbourhoods.
The CTMP recognizes the continuous need to improve connectivity for both bicycle and pedestrian facilities to major economic and social destinations throughout the County. Most of the existing bicycle network consists of unprotected roadside facilities offering little to no separation between cyclists and vehicles, and many existing facilities are not linking users to daily or recreational destinations such as school, work, event centers, or parks.
Users of the transit services within the County including the Metrorail, Metromover, and Metrobus, as well as regional transportation providers Tri-Rail and Brightline, also rely heavily on walking or biking to access their station or stop. The need to walk or bike to their stop increases the length of their trip. These conditions have created a growing demand for multimodal facilities that provide safe and efficient connections to multimodal hubs, employment centers, parks, and their place of residence.
Miami-Dade County launched its first downtown Micromobility Network, with the goal of transforming commuting for cyclists and pedestrians by enhancing infrastructure connections. This initiative is part of a larger county-wide strategy to build and expand similar networks, aiming to redefine urban mobility and promote community connectivity.
The growing popularity of micromobility options, such as e-bikes, scooters, and rideshare services, is recognized, and as the “active travel” network evolves, these emerging modes are being given special consideration to ensure their safe and appropriate integration into the public realm.
With the influx of micromobility networks, challenges arise, such as the operational and safety concerns that result from e-bikes and scooters sharing the same space as traditional bicyclists and pedestrians. This is why DTPW is working on projects to enhance e-bike and scooter safety such as the Downtown Micromobility Network project. Personal vehicles remain the primary mode of transportation throughout Miami-Dade County, but providing a protected and connected bicycle and pedestrian network throughout the County encourages the community to use nonmotorized transportation and subsequently lowers vehicle dependence.
The existing bicycle network provides a variety of options for cyclists to utilize for various reasons, including eco-tourism and recreation; work school and commuting; and other errands. DTPW is the agency responsible for the planning, design, implementation, and maintenance of non-motorized infrastructure on all County-owned roadways and parcels, including easements where greenways and trails may exist.
Multi-Use Trails create a safe and connected off-road path network for pedestrians and bicyclists to access key destinations, like transit stations and universities.
Miami-Dade County Owned Multi-Use Trails:
• Rickenbacker Trail
• Commodore Trail
• Old Cutler Trail
• Biscayne Trail
• Black Creek Trail
• South Dade Trail
• Snake Creek Trail
• M-Path/Underline
• Flagler Trail
The SMART Trails Program was developed as a multifaceted SMART Plan implementation effort and identifies potential first and last mile connections between the SMART Plan corridors and the regional non-motorized trail system.
For CTMP planning purposes, MiamiDade is divided into six (6) welldefined geographic sections known as Transportation Planning Areas (TPAs), shown in the map on the right. Each TPA has its own priorities, growth rates, and needs. This plan identifies the needs and planned projects in all areas, and provides an overview of existing conditions within the TPA.
The Northwest TPA offers few long-distance bicycle or pedestrian facilities. Notably, because of the industrial nature of this TPA, most roadways within the Northwest region do not include sidewalks. This stands in contrast to most other roadways throughout the County.
The North TPA lacks any major dedicated bicycle facilities. However, Ali Baba Avenue in downtown Opa-locka features a dedicated bicycle lane, supporting downtown workers, patrons, and Tri-Rail riders.
The Beach TPA contains the highest density of bicycle and pedestrian facilities, well-suited to meet the thousands of residents and travelers who leisurely stroll or ride along Miami Beach each year.
The Central TPA lacks a defined bicycle and pedestrian network. This network not only connects users to major destinations within short distances but also links to nearby areas such as Brickell, Kendall, and South Miami. It satisfies the needs of longdistance bicycle commuters.
This planning area highlights some of the most dense residential and business centers in the County. The CBD contains some protected bicycle lanes, but most bicycle facilities come in the form of sharrows on roadways. The transportation characteristics and context of this TPA support lower speed streets. The downtown built environment features narrow streets with lower speed limits, high transit ridership, and an established presence of multimodal users. These factors raise awareness among motorists of pedestrian and bicyclist activity within the area.
Within the South TPA is the South Dade Trail. A shareduse path adjacent to the South Dade TransitWay and US-1 which extends 20 miles from the South Dadeland Metrorail Station to Florida City, the southernmost part of the County. There are multiple transit dependent communities within the South TPA that would benefit from dedicated bicycle and pedestrian infrastructure connecting to transit stops, hubs and the South Dade TransitWay.
Every year people are killed on Miami-Dade County roads. Hundreds more are seriously injured. These conditions form the basis for the County’s Vision Zero program, which seeks to end traffic fatalities and serious injuries across the County by 2040 and places emphasis in prioritizing a complete, safe, and connected non-motorized network within Miami-Dade County.
SMART Growth America’s 2022 Dangerous by Design’s metrics on the most dangerous areas in the United States listed Florida as the second most dangerous state for pedestrians in the nation. Miami-Fort Lauderdale-Pompano Beach is ranked as the 14th most dangerous metropolitan area for pedestrians in the nation.
Florida is third in the list of riskiest places to bike (StreetLight Data, 2021). FHWA recognizes Florida and the Greater Miami Region as priority areas regarding pedestrian and bicyclist safety. Nationwide crash analysis revealed that nearly 20% of fatal crashes involved vulnerable users.
Between 2018-2022, 7,314 people were killed or seriously injured in crashes in Miami-Dade County. This five-year period saw an average of 105 fatalities and 459 severe injuries per year.
Florida is the second most dangerous state for pedestrians.
62% (1,562) of the killed and severe injury (KSI) crashes on county and municipal roads occurred within equity areas.
92.5% of the newly developed High-Injury Network (HIN) segments are at least partially within an equity area.
607 (24%) KSI crashes involved vulnerable users (bicyclists and pedestrians) on local or county roads.
Miami-Dade County’s Safe Routes to Places program is a comprehensive initiative strategically designed to enhance safety and accessibility in key areas such as transit corridors and stations, schools, parks, and residential zones. This program encompasses various facets, including Safe Routes to Transit, Safe Routes to School, Safe Routes to Parks, and Safe Routes for Aging in Place.
Safe Routes to Transit focuses on improving pathways and infrastructure around transit hubs, encouraging pedestrian and cyclist safety while accessing public transportation.
Safe Routes to School aims to create safe environments for students to walk or bike to school, implementing measures to mitigate potential hazards along designated routes.
Safe Routes to Parks prioritizes enhancing pedestrian and cyclist-friendly access to recreational areas, fostering healthier lifestyles and community engagement.
Safe Routes for Aging in Place seeks to create age-friendly environments by improving walkability and accessibility for seniors, allowing them to remain independent and active within their communities.
These multifaceted initiatives within Safe Routes to Places underscore Miami-Dade County’s commitment to fostering safer, more accessible, and inclusive environments for residents across various age groups and locations.
In line with Vision Zero initiatives, DTPW is committed to enhancing bicycle safety across the County. This is being achieved through the Protected Bike Lane Program, which aims to gradually expand the existing bike network with protected bike lanes. In 2022, the County completed a comprehensive 5-mile network of protected bike lanes in Downtown Miami. The ultimate plan is to progressively expand this network and connect it with other biking networks, including the one on the Rickenbacker Causeway. The expansion of Miami Dade County’s existing bike network with protected bike lanes is essential for promoting safer and more sustainable transportation options. It not only encourages cycling as a viable mode of transport but also reduces traffic congestion, improves air quality, and contributes to the overall health and well-being of the community.
The collection of pedestrian and bicycle count data stands as a cornerstone in transportation planning and urban development initiatives. Such data provides invaluable insights into the demand for enhanced non-motorized infrastructure.
The DTPW, in collaboration with FDOT Transportation Data and Analytics (TDA) Office has been actively engaged in collecting bicycle and pedestrian data across various locations within Miami-Dade County through the Statewide Non-motorized Traffic Monitoring Program. This initiative was established to furnish bicycle and pedestrian counts alongside supportive statistics and information crucial for various analyses, including safety studies, transportation facility planning and programming, as well as road and trail maintenance and enhancements.
To date, TDA has conducted non-motorized counts utilizing both short-term and continuous counters along several routes, including the Snake Creek Trail, Opa-Locka Tri-Rail Station, Turnpike Trail, Kendall Drive, Commodore Trail, Rickenbacker Causeway, Venetian Causeway, and throughout Wynwood. Additionally, continuous counts have been performed along routes such as the Atlantic Greenway, Krome Path, and Biscayne-Everglades Greenway. TDA is currently collaborating with DTPW to identify suitable locations for continuous counters, with the Rickenbacker Causeway being earmarked as a potential location for its next permanent installation.
Miami-Dade County’s transportation system has encountered substantial challenges. These include its population surge, safety concerns for pedestrians and cyclists, the necessity to establish a comprehensive multi-modal network, and hurdles in project implementation due to limited funding and available right-of-way.
Between 2016 and 2021, the percentage of residents aged 65+ in Miami-Dade County increased most significantly of any age group—over 7%—from 406,136 residents to 435,185 residents. Trailing this age group was the percentage of residents aged 45–64, which increased roughly 4% over the time period, from 707,105 residents to 737,349 residents. As more and more residents become older and unable or unwilling to drive, access to safe pedestrian facilities and multimodal connections will become even more significant, as this infrastructure enables residents to have access to safe non-motorized modes of transportation.
* U.S. Census Bureau Quick Facts: Miami-Dade County, Florida, 2023
The CTMP strives to integrate individual bicycle and pedestrian projects into a cohesive, interconnected multimodal network, augmenting its accessibility and usability. This plan addresses the deficiencies in linking various transportation modes, transit stations, and pivotal destinations, to create a fully connected and accessible transportation system. In addition to the network impacts from the anticipated population growth, Miami-Dade County’s transportation network balances other challenges, such as lack of funding and space, or right-of-way.
Improved safety measures at intersections
Creation of dedicated bicycle and pedestrian infrastructure in high-demand areas
Develop a network for all ages and abilities
Enhanced connectivity between neighborhoods
Increased access to public transportation hubs
Miami-Dade County grapples with significant challenges in pedestrian and bicycle safety, evidenced by a distressing number of fatalities on county roads each year.
The sustainability of the current transportation network is in question, necessitating urgent countermeasures to enhance safety and prevent recurring tragic crashes involving pedestrians and cyclists.
With a rising population, a larger resident segment is expected to utilize the pedestrian and bicycle network daily for commutes, work, school, and errands.
The 2023 Update of the Vision Zero Action Plan highlights progress made in 2022, with DTPW completing the design and initiating construction on 24 safety projects across the County, half of which are located in disadvantaged communities.
The absence of connectivity in non-motorized infrastructure in Miami-Dade County creates significant challenges and unsafe conditions for pedestrians and bicyclists.
The disjointed and incomplete network of pathways, sidewalks, and bicycle lanes leads to discontinuities and gaps, resulting in unsafe travel conditions and difficulties navigating urban areas.
Connectivity issues hinder the seamless movement of pedestrians and cyclists, forcing them to contend with fragmented routes and insufficiently linked paths. This compels individuals to navigate roadways or share spaces with vehicular traffic, increasing the risk of accidents and diminishing overall safety for non-motorized users.
The population is projected to increase from 2.7 million residents in 2023 (U.S. Census Bureau) to 3.3 million by 2045 (Bureau of Economic and Business Research), highlighting the urgent need for a more efficient and reliable mobility infrastructure.
The current transportation network presents safety risks for vulnerable road users, such as pedestrians and cyclists, due to network gaps, congested roads, and changing mobility patterns.
With the growing population, prioritizing safety improvements and enhancing multimodal connectivity for non-motorists becomes crucial, stimulating increased usage of walking, cycling, and other nonmotorized transportation options, especially in densely populated areas.
Limited right of way presents a significant challenge to enhancing non-motorized infrastructure, particularly in congested corridors and dense urban areas across Miami-Dade County.
Critical pathways in these areas face the hurdle of insufficient space, hindering efforts to bridge network gaps and establish necessary infrastructure for pedestrians and cyclists.
Adding pedestrian walkways, bicycle lanes, or other non-motorized amenities are complex due to spatial constraints, limiting the potential for construction or expansion. Addressing connectivity issues in congested and densely populated zones becomes challenging, requiring innovative solutions to ensure safe and accessible non-motorized routes within the confined rights of way.
Constrained funding is a substantial challenge for Miami-Dade County in closing non-motorized network gaps and implementing vital pedestrian and bicycle infrastructure.
Limited financial resources constrain the County’s ability to address connectivity issues and enhance the safety of pathways and cycling lanes.
Funding opportunities are often allocated separately to the County and its municipalities, resulting in a fragmented scenario where projects in one jurisdiction may receive funding while those in another area may not. This fragmented approach hinders the holistic development of a cohesive nonmotorized infrastructure system, exacerbating discontinuities and disparities across various routes.
The bicycle and pedestrian projects included as part of the CTMP were selected based on analyses of existing and proposed conditions, in addition to a thorough review of partner agency projects and plans. The projects identified are a mix of unfunded and partially funded initiatives that are essential for supporting the transportation network in Miami-Dade County. Providing high-quality bicycle and pedestrian facilities is a critical component in forming more comfortable mobility environments for users of all ages, abilities, and experience levels.
A total of 467 bicyle and pedestrian projects underwent the prioritization process. These projects were categorized into groups according to their respective scopes of work. Three (3) groupings of bicycle projects were established:
Off-Road Facilities - These type of bicycle facilities provide and improve connectivity for bicyclists to access transit stops, parks, and schools. Off-road bicycle facilities provide users with a comfortable riding environment through wide paths and separation from the roadway. Off-road bicycle facilities are more conducive for providing access and connectivity to a wide variety of bicyclists with different needs and capabilities. Off-road bicyclist facilities project types include Shared-Use Paths, Sidepaths, and Multi-Use Trails.
Bicycle Facility Improvements - These projects preserve and maintain the existing network of bicycle facilities in the county. Improvement projects are needed to bring existing bicycle facilities up to current, necessary quality and safety standards. Bicycle facility improvements include a variety of maintenance and infrastructure treatments that improve bicyclist safety and visibility such as repaving, the addition and refreshment of pavement markings, path realignment, and installation of bicycle signage.
On-Road Facilities - These projects support connectivity for bicyclist via onroad bicycle facilities. On-road bicycle facilities include protected bicycle lanes, buffered bicycle lanes, and conventional bicycle lanes, often located adjacent to vehicle travel lanes. On-road facilities provide users with dedicated space on low-to-medium speed and volume roadways that are more suitable for bicyclists who are comfortable riding on or directly adjacent to the roadway. Like off-road bicycle facility projects, on-road bicycle facility projects provide connections to common bicyclist destinations such as transit stops, parks, and schools.
Three (3) groupings of pedestrian projects were established:
New Sidewalks - These projects support DTPW’s objective to encourage walking as a viable transportation mode while reducing reliance on automobiles and helping to promote a healthier lifestyle. Sidewalks provide pedestrians with a dedicated, paved path for travel and drastically improve the perception of a safe and comfortable walking environment. These projects consist of implementing accessible, wellconnected sidewalks that connect users to schools, parks, and other points of interest in areas where a sidewalk network does not currently exist.
Sidewalk Gaps - These projects aim to fill in missing sections of sidewalks in the current network to create a continuous and accessible pedestrian pathway. Sidewalk gap projects are focused in areas where pedestrians frequently walk but face obstacles due to missing sidewalk segments and poor walking conditions. These projects include sidewalk extension projects to extend existing sidewalks to connect to other portions of existing sidewalk.
Pedestrian Facility Improvements - These projects improve the quality and safety of existing pedestrian facilities to meet ADA requirements and Vision Zero safety standards. Pedestrian facility improvements include a variety of maintenance and infrastructure treatments such as new or refreshed pedestrian crossings and pavement markings, ADA intersection improvements, and retrofit projects that upgrade existing sidewalks to meet current accessibility standards and accommodate increased pedestrian traffic.
A total of 197 bicycle projects were evaluated and prioritized to identify those that best align with the CTMP’s objectives of establishing a safe, equitable, resilient, connected, and efficient transportation network. The prioritization criteria, as outlined in Chapter 5, was utilized for the CTMP bicycle projects, culminating in the prioritized project list shown in Tables 6.1 to 6.3.
Priority 1
Priority 2
These projects have been organized into three (3) priority bands: (1) Priority 1, (2) Priority 2, and (3)
Priority 3. These priority bands reflect a hierarchal relationship among them and indicate how closely the projects align with the established prioritization criteria.
These projects are not programmed for funding in the Transportation Improvement Program (TIP) or other capital programs which may include partially funded projects. Projects that are funded in the TIP or elsewhere are considered “committed” and, therefore, not included in the CTMP prioritization process.
Priority 3
PROJECTS OVERVIEW
PROJECTS COMPOSITION
Bicycle Related Projects
BICYCLE PROJECTS BY THE NUMBERS
36 Miles of Bicycle Facility Improvements
343 Miles of Off-Road Facilities
62 Miles of Bike Lanes (protected, buffered, conventional)
SW 117 Avenue
Miami River Greenway (Complete missing segments)
South Dade TransitWay Trail
Perimeter Trail
Miccosukee Link
SW 344 Street
Commodore Trail including Edgewater Drive/ SW 37 Avenue/ Main Highway/ S Bayshore Drive/ S Miami Avenue
Black Creek Trail
Segment "B" Phase I
Snapper Creek Trail Segment "B" Phase 1
Ludlam Trail
Miami Lakes Drive/ NW 154 Street
W 41 Street
SW 112th Street to Snapper Creek Trail
NW 36 Street to NW 12th Avenue
SR 997/ S Krome Avenue to Dadeland South Station
CSX Rail/ NW 12th Street Intersection to Miami River
SR 997/ Krome Avenue to Florida International University
South TransitWay to SW 152 Avenue
Cocoplum Road to Rickenbacker Causeway
Larry and Penny Thompson Park to Krome Trail
K-Land Park/ SW 88 Street to SW 57 Avenue
Dadeland North to NW 12th Street
NW 87 Avenue to SR 823/ SW 57 Avenue
Pine Tree Drive to SR A1A/ Indian Creek Drive
SR 972/ 24 Street N Greenway to SW 37 Avenue
NW 28 Street/ NW South River Drive - Route A
SR 905A/ Card Sound Road
NW 37 Avenue to NW North River Drive
Card Sound Toll Plaza to SR 997/ S Krome Avenue
Shared-Use Path
Shared-Use Path
Hialeah, Unincorporated, Miami CBD, Northwest
Homestead, Florida City, Unincorporated South
Shared-Use Path Unincorporated, Miami Springs CBD, Central
Shared-Use Path Unincorporated Central
Shared-Use Path Florida City, Homestead South
Shared-Use Path Miami CBD
Shared-Use Path Unincorporated Central, South Priority 1
Shared-Use Path Unincorporated Central, South
Shared-Use Path Unincorporated, South Miami, Pinecrest Central, South
Shared-Use Path Unincorporated, Miami CBD, Central
Shared-Use Path Miami Lakes Northwest
Shared-Use Path Miami Beach Beach
Shared-Use Path Coral Gables Central
Shared-Use Path Unincorporated Central, Northwest
Shared-Use Path Florida City, Unincorporated South
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
19 Street/ Dade Boulevard Meridian Avenue to 23 Street
Dade Boulevard Bike Path
Meridian Avenue to Atlantic Trail/ Beachwalk
Ponce De Leon Boulevard Brooker Street to San Amaro Drive
Meridian Avenue Dade Boulevard to Pine Tree Drive
SR 825/ SW 137 Avenue SW 160 Street to SW 96 Street SW 128 Street
Dade Boulevard/ Pine Tree Drive Convention Center Drive to Beachwalk
Shared-Use Path Miami Beach Beach
Shared-Use Path Miami Beach Beach
Shared-Use Path Coral Gables Central
Shared-Use Path Miami Beach Beach
Shared-Use Path Unincorporated Central, South
Shared-Use Path Miami Beach Beach
N Miami Avenue NE 14 Street to US 27/ NW 36 Street Sidepath Miami CBD
NE 10 Avenue NE 135 Street to NE Miami Gardens Drive Sidepath North Miami, Unincorporated, North Miami Beach Beach, North Priority 1 SW 328 Street SW 18 Avenue to S Miami Dade Busway
SW Side of SW 117 Avenue
Roberta Hunter Park to South Dade Trail & Black Creek Trail junction
Roberta Hunter Park - South Dade Trail Connection SW 208 Street to South Transit Way
NW South River Drive & Delaware Parkway NW 27 Avenue to Hook Square/ SE 1 Avenue
Shared-Use Path Homestead, Florida City South
Shared-Use Path Unincorporated South
Shared-Use Path Unincorporated South
Shared-Use Path Miami, Unincorporated, Miami Springs, Hialeah CBD, Central, Northwest
NW 112th Avenue & NW 114 Avenue NW 12th Street to SR 934/ NW 74 Street Sidepath Sweetwater, Doral Northwest
NE 172 Street NE 22 Avenue to East Greynolds Park
Biscayne Everglades Trail (Seg 4) South Transit Way to Biscayne National Park
Shared-Use Path North Miami Beach Beach
Shared-Use Path Florida City, Homestead, Unincorporated South
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
CSX Trail
US 41/SW 8 Street & SW 117 Avenue
Richmond Drive/ SW 168 Street
SW 112th Street
SE 1 Avenue
NW 71 Street
SW 328 Street to Gold Coast Railroad Museum Park
SR 976/ SW 40 Street to SW 82 Avenue
SW 122 Avenue to S Dixie Highway
SW 117 Avenue to US-1/ S Dixie Highway SW 99 Court
SE 6 Street to SE 3 Street
NW 17 Avenue to NW 12th Avenue
Snapper Creek Canal US-1 to W 57 Avenue
Marlin Road
Biscayne Everglades Trail (Seg 6)
SE 32 Road / Brickell Avenue - Route A
SW 96 Street & SW 96 Street
Feasibility Study over/under I-95 to access GG Park and Ride
Snake Creek Canal
NE 18 Avenue & NE 199 Street
Shared-Use Path Unincorporated, Homestead South Priority 1
Shared-Use Path Unincorporated Central
Shared-Use Path Unincorporated South
Shared-Use Path Unincorporated South
Shared-Use Path Miami CBD
Shared-Use Path Unincorporated North
Shared-Use Path Unincorporated Central
Belview Drive to Old Cutler Road Sidepath Cutler Bay South
SR 997/ Krome Avenue to Biscayne National Park
Toll Gantry to Village of Key Biscayne Entry
SW 172 Avenue to SR 825/ SW 137 Avenue
NW 156 Street to Golden Glades Park and Ride
NW 47 Avenue to NW 2 Avenue
SR 860/ NE Miami Gardens Drive to W Dixie Highway
Biscayne Everglades Trail (Seg 8) C-111 Canal to N Flagler Avenue
Telemundo Way/ NW 25 StreetRoute A
Dolphin Park-N-Ride to NW 112th Avenue
Shared-Use Path Homestead, Unincorporated South
Shared-Use Path Miami CBD
Shared-Use Path Unincorporated Central
Shared-Use Path Unincorporated North
Shared-Use Path Miami Gardens North
Shared-Use Path Unincorporated Beach
Shared-Use Path Unincorporated, Homestead South
Shared-Use Path Sweetwater Northwest
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Princeton Trail SR 997/ Krome Avenue to Moody Road Eastern Terminus
Sweetwater, Doral Central, Northwest Memorial Highway
NW 12th Street
123 Avenue to NW 87 Avenue
Snapper Creek Trail Segment "A"
N Greenway Drive
Park/ SW 88 Street to SW 72 Street
972/ Coral Way to S. Greenway Drive
Coral Gables Central NW 67 Avenue SR 924/ Gratigny Parkway to SR 826/ Palmetto Expressway
Cutler Drain Canal (C-100c)
Canal
1/ S Dixie Highway to SW 148 Street
1/ S Dixie Highway to SR 9336/ Ingraham Highway
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher. *Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Bay
SW 212th Street
SW 288 Street
Snapper Creek Trail Segment "A" SW 107 Avenue Gap
Snapper Creek Trail "A"
SW 103 Place to Old Cutler Road
SW 167 Avenue to S Miami Dade Busway
Westwood Lakes Canal (K) to East Side of SR 985/ SW 107 Avenue
SW 72 Street to SW 8 Street/ FIU
Fontainebleau Boulevard & Park Boulevard NW 97 Avenue to NW 79 Avenue
SW 97 Avenue/Gulfstream Road
Cutler Drain Canal
Biscayne Everglades Trail (Seg 2)
W Davis Parkway
NW 173 Drive
NW 52 Avenue
NW 199 Street
NW 111th Street
NW 87 Street
NW 31 Avenue
SW 102 Avenue
SW 184 Street to Montego Bay Drive
US 1/ S Dixie Highway to SW 77 Avenue
Old Ingraham Highway to SW 344 Street
SW 187 Avenue to South Transitway
NW 57 Avenue to NW 47 Avenue
NW 167 Street to NW 183 Street
NW 57 Avenue to NW 33 Avenue
NW 22 Avenue to NE 2 Avenue
NW 36 Avenue to NW 15 Avenue
NW 46 Street to NW 71 Street
SW 56 Street to SW 8 Street
Sidepath Unincorporated, Cutler Bay South
Shared-Use Path Unincorporated South
Shared-Use Path Unincorporated Central
Shared-Use Path Unincorporated Central
Sidepath Unincorporated Central
Sidepath Cutler Bay South
Shared-Use Path Palmetto Bay South
Shared-Use Path Unincorporated South
Shared-Use Path Florida City South
Sidepath Unincorporated North
Sidepath Unincorporated North
Sidepath Unincorporated, Miami Gardens North
Sidepath Unincorporated, Miami Shores North
Sidepath Unincorporated North
Sidepath Unincorporated North
Sidepath Unincorporated Central
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Priority 2
NW 1 Place
Rickenbacker Trail
SW 56 Street
N. Michigan Avenue
Dade Boulevard
SW 200 Street
SW 122 Avenue
SW 248 Street
SW 97 Avenue
NW 3 Street
NE 17 Street
SR 94/ SW 88 Street
NW 25 Street - Route B
CSX Rail Corridor
SW 144 Avenue
US 1/S Dixie Highway
SR 997/ S Krome Avenue
NW 14 Street to NW 21 Street
Village of Key Biscayne to The Underline
SW 67 Avenue to SW 57 Avenue
Dade Boulevard to SR 907/ Alton Road
Bay Road to Meridian Avenue
Quail Roost Drive to S Miami Dade Busway
Shared-Use Path Miami CBD
Shared-Use Path Miami, Unincorporated CBD
Shared-Use Path South Miami, Unincorporated Central
Shared-Use Path Miami Beach Beach
Shared-Use Path Miami Beach Beach
Shared-Use Path Unincorporated South
Black Creek Trail to Richmond Drive Sidepath Unincorporated South
SW 177 Avenue to SW 112th Avenue
SW 144 Street to SW 88 Street
Shared-Use Path Unincorporated South
Shared-Use Path Unincorporated South
Tamiami Canal Road to NW 57 Avenue Sidepath Miami CBD
N Miami Avenue to NE 2 Avenue
SR 997/ Krome Avenue to SW 162 Avenue
NW 37 Avenue to NW South River Drive
NW 7 Street to Perimeter Greenway
SW 42 Street to SW 9 Street
C-111 Canal to SR 997/ S Krome Avenue
SW 177 Court to US 1/ S Dixie Highway
Shared-Use Path Miami CBD
Shared-Use Path Unincorporated Central
Shared-Use Path Unincorporated Central
Shared-Use Path Unincorporated Central
Shared-Use Path Unincorporated Central
Shared-Use Path Unincorporated, Florida City South
Shared-Use Path Florida City South
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
3
SR 913/ Rickenbacker Causeway
NW 12th Street
NE 199 Street
NW 178 Street
SW 87 Avenue
De Soto Boulevard
NW 112th Avenue
Canal
NW 87 Avenue
SW 136 Street
NW 87 Avenue
Cutler Drain Canal
NE 2 Avenue
Biscayne Everglades Trail (Segment 3)
Biscayne Everglades Trail (Segment 1)
NW 68 Avenue
The Underline to Crandon Boulevard
NW 136 Avenue to Telemundo Way
Ives Dairy Road to NE 14 Avenue
NW 91 Court to NW 87 Avenue
SW 184 Street to SW 174 Street
Andalusia Avenue to Coral Way
NW 25 Street to NW 33 Street
SW 57 Avenue to SW 62 Avenue
SR 924/ I-75 Expressway to NW 154 Street
Shared-Use Path Miami, Unincorporated CBD
Shared-Use Path Sweetwater Northwest
Shared-Use Path Unincorporated North
Shared-Use Path Unincorporated Northwest
Shared-Use Path Palmetto Bay South
Shared-Use Path Coral Gables Central
Shared-Use Path Doral Northwest
Shared-Use Path
South Miami, Pinecrest Central, South
Shared-Use Path Miami Lakes Northwest
SW 157 Avenue to SW 137 Avenue Sidepath Unincorporated Central, South
NW 154 Street to NW 197 Terrace
SW 184 Street to SW 174 Street
NW 93 Street to SR 932/ NE 103 Street
SW 344 Street to SW 328 Street
SR 9336/ SW 392 Street to SW 308 Street
NW 186 Street to NW 67 Avenue
Shared-Use Path Miami Lakes, Unincorporated Northwest
Shared-Use Path Palmetto Bay South
Shared-Use Path Miami Shores North
Shared-Use Path Homestead South
Shared-Use Path Unincorporated Out
Shared-Use Path Unincorporated Northwest
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
3
Equity Resiliency
NW 82 Avenue
NW 178 Street
N Miami Avenue/ S Biscayne River Drive
NW 127 Street
NW 12th Avenue
NW 110 Street
SW 32 Street
SW 26 Street
SW 47 Street
Biscayne Trail Segment "D"
NW/NE 131 Street
NW 170 Street to NW 186 Street
NW 87 Avenue to NW 78 Avenue
NW 119 Street to NW 151 Street
NW 19 Avenue to NW 17 Avenue
NW 103 Street to Opa Locka Boulevard
NW 10 Avenue to W 4 Avenue
SW 117 Avenue to SW 90 Avenue
Sidepath Unincorporated Northwest
Shared-Use Path Unincorporated Northwest
Sidepath North Miami, Unincorporated North
Shared-Use Path Unincorporated North
Shared-Use Path Unincorporated, North Miami North
Sidepath Unincorporated, Hialeah Northwest
Shared-Use Path Unincorporated Central
SW 129 Avenue to SW 25 Terrace Sidepath Unincorporated Central
SW 167 Avenue to W Meadow Lake Drive
SW 137 Street to Homestead Bayfront Park
NW 22 Avenue to NE 16 Avenue
Miami Lakeway N. Big Cypress Drive to Miami Lakes Drive
NW 159 Terrace
NW 6 Street
SW 128 Street
SW 87 Avenue
SR 826/ Palmetto Expressway to NW 77 Place
NW 137 Avenue to NW 122 Avenue
SR 825/ SW 137 Avenue to SW 122 Avenue
Shared-Use Path Unincorporated Central
Shared-Use Path Unincorporated, Cutler Bay South
Shared-Use Path Unincorporated North
Shared-Use Path Miami Lakes Northwest
Shared-Use Path Miami Lakes Northwest
Shared-Use Path Unincorporated Central
Sidepath Unincorporated Central
SW 184 Street to Old Cutler Road Sidepath Cutler Bay South
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
E
3
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
West Dixie Highway
SW 184 Street
W 63 Street
SW 62 Avenue
SR 826/ NE 153 Street to NE 214 Terrace
Protected Bike Lane
US 1/ S Dixie Highway to Old Cutler Road Bike Lane Palmetto Bay, Cutler Bay South
Alton Road to SR A1A/ Collins Avenue
64 Street to SW 39 Street
Venetian Causeway & 17 Street N Miami Avenue to Convention Center Drive
SR 969/ NW 72 Avenue /W 16 Avenue NW 47 Street to NW 53 Terrace
SW 37 Avenue
Fonseca Avenue to NW South River Drive
SW 82 Avenue SW 24 Street to NW 25 Street
SW 157 Avenue
Black Creek Canal No. C-1 W to SW 61 Street
Protected Bike Lane Miami Beach Beach
Lane Unincorporated, South Miami Central
Bike Lane Miami, Miami Beach Beach, CBD
Protected Bike Lane
Unincorporated, Aventura, North Miami Beach Beach Priority 1
Unincorporated, Medley, Hialeah Central, Northwest
Protected Bike Lane Miami, Coral Gables, Unincorporated CBD, Central
Protected Bike Lane
Unincorporated, Doral Central, Northwest
Protected Bike Lane Unincorporated Central
SW 67 Avenue SW 85 Street to SW 39 Street Bike Lane
Unincorporated, South Miami Central NW 32 Avenue
Gardens North SE 1 Avenue
1 Street to NE 1 Street
SR 986/ SW 72 Street
First-Last Mile Connection to the Aventura Brightline Station and the Aventura Bus Terminal
SR 959/ SW 57 Avenue to SR 953/SW 42 Avenue Protected Bike Lane Unincorporated, Coral Gables Central
County Club Prado (West) San Marco Avenue to Sevilla Avenue
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Country Club Prado (East)
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher. *Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Bicycle and Pedestrian Improvements at all South Transitway Stations
SW 137 Avenue
Blue Road
Waterford Business District connection to Miami Intermodal Center/East-West Corridor/Flagler Corridor
SW/SE 11th Street
SW 137 Avenue/Tallahassee Trail Bicycle Lanes
Neighborhood Bikeway Traffic Calming Program
NW 37 Avenue
NW 22 Avenue
NW 344 Street
SW 64 Street
South Bayshore Drive
Alhambra Circle
SW 22 Avenue
SW 344 Street to Dadeland South Station
SW 56 Street to SW 8 Street
SW 67 Avenue to SW 42 Avenue
SR 968/ Flagler Street to MIC
SW 1 Avenue to Brickell Plaza
SR 821 to SW 154 Street
Bicycle/Pedestrian improvements
Florida City, Homestead, Unincorporated Central, South
Bicycle Facility Improvements Unincorporated Central
Bicycle Facility Improvements
South Miami, Unincorporated, Coral Gables Central
Bicycle Facility Improvements Unincorporated, Miami CBD, Central
Bicycle/Pedestrian improvements City of Miami CBD Priority 1
Bicycle Facility Improvements Unincorporated South
Countywide to Countywide Neighborhood Bikeway CBD
N River Drive to NW 79 Street
SW 22 Street to Airport Expyway/ SR 112
SW 192 Avenue to NW 6 Avenue
SW 69 Avenue to SW 57 Avenue
Darwin Street to Mercy Way
San Armo Drive to SR 972/ Coral Way
US-1 to Coral Way
Bicycle Facility Improvements Unincorporated, Hialeah, Miami CBD, North, Northwest
Bicycle Facility Improvements Miami CBD,North
Bicycle Facility Improvements Unincorporated, Florida City South
Bicycle Facility Improvements Unincorporated, South Miami Central
Bicycle Facility Improvements Miami CBD
Bicycle Facility Improvements Coral Gables Central Priority 2
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Bicycle Facility Improvements Miami CBD E
SW 112th Avenue
SW 16 Street
SW 117 Avenue to SW 152 Street
SW 107 Avenue to SW 82 Avenue
SW 137 Avenue US-1 to SW 184 Street
NW 22 Avenue
Bicycle Facility Improvements Unincorporated South
Bicycle Facility Improvements Unincorporated Central
Bicycle Facility Improvements Unincorporated South
SW 22 Street to Airport Expressway/ SR 112 Bicycle Facility Improvements Miami CBD
Pine Tree Drive/ La Gorce 23 Street to 63 Street
Bicycle Facility Improvements Miami Beach Beach
SW 136 Street US-1 to Old Cutler Road Bicycle Facility Improvements Palmetto Bay, Pinecrest South
Turnpike Trail Bicycle/ Pedestrian Bridge Over Doral Boulevard at SW 117 Avenue
South Side of NW 41 Street to North Side of NW 41 Street Pedestrian Bridge/ Overpass Doral Northwest
SW 264 Street US-1 to SW 137 Avenue
Bicycle Facility Improvements Unincorporated South
Ludlam Trail Bridge Overpass SW 24 Street (Coral Way) Bicycle/Pedestrian improvements Unincorporated Central
SW 48 Street
SW 117 Avenue to SW 82 Avenue
Bicycle Facility Improvements Unincorporated Central SW 137 Avenue SW 288 Street to HEFT Bicycle Facility Improvements
SW 137 Avenue SW 72 Street to SW 56 Street Bicycle Facility Improvements
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
THIS PAGE INTENTIONALLY LEFT BLANK
A total of 238 pedestrian projects were evaluated and prioritized to identify those that best align with the CTMP’s objectives of establishing a safe, equitable, resilient, connected, and efficient transportation network. The prioritization criteria, as outlined in Chapter 5, was utilized for the CTMP pedestrian projects, culminating in the prioritized project list shown in Tables 6.4 to 6.6.
These projects have been organized into three (3) priority bands: (1) Priority 1, (2) Priority 2, and (3) Priority 3. These priority bands reflect a hierarchal relationship among them and indicate how closely the projects align with the established prioritization criteria. These projects are not programmed for funding in the Transportation Improvement Program (TIP) or other capital programs which may include partially funded projects. Projects that are funded in the TIP or elsewhere are considered “committed” and, therefore, not included in the CTMP prioritization process.
PROJECTS OVERVIEW
Pedestrian Related Projects
PROJECTS COMPOSITION PEDESTRIAN PROJECTS BY THE NUMBERS
171 Miles of Pedestrian Facility Improvements
30 Miles of Sidewalk Gaps
Miles of New Sidewalks
NE 2 Avenue
NE 119 to NE 135 Street
NW 103 Street to NW 111 Street NW 5 Avenue to I-95
NW 111 Street to NW 103 Street
NW 27 Avenue to NW 32 Avenue
NW 27 Avenue to NW 37 Avenue
NW 36 Avenue
NE 186 Street to NE 181 Street
SW 56 Avenue
NW 12 Avenue to NW 7 Avenue
NW 80 Street to NW 87 Street
North River Drive. to NW 36 Street (Melrose Area)
NW 79 Street
NW 79 Street to NW 95 Street (East side)
NW 81 Street (West side, remaining segment is warehouses and car shops parking on paved swale areas)
NE 23 Court (Oleta River ) to W. Dixie Highway
SW 74 Street to to SW 72 Street
SW 63 Avenue SW 8 Street to Coral Way
SW 74 Court
SW 9 Terrace
SW 88 Street
Griffing Boulevard
SW 8 Street to SW 16 Street
SW 87 Avenue to SW 88 Avenue
New Sidewalk
Miami Shores, Unincorporated North
New Sidewalk / Repairs Unincorporated North
New Sidewalk / Repairs Unincorporated North
New Sidewalk / Repairs Miami, Unincorporated
CBD, North
New Sidewalk / Repairs North Miami, Unincorporated North Priority 1
New Sidewalk / Repairs Unincorporated North
New Sidewalk Aventura, Unincorporated Beach
New Sidewalk
New Sidewalk
Coral Gables, Unincorporated Central
West Miami, Miami, Unincorporated CBD, Central
New Sidewalk / Repairs Miami, Unincorporated CBD, Central
New Sidewalk / Repairs Unincorporated Central
SW 57 Avenue to Old Cutler Road. Ped/Bike connection
Coral Gables, Unincorporated Central
NE 125 Street to NE 135 Street
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
New Sidewalk / Repairs Unincorporated, North Miami North E
NW 107 Avenue
NW 22 Avenue to NW 27 Avenue
NW 87 Street to NW 95 Street
NW 107 Street to NW 119 Street
NW 27 Avenue to NW 32 Avenue (Including 3020 NW 91 Street)
S Biscayne River Drive to NE 6 Avenue NE 146 Street to NE 148 Street
New Sidewalk / Repairs Unincorporated North
New Sidewalk / Repairs Unincorporated North
New Sidewalk / Repairs Unincorporated, North Miami North
SW 137 Avenue SW 272 Street to SW 284 Street New Sidewalk Unincorporated South
SW 152 Street Old Cutler Road to US-1
SW 248 Street (South side)
SW 56 Street (North side)
SW 75 Avenue
SW 82 Avenue to SW 87 Avenue (not included)
SW 87 Avenue (not included) to SW 92 Avenue
SW 87 Avenue to SW 97 Avenue
W 125 Avenue (New East Side)
Curb along North and South swale of SW 144 Street
NE 10 Avenue (West side) & NE 211 Street - NE 215 Street
NW 115 Street to NW 119 Street
NW 12 Street to NW 14 Street New Sidewalk Sweetwater,Doral Northwest Priority 2
New Sidewalk / Repairs Palmetto Bay South
SW 124 Avenue to SW 112 Avenue New Sidewalk Unincorporated South
SW 62 Avenue to SW 64 Avenue New Sidewalk South Miami, Unincorporated Central
SW 8 Street to SW 16 Street
New Sidewalk / Repairs Miami, Unincorporated CBD, Central
SW 48 Street (not included) to SW 58 Street New Sidewalk Unincorporated Central
SW 40 Street (not included) to SW 56 Terrace New Sidewalk Unincorporated Central
SW 56 Street to SW 72 Street
New Sidewalk / Repairs Unincorporated Central
SW 6 to NW 6 Street (Including 279 NW 125 Avenue) New Sidewalk Unincorporated Central
SW 160 Avenue, SW 158 Path to SW 162 Avenue, SW 160 Avenue New Sidewalk Unincorporated South
NE 215 Street (South side) & NE
700 Block. - NE 1000 Block New Sidewalk Unincorporated North
NW 12 Avenue to NW 17 Avenue
New Sidewalk / Repairs North Miami,Unincorporated North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Priority 3
NW 115 Street
NW 124 Avenue (new both sides)
from NW 2 Street NW
6 Street & W 120 Avenue
NW 17 Avenue to NW 22 Avenue (including 2085 NW 115 Street)
SW 2 Street to NW 2 Street
NW 127 Street to NW 135 Street NW 19 Avenue to NW 22 Avenue
NW 133 Street NW 19 Avenue to NW 22 Avenue
New Sidewalk / Repairs Unincorporated North
New Sidewalk / Repairs Unincorporated Central
New Sidewalk / Repairs Opa-Locka,Unincorporated North
New Sidewalk / Repairs Unincorporated North
NW 30 Avenue NW 87 Street to NW 103 Street New Sidewalk Unincorporated North
SW 102 Avenue (East side)
SW 12 Street
SW 124 Avenue (East side)
SW 136 Street
SW 152 Street
SW 184 Street (North side)
SW 28 Street to SW 30 Street New Sidewalk Unincorporated Central
SW 74 Avenue to SW 76 Court
SW 248 Street to SW 240 Street
SW 98 Place to SW 100 Court
SW 79 Avenue to SW 80 Avenue
New Sidewalk / Repairs Unincorporated Central
New Sidewalk Unincorporated South
New Sidewalk / Repairs Unincorporated South
New Sidewalk Palmetto Bay South
SW 82 Avenue to Old Cutler Road New Sidewalk Palmetto Bay,Cutler Bay South
SW 248 Street (South side) US-1 to SW 124 Avenue
SW 45 Terace
SW 48 Street (South side)
SW 59 Avenue (East side)
New Sidewalk / Repairs Unincorporated South
SW 58 Avenue to SW 58 Court New Sidewalk Unincorporated Central
SW 102 Avenue to SW 97 Avenue New Sidewalk Unincorporated Central
SW 20 Street to SW 17 Street New Sidewalk Unincorporated Central
SW 68 Avenue end of sidewalk on the West side to NW corner of SW 53 Street
New Sidewalk Unincorporated Central
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Priority 3
Griffing Boulevard
NW Miami Court
NW 91 Street
NW 36 Avenue
N Miami Avenue
NW 143 Street
NW 143 Street
NW & NE 46 Street
Griffing Boulevard
SW 5 Street
SW 296 Street
NW 82 Street to NW 84 Street
NW 79 Street to NW 83 Street
Sidewalk Gap/Overlaps with 100157 from NW 82 Street to NW 83 Street Miami, Unincorporated CBD, North
NW 12 Avenue to NW 8 Avenue Sidewalk Gap Unincorporated North
NW 79 Street to NW 81 Street (West)/NW 95 Street (East) Sidewalk Gap Unincorporated North
NW 135 Street to NW 167 Street Sidewalk Gap Unincorporated North
NW 6 Avenue to S Biscayne River Drive Sidewalk Gap Unincorporated, North Miami North
NW 7 Avenue to NW 17 Avenue Sidewalk Gap Unincorporated North
NW 87 Street to NW 95 Street
NW 7 Avenue to NW 10 Avenue
W Dixie Hwy to NE 135 Street Sidewalk Gap Unincorporated, North Miami North Priority 1
East side of I-95 to NE 2 Avenue Sidewalk Gap Miami CBD
NE 9 Avenue to NE 121 Street Sidewalk Gaps Biscayne Park, Miami Shores North
SW 87 Avenue (not included) to SW 78 Avenue Sidewalk Gaps Unincorporated Central
SW 157 Avenue to US-1 (Ramps and Connectors) Sidewalk Gap Unincorporated South
N. Miami Avenue to NW 2 Avenue (Ramps and Connectors) Sidewalk Gap Miami, Unincorporated CBD, North
NW 27 Avenue to NW 32
Avenue (Including 3020 NW 91 Street) Sidewalk Gap Unincorporated North
NW 111 Street to NW 119 Street Sidewalk Gap Unincorporated North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
NE 117 Street to NE 116 Street
NE 116 Street to NE 112 Street NE 112 Street to NE 110 Terrace
NE 110 Street to NE 118 Street
NE 186 Street to NE 181 Street
SW 25 Street to SW 35 Street
Grand Canal Drive to Flagler Street
SW 88 Street to SW 104 Street
NW 12 Street along NW 107 Avenue
NE 12 Avenue to Biscayne Boulevard Sidewalk Gap Unincorporated North
NE 12 Avenue
NE 13 Avenue to Biscayne Boulevard Biscayne Boulevard Sidewalk Gap Unincorporated North
NE 2 Avenue to W Biscayne Canal Road Sidewalk Gap Miami Shores, Unincorporated North
NE 23 Court (Oleta River ) to W. Dixie Highway Sidewalk Gap Unincorporated Beach
(Including SW 62 Avenue to SW 67 Avenue from SW 34 Street to SW 29 Street) Sidewalk Gap Unincorporated Central
SW 87 Avenue to SW 82 Avenue (including 8460 SW 2 Street) Sidewalk Gap Unincorporated Central
SW 127 Avenue to SW 137 Avenue Sidewalk Gap Unincorporated Central
NW 111 Avenue NW 12 Street to NW 107 Avenue NW 14 Street Sidewalk Gaps Sweetwater,Doral Northwest NE 16 Avenue Ives Dairy Road to 20800 NE 16 Avenue Sidewalk Gap Unincorporated North
NE 148 Street
W Dixie Hwy to NE 18 Avenue Sidewalk Gap Unincorporated, North Miami North
NE 149 Street W Dixie Hwy to NE 18 Avenue Sidewalk Gap Unincorporated, North Miami North
NW 70 Street
NW 18 Avenue
1870 NW 70 Street to NW 18 Avenue Sidewalk Gap Unincorporated North
NW 62 Street to NW 71 Street Sidewalk Gap Unincorporated North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
1
2
NW 90 Street NW 27 Avenue to NW 25 Avenue Sidewalk Gap Unincorporated North
NW 91 Street NW 7 Avenue to NW 8 Avenue Sidewalk Gap Unincorporated North
NW 115 Street NW 22 Avenue to NW 17 Avenue Sidewalk Gap Unincorporated North
Memorial Hwy NE 135 Street to NE 142 Street Sidewalk Gap Unincorporated North
NE 147 Street W Dixie Hwy to NE 18 Avenue Sidewalk Gap Unincorporated, North Miami North
NW 66 Street NW 22 Avenue to NW 21 Avenue Sidewalk Gap Unincorporated North
NE 2 Avenue NE 103 Street to NE 115 Street Sidewalk Gaps Miami Shores North
NW 61 Street NW 24 Avenue to NW 23 Avenue Sidewalk Gaps Unincorporated North
SW 64 Street SW 69 Avenue to SW 62 Avenue Sidewalk Gaps South Miami, Unincorporated Central
SW 137 Avenue SW 284 Street to SW 272 Street Sidewalk Gap Unincorporated South
SW 224 Street SW 117 Avenue to SW 112 Avenue Sidewalk Gap Unincorporated South
SW 9 Terrace
SW 80 Court to SW 82 Avenue (including 900 SW 80 Court) Sidewalk Gap Unincorporated Central
SW 117 Avenue SW 28 Street to Coral Way Sidewalk Gap Unincorporated Central
NE 199 Street (South side) and NE 15 Court NE 1500 Block to Ives Dairy Road (NE 20500 Block) Sidewalk Gap Unincorporated North
NW 22 Avenue to NW 27 Avenue NW 107 Street to NW 119 Street Sidewalk Gap Unincorporated North
NW 131 Street to NW 108 Street E Golf Drive to W Golf Drive Sidewalk Gap Unincorporated North
NW 7 Avenue (not included) to NW 10 Avenue(East side)
NW 111 Street (North side) to NW 113 Street (South side) including 735 NW 112 Street Sidewalk Gap Unincorporated North
SW 4 Street to Grand Canal Drive SW 79 Avenue to SW 80 Avenue Sidewalk Gap Unincorporated Central
Memorial Highway 13555 NE 3 Court to 14521 Memorial Highway Sidewalk Gaps Unincorporated North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
NE 211 Street NE 10 Avenue to NE 12 Avenue Sidewalk Gap Unincorporated North
NE 215 Street San Simeon Way to SW 48 Avenue Sidewalk Gap Unincorporated Out
NW 24 Court NW 81 Terrace to NW 82 Street Sidewalk Gap Unincorporated North
NE 151 Street 645 NE 151 Street to NE 6 Place Sidewalk Gap Unincorporated North
NW 21 Court NW 107 Street to NW 115 Street Sidewalk Gap Unincorporated North
NW 20 Court NW 124 Street to NW 126 Street Sidewalk Gap Unincorporated North
NW 20 Avenue NW 129 Street to NW 131 Street Sidewalk Gap Unincorporated North
NW 94 Terrace NW 35 Court to NW 33 Court Sidewalk Gap Unincorporated North
NW 132 Street NW 19 Avenue to NW 17 Avenue Sidewalk Gap Unincorporated North
NW 19 Avenue NW 131 Street to NW 132 Street Sidewalk Gap Unincorporated North
Garden Drive NW 146 Street to NW 150 Street Sidewalk Gap Unincorporated North
NW 130 Street NW 22 Avenue to NW 21 Avenue Sidewalk Gap Unincorporated North
NW 133 Street NW 24 Avenue to NW 22 Avenue Sidewalk Gap Unincorporated North
East Golf Drive NW 24 Court to NW 22 Court Sidewalk Gap Unincorporated North
SW 97 Avenue SW 144 Street to SW 136 Street Sidewalk Gap Unincorporated South
NE 10 Avenue NE 128 Street to NE 129 Street/12855 NE 10 Avenue Sidewalk Gap North Miami North
NE 8 Avenue NE 149 Street to NE 151 Street Sidewalk Gap Unincorporated North
NE 149 Street NE 8 Avenue to NE 10 Avenue Sidewalk Gap Unincorporated North
NE 160 Street N Miami Avenue to NE 2 Avenue Sidewalk Gap Unincorporated North
NE 154 Street N Miami Avenue to NE 6 Avenue Sidewalk Gap Unincorporated North
SW 67 Avenue SW 138 Street to SW 152 Street Sidewalk Gaps Coral Gables,Palmetto Bay Central,South
Pine Tree Drive W 26 Street to W 37 Street Sidewalk Gaps Miami Beach Beach
SW 14 Street SW 74 Avenue to SW 76 Court Sidewalk Gaps Unincorporated Central
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
SW 22 Street
SW 75 Avenue to SW 72 Avenue Sidewalk Gaps Unincorporated Central
SW 69 Avenue SW 72 Street to SW 64 Street Sidewalk Gaps South Miami, Unincorporated Central
SW 184 Street
SW 82 Avenue to Old Cutler Road Sidewalk Gap Palmetto Bay, Cutler Bay South
SW 97 Avenue SW 136 Street to SW 112 Street Sidewalk Gap Unincorporated South
SW 97 Avenue SW 104 Street to SW 112 Street Sidewalk Gap Unincorporated South
SW 129 Avenue SW 200 Street to SW 184 Street Sidewalk Gap Unincorporated South
SW 122 Avenue SW 152 Street to SW 151 Street Sidewalk Gap Unincorporated South
SW 125 Avenue SW 79 Street to Sunset Drive Sidewalk Gap Unincorporated Central
NW 32 Avenue to NW 36 Avenue
NW 100 Street to NW 102 Street (Including 3200 NW 101 Street) Sidewalk Gap Unincorporated North
SW 16 Street to SW 21 Street SW 72 Avenue to SW 76 Court Sidewalk Gap Unincorporated Central
SW 75 Avenue/ SW 74 Avenue Road
SW 312 Street to 320 Street SW 320 Street W/O
SW 146 Terrace to SW 152 Street
SW 112 Court to SW 113 Court
SW 168 Street to SW 172 Street
SW 21 Avenue to SW 16 Terrace Sidewalk Gap Unincorporated Central
SW 187 Avenue/ SW 187 Avenue to SW 193 Avenue/ SW 193 Avenue Sidewalk Gap Homestead, Unincorporated South
SW 103 Avenue to Harrison Street Sidewalk Gap Unincorporated South
SW 169 Street to SW 172 Street Sidewalk Gap Unincorporated South
SW 112 Court to SW 113 Court (Grenn Hills Park West, includes 11367 SW 169 Street) Sidewalk Gap Unincorporated South
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Priority 3
SW 56 Street SW 157 Avenue to SW 57 Avenue
5' sidewalk WB from SW 60 Court. to SW 58 Avenue. Insufficient ROW on EB side at SW 65 Court to SW 60 Court. Sidewalk Improvements.
Ives Dairy Road NW 37 Avenue to NE 26 Avenue Sidewalk Improvements
South Miami, Unincorporated Central
Miami Gardens, Unincorporated Beach, North
NW 8 Street/SW 312th Street NW 4 Avenue to Newton Road Sidewalk Improvements Homestead South
NW 7 Street NW 27 Avenue to NW 39 Avenue Sidewalk Improvements Miami CBD
NW 22 Avenue/ NW 7 Street NW 11th Street / NW 22 Avenue to NW 7 Street / NW 12 Avenue Sidewalk Improvements Miami CBD
NW 17 Avenue NW 55 Street to NW 26 Street Sidewalk Improvements Miami CBD
NW 22 Avenue NW 34 Street to NW 63 Street Sidewalk Improvements
Miami, Unincorporated CBD,North
Dade Boulevard Venetian Way to 23 Street Sidewalk Improvements Miami Beach Beach
NW 22 Avenue NW 150 Street to NW 184 Street Sidewalk Improvements
Miami Gardens, Opa-Locka North
NW/SW 2 Avenue NW 1 Street to SW 3 Street Sidewalk Improvements Miami CBD
Ponce De Leon Boulevard SW 57 Avenue to Greco Avenue Sidewalk Improvements
Coral Gables, South Miami Central
West Avenue 17 Street to 5 Street Sidewalk Improvements Miami Beach Beach E 4 Avenue E 65 Street to Hialeah Drive Sidewalk Improvements Hialeah Northwest N Miami Avenue NE 20 Street to NE 62 Street Sidewalk Improvements Miami CBD
NE 2 Avenue NE 62 Street to NE 85 Street Sidewalk Improvements Miami CBD
NW 14 Street NW 12th Avenue to N Miami Avenue Sidewalk Improvements Miami CBD
NW 17 Avenue SW 8 Street to NW 119 Street Sidewalk Improvements
Miami, Unincorporated CBD, North
NW 20 Street NW 27 Avenue to N Miami Avenue Sidewalk Improvements Miami, Unincorporated CBD
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Equity Resiliency
NW 22 Avenue
NW 29 Street
NW 2 Avenue
NW 30 Street
NW 32 Avenue
NW 37 Avenue
NW 3 Avenue
NW 62 Street
NW 7 Street
NW 7 Street to NW 183 Street
NW 12th Avenue to N Miami Avenue
NW 20 Street to NW 79 Street
NW 12th Avenue to NW 27 Avenue
NW 62 Street to NW 107 Street
Ali Baba Avenue to Broward County Line
NW 6 Street to NW 20 Street
W Okeechobee Road to NW 6 Avenue
NW 37 Avenue to NW 12th Avenue
SW 184 Street SW 137 Avenue to US-1
W 12th Avenue
W 16 Avenue.
W 29 Street
W Flagler Street
NW 46 Street
W 29 Street to W 68 Street
Okeechobee Road. to W 68 Street.
W Okeechobee Road to Palm Avenue
NW 107 Avenue to NW 87 Avenue
NW 37 Avenue to West side of I-95
Sidewalk Improvements Miami CBD
Sidewalk Improvements Miami CBD
Sidewalk Improvements Miami CBD
Sidewalk Improvements Unincorporated North
Sidewalk Improvements Miami Gardens, Unincorporated, OpaLocka North, Northwest
Sidewalk Improvements Miami CBD
Sidewalk Improvements Miami Gardens, Opa-Locka, Miami, Unincorporated CBD, North Priority 1
Sidewalk Improvements Miami, Unincorporated, Hialeah CBD, North, Northwest
Sidewalk Improvements Miami CBD
Sidewalk Improvements Unincorporated South
Sidewalk Improvements Hialeah Northwest
Sidewalk Improvements Hialeah Northwest
Sidewalk Improvements Hialeah Northwest
Sidewalk Improvements Sweetwater, Unincorporated Central, Northwest
Sidewalk Improvements Miami, Unincorporated CBD,North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
NW 95 Street
NW 20 Street NW 3 Avenue to NW 5 Place Sidewalk Improvements Miami CBD
Sunset Drive SW 137 Avenue to SW 117 Avenue Sidewalk Improvements Unincorporated Central
NW 183 Street to NW 199 Street NW 47 Avenue to NW 52 Avenue
6' sidewalk to access transit stops in frontange road medians (near NW 49 Avenue & NW 52 Avenue) on both sides Miami Gardens, Unincorporated North
NE 2 Avenue to NE 6 Avenue NE 159 Street to NE 167 Street 5' sidewalk on both sides Unincorporated North
SW 107 Avenue to SW 112 Avenue
SW 152 Street - SW 168 Street
SW 152 Street to SW 168 Street Sidewalk Improvements Unincorporated South
US-1 - SW 10700 Block Fairway Heights Boulevard to SW 107 Avenue Sidewalk Improvements Palmetto Bay, Unincorporated South
NW 6 Avenue to NW 2 Avenue Sidewalk Improvements Unincorporated North Priority 1
SW 184 Street to SW 192 Street SW 117 Avenue to SW 122 Avenue Sidewalk Improvements Unincorporated South
SW 40 Street to SW 56 Street SW 102 Avenue to SW 107 Avenue Sidewalk Improvements Unincorporated Central
Village Green Area
SW 117 Court - SW 127 Avenue to SW 26 StreetSW 42 Street Sidewalk Improvements Unincorporated Central NW 122 Street NW 92 Avenue to W 4 Avenue Sidewalk Improvements Hialeah Gardens,Hialeah Northwest
SW 137 Avenue
SW 184 Street to SW 152 Street Sidewalk Improvements Unincorporated South
SW 268 Street US-1 to SW 112th Avenue Sidewalk Improvements Unincorporated South
Busway
Caribbean Boulevard to Marlin Road Ped crossing improvements Cutler Bay, Unincorporated South
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
NW 122 Street NW 92 Avenue
SW 104 Street
W Flagler Street
W Flagler Street/ SW 92 Avenue
NW 2 Avenue/ NW 1 Place
NW/NE 20 Street
N Miami Avenue
NW 62 Street
NW 22 Avenue
SW 157 Avenue to SW 142 Avenue
NW 112th Avenue to SW 105 Place
Enhanced crosswalks on N/W/S legs with ped signalization Unincorporated South
Sidewalk Improvements Unincorporated Central
Sidewalk Improvements Sweetwater, Unincorporated Northwest
W 68 Street
NW 47 Avenue
NW 37 Avenue
SW 92 Avenue & SW 8 Street to Fontainebleau Boulevard & W Flagler Street
NW 11th Street to NW 12th Street
NW 3 Avenue to N Miami Avenue
E/W ped crossing on North leg and sidewalk improvements at SW 92 Avenue and SW 8 Street; N/S ped crossing on East leg and sidewalk improvements at W Flagler Street and Fountainbleau Boulevard
Sidewalk Improvements
Sidewalk Improvements
NE 38 Street to NW 24 Street Sidewalk Improvements
NW 13th Avenue to NW 21 Avenue
NW 96 Terrace to NW 79 Street
W 26 Drive Palmetto Expressway S to W 13th Avenue
NW 173 Drive to NW 203 Street NW 183 Street
NW 172 Terrace to NW 207 Street
E 32 Street Palm Avenue to E 4 Avenue
Unincorporated Central
Sidewalk Improvements Miami, Unincorporated CBD, North
Sidewalk Improvements Unincorporated North
Limited ROW for sidewalk on WB side from W 16 Avenue to W 26 Avenue. Sidewalk Improvements Hialeah Northwest
Sidewalk Improvements Miami Gardens, Unincorporated North
Sidewalk Improvements Miami Gardens North
Sidewalk Improvements Hialeah Northwest
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Palm Avenue W 65 Street to W 29 Street
Pine Tree Drive W 63 Street to 23 Street
NW 12th Avenue
SW 312th Street
SW 104 Street
NW 40 Street to NW 62 Street
SW 187 Avenue to N Krome Avenue
SW 157 Avenue to SW 117 Avenue
Sidewalk Improvements Hialeah Northwest
5' sidewalk from W 63 Street to W 51 Street, and 4949 Pine Tree Drive to 4333 Pine Tree Drive (NB), 5' sidewalk from W 34 Street to Sheridan Avenue (SB)
Sidewalk Improvements
Sidewalk Improvements
Miami Beach Beach
SW 117 Avenue
W 24 Avenue
SW 88 Street to SW 152 Street
Miami CBD
Homestead, Unincorporated South
Sidewalk Improvements Unincorporated Central, South
5' sidewalk from 9255 SW 117 Avenue to 9527 SW 117 Avenue and to corner of SW 95 Street.; SW 96 Terrace NB to Killian Pkwy; SB SW 136 Street to Lincoln Boulevard
Unincorporated South
NW 103 Street to W 84 Street 5' sidewalks from W 76 Street to W 84 Street onboth sides Hialeah Gardens, Hialeah Northwest
W 60 Street W 28 Avenue to Palm Avenue
NE 2 Avenue Ives Dairy Road to NE 204 Street
NW 195 Drive
NE 14 Avenue
NW 111 Street
NW 201 Ln and
NW 199 Street
NW 57 Avenue to NW 52 Avenue
NE 199 Street to Ives Dairy Road
NW 6 Court to NW 5 Avenue
NW 57 Avenue to NW 67 Avenue
Sidewalk Improvements Unincorporated, Hialeah Northwest
Sidewalk Improvements Miami Gardens, Unincorporated North
Sidewalk Improvements Unincorporated North
Sidewalk Improvements Unincorporated North
Sidewalk Improvements Unincorporated North
Sidewalk Improvements Unincorporated North, Northwest
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
E
SW 160 Street to SW 168 Street
SW 168 Street to SW 176 Street
SW 256 Street to SW 268 Street
SW 107 Avenue to SW 112 Avenue (Includes 10831 SW 167 Street)
SW 117 Avenue to SW 122 Avenue
SW 130 Avenue to SW 137 Avenue (ADA Ramps and Connectors)
SW 8 Street - 16 Street SW 87 Avenue to SW 92 Avenue
SW 48 Street to SW 58 Street
Sidewalk Improvements
Sidewalk Improvements
Sidewalk Improvements
Sidewalk Improvements
Unincorporated South
Unincorporated South
Unincorporated South
Unincorporated Central
SW 82 Avenue to SW 87 Avenue (not included) 4' sidewalk on both sides Unincorporated Central
NW 22 Avenue NW 80 Street to NW 81 Street
NW 87 Street to NW 95 Street
SW 187 Avenue [Redland Road]
SW 184 Street
SW 152 Street
SW 136 Street
SW 59 Street
NW 27 Avenue to NW 32 Avenue (Including 3020 NW 91 Street)
NW 2 Street to SW 6 Street
SW 122 Avenue to SW 127 Avenue
SW 132 Avenue to SW 137 Avenue
SW 157 Avenue to SW 137 Avenue
SW 133 Avenue to SW 137 Court
SW 268 Street US-1
Grand Avenue
SW 37 Avenue to Plaza Street
Sidewalk improvements
Sidewalk Improvements
Unincorporated North
Unincorporated North
6' sidewalk from SW 4 Street to 99 SW 14 Avenue & W Mowry Drive to NW 2 Street (NB) Homestead South
Sidewalk Improvements Unincorporated South
Sidewalk Improvements
Sidewalk Improvements
Sidewalk Improvements
Unincorporated South
Unincorporated Central, South
Unincorporated Central
Sidewalk Improvements; E/W Ped Crossing Miami CBD
Sidewalk Improvements Miami CBD
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
SW 24 Street SW 102 Avenue to SW 97 Avenue
S 26 Road S Miami Avenue to Federal Hwy
Sidewalk Improvements Miami CBD
SW 137 Avenue SW 184 Street Sidewalk Improvements Miami CBD
W 12th Avenue W 37 Street to W 26 Street
Sidewalk Improvements Hialeah Northwest
SW 56 Street SW 157 Avenue Sidewalk Improvements Unincorporated North
NE 96 Street NE 8 Avenue to NE 10 Avenue
Sidewalk Improvements Miami Shores North
W 12th Avenue W 68 Street to W 69 Street Sidewalk Improvements Hialeah Northwest
W Country Club Drive
W.L.Causeway WB Exit Ramp to NE 34 Avenue
Hialeah Gardens Boulevard W Okeechobee Road to W 84 Street
Sidewalk Improvements Aventura Beach
Ped crossing at W 68 Street with 5' sidewalk at intersection (all legs); 5' sidewalk W 68 Street to NW 130 Street (both sides), 5' sidewalk NW 130 Street to W 84 Street (SB)
Sidewalk Improvements Unincorporated Central Priority 3
Hialeah Gardens,Hialeah Northwest
NW 2 Avenue NW 21 Street to NW 20 Terrace Sidewalk Improvements
6 Street Meridian Avenue to Euclid Avenue Sidewalk Improvements
Ives Dairy Road NW 37 Avenue Sidewalk Improvements Miami
SW 147 Avenue SW 168 Street to SW 192 Street
5' sidewalk on both sides from SW 192 Street to SW 184 Street (NB potential ROW insufficiency at Vihlen Drive to 18950 SW 147 Avenue) Gap needing filled on both sides at rail tracks North of SW 180 Street Unincorporated South
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
SW 147 Avenue
W 76 Street
NW 133 Street
N Miami Avenue
N Miami Avenue
SW 104 Place to SW 104 Avenue
SW 87 Avenue (not included)
SW 60 Street to SW 18 Street
NW 97 Avenue to NW 87 Avenue
NW 22 Avenue to NW 19 Avenue
Sidewalk Improvements Unincorporated Central
Sidewalk Improvements Hialeah Northwest
Sidewalk Improvements Unincorporated North
NE 24 Street to NE 25 Street Sidewalk Improvements
NE 15 Street to NE 16 Street Sidewalk Gap
SW 40 Street to SW 41 Terrace (including 4120 SW 104 Place
SW 40 Street (not included) to SW 56 Terrace
SW 52 Street & SW 89 Place Areawide
Sidewalk Improvements Unincorporated Central
Sidewalk Improvements Unincorporated Central
Curb ramps and connections at intersection (all 4 quadrants Unincorporated Central
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
During the development of the Bicycle and Pedestrian Modal Plan, a geospatial-based analysis was conducted to overlap the existing and planned multimodal network with relevant and available data focusing on safety, equity, resiliency, connectivity, and efficiency. This analysis led to the identification of focus areas throughout the County for further evaluation and analysis. These areas will help determine the type of future multimodal improvements and infrastructure investments needed.
The bicycle and pedestrian focus areas were identified through a review of overlapping analysis criteria. These criteria include the Vulnerability Heat Index, equity, High Injury Network (HIN), fatal and serious injury locations, and proximity to transit stops, parks, and schools. The geographic areas with the most overlap of all criteria were determined to be focus areas for potential future improvements and investments in the County’s bicycle and pedestrian network.
The results of the bicycle and pedestrian analysis are depicted on the overlay map. As shown on the map, the focus areas, or areas with the most overlapping bicycle and pedestrian applicable criteria, are primarily concentrated in the urban core. They expand to other parts of Miami-Dade County, reaching as far South as Homestead and Cutler Bay, and extending northward through Dadeland, South Miami, Sweetwater, Liberty City, Hialeah, Aventura, and Miami Gardens. These focus areas largely encompass the areas along the SMART Trail Program corridors.
This gap analysis also informs the next steps for expanding bicycle and pedestrian supportive project development activities. These activities will be considered as part of the CTMP’s annual update process for bicycle and pedestrian projects. Additional evaluation and analysis are needed to determine specific improvements and investments in these identified areas. Pedestrian improvements and future investments may encompass a variety of initiatives. These could include enhanced safety measures at high crash locations and the provision of safe pedestrian and bicycle access to transit stops. They could also involve creating safe routes to schools or improving connectivity in disadvantaged areas that typically rely on alternative transportation options such as transit, biking, and walking to reach important destinations. Another potential focus could be expanding tree canopy and shading initiatives to improve comfort for non-motorized users.
Miami-Dade County is at a pivotal moment in transforming its transportation system. The need for a safer, connected, and sustainable non-motorized transportation network has never been more pressing. To meet the demands of a growing population and ensure safety while reducing environmental impact, innovative policies and strategic initiatives are crucial. These changes aim to create pedestrian and cyclist-friendly pathways, fill network gaps, and build cohesive transportation systems. By embracing forward-thinking policies and innovative solutions, Miami-Dade County is poised to develop safe, accessible, and sustainable non-motorized transportation networks that elevate the overall quality of life for residents and visitors.
Miami-Dade County can transform its pedestrian and bicycle infrastructure in the coming years by integrating innovative techniques and novel elements into its transportation network. By prioritizing sustainability, accessibility, and safety, Miami-Dade County can establish a forward-thinking framework that supports and encourages the use of non-motorized transportation for years to come.
Some examples for consideration include:
Implement NACTO strategies in Miami-Dade County for safer intersections: bicycle countdown signals for cyclists and protected intersections with dedicated lanes and pedestrian islands.
Enhance safety and connectivity for pedestrians and bicyclists through innovative intersection treatments following NACTO guidelines in Miami-Dade County.
Pedestrian and bicycle count programs provide vital data for planning infrastructure and policies, revealing usage patterns, peak times, and popular routes.
Utilizing diverse systems like MioVision, Iteris Vantage Life, and Eco-Counter, planners collect detailed data through video analytics and sensors to enhance infrastructure, optimize traffic flow, and address safety concerns.
Implement green paint at high-conflict zones and intersections to signal motorists, enhancing cyclist safety.
Tailor green paint regulation based on factors like traffic speed, intersection complexity, and cyclist volume to optimize safety and visibility.
Implement cycle tracks and Cyclovias to enhance Miami-Dade County’s non-motorized transportation network, promoting safety and accessibility.
Boosting dedicated bike lanes and temporary car-free spaces fosters connectivity, healthier lifestyles, safety for cyclists/pedestrians, reduces traffic congestion, and enhances environmental sustainability in the urban environment.
Zicla specializes in innovative urban mobility solutions, focusing on sustainable infrastructure for pedestrian and cyclist safety and accessibility.
Their solutions include modular systems for bike lanes, walkways, and urban furniture, such as the Vectorial® system, ensuring smooth integration and ease of installation, promoting sustainable non-motorized transport networks.
This chapter includes:
+ Existing Network
+ Programs & Initiatives
+ Needs & Challenges
+ Project Prioritization
+ Sketch Planning Analysis
+ Innovation & Emerging Technologies
In today’s world, the intricacies of global freight logistics remain largely unknown to most consumers. The convenience of online shopping allows for products from all corners of the globe to be accessed with a simple click, which in turn presents unique challenges in managing freight. MiamiDade’s freight network is required to evolve in response to the expanding economy, integrating various elements such as rail, roads, air cargo, ports, and distribution centers. By creating a well-connected system, the County is poised to flourish as a major freight hub. This modal plan provides an overview of the current state of the freight network. Furthermore, it integrates future initiatives to recommend projects aimed at enhancing efficiency and cohesion in transportation across Miami-Dade County.
of Labor Statistics
The Miami-Dade County freight network includes railroads, roadways, air cargo, ports, and distribution centers. This plan outlines a strategic vision for the County’s freight network to address current needs and anticipate future issues. Establishing an interconnected, sustainable, and community-focused network is crucial for Miami-Dade County to thrive as a freight hub. Therefore, planning for an efficient and sustainable freight network is vital, considering the escalating demands of the growing economy and the need to serve the local community.
NW 107 Avenue 5,959
SW 104 Street 5,664
SR-836/ Dolphin Expressway 5,434
North-South corridor serving the freight intensive areas of Doral and Medley. The corridors location with the highest AADT, NW 107 Avenue from SR-836/Dolphin Expressway to NW 12th Street, is a six lane, two way road.
East-West corridor that provides connections to the SR-874/Don Shula Expressway.
The Dolphin Expressway runs parallel to MIA on the South side, with multiple connections to the cargo loading hub on the West side of the airport. The corridor provides connections to major roadways such as I-95 and the Palmetto Expressway.
NW 36 Street 4,720
NW 25 Street 4,464
NW/NE 199 Street 4,307
CORAL WAY/SW 26 Street 4,130
SR-825/SW 137 Avenue 3,953
An East-West corridor that runs parallel to Miami International Airport (MIA) on the North side. This corridor provides freight vehicle connections into the freight intensive area West of the airport. This freight intensive area is ranked #2 in the state of Florida, with 13,394 employees in the freight industry. Additionally, the corridor provides a critical connection to the I-195/Julia Tuttle Causeway, which provides access to the greater Miami Beach area.
East-West corridor located directly East of MIA, within an area densely populated by warehouses and other industrial land uses. Within this area, there is also a concentration of water-based cargo traversing through the Miami River, including many loading docks on both the North and South side of the river. Large freight trucks are accessing this area through NW 25th Street.
East-West corridor that provides connections to many State freight corridors such as SR-7 and Florida's Turnpike. There is a concentration of freight land uses at the eastern end of the corridor, near Aventura.
East-West corridor that runs parallel to multiple Points of interests in the County, including: Florida International University and downtown Coral Gables, both of which generate frequent freight activity from drop-offs and pickups.
The corridor offers access to concentrated land uses in the North near SR-836/Dolphin Expressway. There are multiple heavy industrial parcels and manufacturing warehouses, including Amazon facilities.
Miami-Dade County has been recognized as a growing global logistics hub, especially as a gateway between the U.S. and Latin America, given that PortMiami is the closest deep-water port to the Panama Canal along the Atlantic Seaboard.
With over 13 million tons of cargo moving through its borders annually, generating billions of dollars in trade each year, Miami-Dade County is home to an extensive freight network, connecting the County to states in the Southeast and the Eastern Seaboard, in addition to Europe, Latin America, Asia, and the Caribbean.
*
The freight network in Miami-Dade County is comprised of:
Miami-Dade County is home to eight (8) Strategic Intermodal System (SIS) roadway corridors, which are identified by the state as high-priority networks of transportation infrastructure. The roadway freight network is served through a hierarchy of highways and roadways that are either a part of the National Highway Freight Network (NHFN), state Strategic Intermodal System (SIS) network, and County’s critical freight corridors.
PortMiami works closely with industry partners - truckers, trucking companies, terminal operators, warehousing community, and others to distribute goods. PortMiami’s key location serves as a gateway to South America and the Caribbean and the Panama Canal. PortMiami’s forecasted growth for both freight and cruise passengers and downtown development is expected to increase Downtown truck traffic significantly by 2035.
The freight rail network plays a crucial role in connecting Miami-Dade’s imports and exports to major population centers in the U.S. Recent expansions of the FEC Railway have enhanced its capacity to handle cargo at PortMiami.
Miami International Airport (MIA) handles 85% of air imports and 80% of exports between the U.S. and the Latin American and Caribbean regions according to the MIA Cargo Hub webpage on the Miami International Airport website. The airport includes 3.4 million square feet of warehouse and storage space. MIA is considering opening a vertically integrated cargo community (VICC) with a potential opening date in 2030. A five-story structure capable of providing additional air cargo capacity and have the ability process 4.95 million tons of annual cargo volume.
Miami-Opa Locka Executive Airport (OPF) helps to relieve cargo traffic at MIA. With a runway length of 8,002 feet, it can handle nearly any type of aircraft, and has historically supported light cargo traffic between the County and the Caribbean. Since 2017, an 800,000-square-foot Amazon Warehouse has operated directly southeast of the airport, bringing additional air and truck traffic to the area.
Miami-Dade County strategic placement in the southeastern part of Florida generates diverse industries and a vibrant economy. The total amount of imports and exports is expected to grow to upwards of 100 million tons by 2045, indicating continued growth and a subsequent need to provide support for the increase of freight movement, particularly in areas of concentrated freight activity. Following the identification of freight intensive areas throughout the County, additional elements are described that generate freight activity throughout the County and factors that contribute to its robust logistics and supply chain network.
Gardens Freight Improvement Plan, FDOT 2018
Freight land use refers to the utilization of land specifically for activities related to the loading, unloading, and storage of goods. This category encompasses various facilities such as intermodal terminals, distribution centers, and warehouses. Industrial Freight Parcels GIS data from the Department of Revenue (2023) was utilized to quantify the number of freight land use parcels by sector. According to this data, the predominant form of freight land use is warehousing, totaling 4,282 parcels throughout the County. Following closely behind is light manufacturing, with 2,205 parcels, and utilities/gas/railroads, with 253 parcels. Other land use types noted in the data, include heavy industrial, storage/junkyards, wholesale outlets, and mineral processing.
Freight land use strategies are designed to maximize productivity while limiting the use of land. It is important to increase freight capacity while reducing freight-related congestion. Roadways connecting to these freight land uses need to withhold and support large truck traffic to efficiently transport goods throughout the County. These roadways should be specifically designed to accommodate truck traffic. In addition, it is important to include elements like freight parking, freight loading zones, and freight staging around these freight land uses.
LARGEST PRIVATE FREIGHT EMPLOYERS
*Florida Department of Economic Opportunity, 2018
*Florida Department of Revenue, 2019
A freight intensive area refers to a region or location that experiences a high volume of freight transportation activity, and typically indicates a significant amount of goods being shipped in and out of that area. As a result, frequent traffic is generated from larger vehicle types that need robust transportation infrastructure to accommodate the high volume of goods movement. To support the bustling freight activity, these areas typically include, or need, welldeveloped freight road corridors, rail lines, and distribution hubs.
Based on the 2019 Statewide Truck GPS Data Analysis conducted by FDOT, 10 locations were identified within Miami-Dade County that experience a heightened intensity of freight-related activity:
* FDOT Statewide Truck GPS Data Analysis, 2019
The TPA, notably in Doral, Hialeah Gardens, Miami Lakes, and Vanderbilt Park, features a heavy concentration of freight land use. Warehousing is the most common type of freight land use in this TPA. SIS highways alongside railroads handle significant truck traffic for goods movement in the area.
The primary freight land uses in this TPA include utilities/gas/ railroads, light manufacturing, and warehousing.
Freight land uses in this TPA are heavily concentrated West of MIA in Doral, with a smaller concentration in Coral Way Village. The proximity to the airport makes the freight land uses in this area ideal for storing and distributing international goods, and the FEC Railway facilitates domestic transportation.
Major employment sectors in this TPA are education and health services, wholesale/retail trade, and arts, entertainment, and tourism. Freight land uses in the North TPA are concentrated in Opa-Locka, East of Hialeah, and Miami Gardens.
The SIS roadway in this TPA with the highest truck volume is I-95, which provides a North-South connection within Miami-Dade County, as well as for a greater regional area within Florida and beyond.
The South TPA has a smaller concentration of freight activity compared to other TPAs in the County. Those areas that do have concentrated freight activity include Cutler Ridge, Homestead, and southeast of the Kendall Tamiami Executive Airport.
As part of the freight modal plan, several programs have been identified to support the safe and efficient movement of freight and to mitigate the community impacts resulting from freight-related activities. This section will delve deeper into these programs.
Curbside management projects are needed to alleviate congestion and provide appropriate space for freight loading and unloading on constrained corridors. In constrained areas, freight operations may contribute to roadway congestion or block multimodal facilities if freight operations are occurring in the roadway or on sidewalks and in bike lanes due to a lack of properly designated freight parking and loading areas.
The first step in establishing a Curbside Management Program is to define space constrained commercial and residential areas with frequent freight activity in the County. In these areas, an existing curb inventory is needed to assess current curbside conditions and begin to establish goals and priorities for the areas in need of curbside management strategies based on their context (land uses and associated curbside activities) so that curbside management strategies can be applied systemically based on context and need. Examples of curbside management strategies include conducting a freight curbside management analysis, implementing flex zones which allow for commercial loading and unloading during specific timeframes, establishing designated freight zones, and establishing freight zone pricing and permitting. Prior to implementing curbside management strategies for freight countywide, a pilot program should be conducted to evaluate effective curbside management strategies in different contexts such as commercial areas and residential areas. In particularly constrained areas, a pilot program may include the use of microfreight to understand how microfreight can mitigate curbside conflicts between modes and enhance efficiency of freight operations in constrained areas.
Miami-Dade County has limited designated freight parking along and near major freight corridors. This lack of freight parking in proximity to freight corridors and freight land uses contributes to unsafe and hazardous conditions for truck drivers and other roadway users.
The first step in establishing a countywide Freight Parking Program is to develop a system to inventory and assess the adequacy of freight parking (both private and public) in the County. Next, criteria for evaluating truck parking needs and prioritizing truck parking improvements is needed to develop specific freight parking improvement projects in the program. Example projects and strategies for addressing freight parking needs include working with land use agencies to implement zoning ordinances for the establishment of freight parking siting and design criteria, installing automated freight parking monitoring systems to provide real-time parking availability information to drivers, and acquiring land to develop designated freight parking. The development of a Freight Parking Program should be coordinated with the Florida Department of Transportation as the Infrastructure Investment and Jobs Act (Bipartisan Infrastructure Law) requires states to assess their truck parking facilities and provides funding for critical freight parking improvements.
Rail is an important component of the freight network in Miami-Dade County. As freight rail infrastructure expands so does the need for enhanced safety and efficiency at rail crossings for all modes. Rail infrastructure spans Miami-Dade County, thus a systemic approach to addressing rail crossing safety is needed to widely implement safety countermeasures at high-risk rail crossing locations throughout the County. A rail crossing inventory and an understanding of crash types by rail crossing location characteristics (i.e., context) is first needed to establish a systemwide evaluation of rail crossing safety needs in the County. From there, rail crossing locations can be screened and prioritized based on crash types and risk factors and then safety countermeasures can be selected for prioritized locations based on these criteria for systematic programming and implementation. A systemic approach to rail crossing safety provides Miami-Dade County with a program of rail crossing safety projects that considers multiple locations with similar crash types, risk factors, and contexts to define a scalable and flexible program for improving rail crossing safety throughout the County. Examples of rail crossing safety analysis to identify specific countermeasures and improvements include a crossing surface condition assessment, a delay crossing delay study, and a rail grade separation study.
With Miami’s projected population and economic growth, the freight industry will only get larger and more demanding. MiamiDade County’s existing market for cargo imports, exports, and trade will increase with time. Many of the partners who enable the day-to-day movement of freight are already preparing for this growth, reflected in forecasts and identifications of potential needs.
Existing freight plans and studies were referenced to identify current needs and challenges related to freight mobility in the MiamiDade region. Among these are various FDOT Sub-Area Freight Plans, the District 6 Freight Mobility and Trade Plan (FDOT, 2020), the Miami-Dade County Freight Plan Update (Miami-Dade TPO, 2018), the Statewide Truck GPS Data Analysis (FDOT, 2019). Among the needs and challenges identified in these studies, several are relevant to freight transportation within the County, including proper infrastructure to accommodate various travel modes on roadways, lack of designated truck parking, instituting more effective curb management techniques, roadway congestion, and reducing collisions at railroad grade crossings. Working group discussions and public listening sessions held throughout the County have reinforced these needs and challenges, while also providing input on localized issues. Public feedback is essential to the plan as it represents real-time issues that are hindering freight flow.
Developing techniques to support various modal uses in the County’s infrastructure, even in industrial and commercial areas less considered in “Complete Streets” initiatives, is essential. The implementation of a dedicated corridor for bicycles, pedestrians, and freight is crucial for ensuring uninterrupted freight activity, enhancing efficiency, and prioritizing the safety of cyclists and pedestrians.
The unbalanced modal split in the County’s transportation network raises concerns that need to be addressed in this plan. This shift aims to bolster the resilience of Miami-Dade County’s freight network, supporting the economy and community while alleviating strain on infrastructure caused by the over-reliance on specific transportation modes.
Despite innovations like FDOT’s Truck Parking Availability System, truck parking remains a significant challenge statewide, particularly in Miami-Dade County.
Peak demand surpasses supply by 150%, resulting in a 12,000-space deficit for short-haul truck parking. Limited designated freight lots, often distant, cause unauthorized parking on highways and vacant lots, leading to congestion and safety risks. Establishing compact freight parking zones near residential areas and mandating specific loading areas in new developments can alleviate congestion in dense regions, ensuring safer and more accessible freight vehicle parking.
Roadways near NW 58th Street, NW 25th Street, SW 137th Avenue, and SW 104th Street, identified by truck AADT volumes from the Freight Mobility and Trade Plan Data Warehouse, face capacity challenges due to increased cargo handling at MIA, PortMiami, and other entities. Growing regional and local deliveries worsen congestion on major roads, particularly in western County regions like Doral, Medley, and Opa-Locka.
To address truck bottlenecks and congestion from distribution and freight centers, essential strategies include incentivizing off-peak deliveries and constructing dedicated freight lanes, crucial for accommodating the predicted area growth.
Management Strategies
Federal investment supports expanded rail infrastructure, resulting in a 25% length increase in Class I railroads. Longer trains contribute to increased crossing delays, causing congestion and disrupting multimodal shipments.
Safety concerns persist, prompting municipal leaders to reassess freight signal priority, particularly on the FEC Railway between Miami and Palm Beach. Specific locations in Miami-Dade County, such as NE 141st Street, NE 215th Street, and SW 9th Street, experience multiple incidents, as highlighted in the Federal Railroad Administration’s September 2023 letter to FDOT.
Inadequate infrastructure for freight deliveries in Miami-Dade County leads to traffic congestion, with large trucks parking in through lanes, curbs, or swales during extended deliveries.
Crucial solutions include implementing curb management techniques like flexible loading zones, dedicated freight staging areas, and innovative measures such as movable barricades, technology-driven reservation systems, dynamic pricing, and exploring microfreight technologies like cargo e-bikes.
The CTMP project team undertook a comprehensive approach to develop the freight projects list, ensuring alignment with both the specific needs of the freight system and the broader transportation goals of the County. Drawing from various FDOT sub-area freight studies, the team reviewed existing plans to identify ongoing or proposed initiatives, gaining valuable insights into the region’s freight system and its key needs. Simultaneously, the project team conducted an in-depth analysis of the existing freight system. This involved evaluating the current infrastructure, identifying bottlenecks, assessing inefficiencies, and gauging the overall capacity and capability of the freight network.
A total of 26 freight projects underwent the prioritization process. These projects were categorized into groups according to their respective scopes of work. Four (4) groupings of freight projects were established:
Areawide Improvements - An areawide improvement refers to transportation projects or initiatives that seek to implement transportation improvements that address the freight mobility needs for our community. Several considerations as part of this CTMP include railroad grade crossing safety, curbside management, safety analyses, travel delay studies as well as identifying underutilized rights-or-way for freight transport.
PD&E - The objective of the PD&E process is to evaluate and assess the potential social, economic, and environmental impacts of a transportation project. Various PD&E studies have been identified by the CTMP to better understand how freight mobility improvements within a transportation corridor can be implemented that minimize potential impacts to the community while resulting in a benefit of both the movement of goods and people.
TSM&O - These projects involve the application of strategies and technologies to improve the efficiency, safety, and reliability of a transportation corridor. Projects include the application of adaptive signals, signal optimization, intersection improvements, roadway rehabilitation and traveler information systems. TSM&O projects improve the overall performance of a transportation systems by leveraging technology, data, and operational strategies.
Capacity Improvements - Congestion is especially prominent on roadways near and within freight-intensive areas that have large concentrations warehouses and facilities to handle, process and distribute goods. DTPW identified roadways that are heavily traveled freight routes that currently are exceeding capacity resulting in highly congested conditions and lengthy travel time delays. Capacity improvement projects increase roadway capacity through the widening and reconstruction of a roadway to add more travel lanes.
Utilizing the project selection methodology, 26 freight projects were chosen, drawing from existing sub-area freight plans or devised as new initiatives after system analysis and stakeholder input. The CTMP freight project list includes 8 areawide improvement studies and 19 infrastructure improvement projects.
As part of the project prioritization analysis, 18 of the 26 projects underwent the prioritization process discussed in Chapter 5. These projects were evaluated and scored in the same manner using a multi-point criterion supportive of the CTMP’s goals and objectives. The freight projects have been organized into three (3) priority bands: (1) Priority 1; (2) Priority 2, and (3) Priority 3, which reflect a hierarchal relationship among the three priority bands and indicate how closely the projects align with the established prioritization criteria.
Priority 1 Priority 2 Priority 3
These projects are not programmed for funding in the Transportation Improvement Program (TIP) or other capital programs, which may include partially funded projects. Projects that are funded in the TIP or elsewhere are considered “committed” and, therefore, are not included in the CTMP prioritization process.
The prioritized project lists are displayed in Table 7.5 to 7.7.
PROJECTS OVERVIEW
Freight Related Project 26
PROJECTS COMPOSITION FREIGHT PROJECTS BY THE NUMBERS
22 Miles of Freight Improvements
3 PD&E Projects
11 Miles of Capacity Improvements
The 8 areawide freight studies were not included in the prioritization process, as these projects do not have a specific location that the geospatial data used for the prioritization criteria could be applied to.
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
to I-75/
Hialeah Gardens, Hialeah
122 Street
Okeechobee Road to SR826/ Palmetto Expressway
Gardens, Hialeah Northwest NW 106 Street/
116 Way/ Hialeah Gardens Boulevard
LEFT to US-27/ Okeechobee Road
Okeechobee Road to South River Drive
During the development of the Freight Modal Plan, a geospatial-based analysis was conducted to overlap the existing and planned multimodal network with relevant and available data focusing on safety, equity, resiliency, connectivity, and efficiency. This analysis led to the identification of focus areas throughout the County for further evaluation and analysis. These areas will help determine the type of future multimodal improvements and infrastructure investments needed.
The sketch planning analysis conducted focused on identifying areas within the County’s roadways and freight network that require further evaluation. This evaluation will help determine the type of improvements needed for future investment, beyond those projects already identified within the CTMP. A similar analysis was conducted to identify areas in need of additional truck parking.
The freight focus areas were identified through a review of overlapping criteria, including FEMA Flood Zones, Freight Land Uses, High Injury Network, Freight Intensive Areas, and the County Roadway Network. The focus areas for the freight network were identified through an overlay analysis of these five criteria. The geographic areas where the most overlap of all criteria exists were determined to be focus areas for potential future improvement and investment in the County’s freight network.
The identified freight focus areas are displayed in green on the map. As can be seen from the map, the focus areas generally encompass freight intensive areas such as Medley, Doral, Hialeah, Opa-Locka and along the South Florida Rail Corridor. These focus areas may require additional analysis to understand the type of future freight improvements and investments needed. This will potentially address infrastructure needs related to resiliency and connectivity between existing freight land uses, the County roadway network, and the Statewide Intermodal System (SIS) network.
A truck parking analysis identified current freight intensive areas without available/existing truck parking. Focus areas for future truck parking improvements include freight intensive areas with connections to county roadways, specifically those with high truck volumes, as well as roadways that connect to or are integrated in the Florida SIS. Future freight improvements and investment in these areas should include considerations for the implementation of additional truck parking facilities, as well as an increase in parking capacity where possible.
In today’s rapidly evolving world, the transportation and logistics industry is constantly seeking innovative solutions to optimize efficiency, reduce costs, and minimize environmental impact. This section will explore the latest advancements in freight technologies that are shaping the future of how goods are transported, stored, and delivered.
From autonomous vehicles and drones to intelligent transportation systems, these emerging technologies have the potential to revolutionize the way goods are delivered and reduce current inefficiencies in the freight industry.
Microfreight: Tiny Mile Robot
Delivery Bot - A three-wheeled remote-controlled robot that delivers food in Miami.
The demand for faster package delivery has fueled the emergence of Microfreight, notably facilitated by popular online retailers partnering with third-party Delivery Service Partners (DSPs).
DSPs, like Amazon, rely on contract workers operating insured delivery vehicles or cargo e-bikes to ensure swift and efficient deliveries, especially in metropolitan areas with high density and infrastructural availability.
Cargo e-bikes are utilized by commercial entities like DHL, FedEx, Amazon, and UPS, offer eco-friendly and efficient solutions for the “last mile” transportation gap, excelling in city traffic while having less capacity than traditional freight vehicles.
Microfreight extends beyond professional services, encompassing light-duty vehicles, personal vehicles for TaskRabbit or UberEATS deliveries. Robots are utilized by restaurants and small-scale retailers to carry small to medium-sized items, addressing the growing consumer demand for faster goods and services deliveries.
Freight can be most efficiently activated when used as a conduit for economic activity. For instance, using freight to prioritize new developments, as well as investments and project funding on the existing freight network can maximize connectively between supplier and consumer. This approach not only shortens delivery window time frames but also improves reliability and communication, especially in areas with higher population density, optimizing the efficiency of microfreight operations.
Dynamic Message Signs are electronic signs on the road that can provide motorists with real-time information including alerts and advisories, early warning messages, alternate route information, travel times, and work zone information. This technology can be employed to give freight related information such as congestion status and queuing information.
Intelligent Truck Parking Systems indicate the number of available spaces in a designated truck parking facility.
Integration of Dedicated Freight Routes into Mapping and Routing services involves coordination with major mapping or routing software companies such as Google, Waze, and Apple to configure options that create freight-specific routes based on height/weight restrictions, identified freight corridors, and major distribution centers.
This chapter includes:
+ Existing Network
+ Programs & Initiatives
+ Needs & Challenges
+ Project Prioritization
+ Sketch Planning Analysis
+ Innovation & Emerging Technologies
Roadways in Miami-Dade County serve as the backbone of communities, creating vital connections between neighborhoods, enabling the efficient movement of goods and services, and occasionally transforming into hubs for community activities and social events. However, the roadway network is not without its challenges. Safety concerns, environmental impacts, right-of-way limitations, and aging infrastructure are all obstacles that stand in the way of DTPW’s vision for a thriving county with accessible, safe, reliable, and affordable transportation options for all.
The Roadway Modal Plan provides a comprehensive review of the current state of the roadway network in Miami-Dade County. The CTMP identifies planned improvements to the highway transportation system over the next 20 years. These improvements are designed to align with the Department’s vision and goals of providing a Safe, Equitable, Resilient, Connected, and Efficient multimodal transportation system. This system is crucial to enhancing the quality of life and economic vitality of Miami-Dade County.
By addressing these challenges and implementing the planned improvements, DTPW aims to ensure that roadways continue to play a significant role in the growth and prosperity of Miami-Dade County.
The DTPW is responsible the maintenance of the existing network and carries out the following duties related to roadways:
• Traffic signal safety, improvements/installations
• Bridge widening and maintenance
• Drainage system installation, replacements, and maintenance
• Intersection improvements
• Complete road reconstruction
• Roadway resurfacing
• Sidewalk installation and repairs
• Pothole/Pavement repair
• Signage and pavement markings
Top 10 county roads with the highest AADT
FUNCLASS
Major Arterial
Minor Arterial
Minor Arterial
Minor Arterial
Major Arterial
Major Arterial
Major Arterial
Arterial
Arterial
Arterial
FDOT Average Annual Daily Traffic, 2023, 2010 Federal Functional Classification Miami-Dade
ROAD INFRASTRUCTURE BY THE NUMBERS
7,400+ Miles
PAVED ROADS IN Miami-Dade County
27,000 + Streetlights
* FDOT City/County Road Mileage Report, 2022
SPEED LIMITS IN COUNTY ROADS
3,100+ Traffic Signals
8,500 + Miles of Water Lines
80,000 + Drainage Structures
* Miami-Dade DTPW, Summary of Accomplishments 2022 BRIDGES
200+ Bridges
* Miami-Dade Department of Transportation and Public Works 2023
* Miami-Dade County Strategic Plan 2023
The inventory of the County’s transportation infrastructure encompassed a range of elements, including:
• Street Network System: The County’s street network system comprised various components, such as bridges, roadways, drainage network, street lighting, traffic control devices, and utilities.
• Traffic Volume Data: Traffic volume data was critical for understanding travel patterns, congestion levels, and future traffic demands. Recent traffic volume counts obtained from the Florida Department of Transportation (FDOT) and the County’s work program provided valuable insights into the current usage of the transportation system.
Although Level of Service (LOS) can be used as an indicator of how well a highway system performs in terms of capacity and efficiency, it does not directly reflect how much congestion affects the duration of a trip. Travel Time Index (TTI) on the other hand is the ratio of the peak travel time to the travel time under ideal conditions, indicating how much congestion is present for a given road segment or city area. TTI can reflect the actual experience of travelers who face unexpected delays due to congestion. TTI can also capture variations in travel times across different times of day or days of week.
* Miami-Dade TPO Travel Time, 2023
The County’s roadway network is the primary transportation system that provides connectivity and access throughout the Miami-Dade communities. Roadways serve as a direct means of access and egress for passengers and provide travel mobility. While these two functions lie at opposite ends of the continuum of roadway function, most roads provide some combination of each.
Functional Classification Composition in Miami-Dade County:
Road traffic control devices are markers, signs and signal devices used to inform, guide and control traffic, including pedestrians, motor vehicle drivers and bicyclists. These devices are usually placed adjacent, over or along the highways, roads, traffic facilities and other public areas that require traffic control in order to maintain safety and efficient flows of traffic. Miami-Dade County’s Traffic Management Center (TMC) hosts one of the country’s largest centralized traffic signal control systems. The original system was installed in 1975.
There are approximately 4,592 traffic signals and traffic control devices within Miami-Dade County, including:
traffic signals
Out of these traffic signals and traffic control devices the following are owned by FDOT and operated and maintained by Miami-Dade County under its Traffic Signal Maintenance and Compensation Agreement (TSMCA):
traffic signals
Roadways encompass more than paved surfaces for travel. Beneath the surface, they constitute a comprehensive network of utilities, including but not limited to drainage and sewage systems, as well as cable and electrical infrastructure. Above ground, this network features streetlights, traffic lights, signage, and more. The intricacies within the roadway network, situated within public rights of way, often involve numerous agencies and companies engaged in construction activities across the County.
These activities are not always administered by DTPW but by entities seeking to maintain, improve, or construct new utilities within the roadway corridor. Roadways are complex systems which house crucial necessities that significantly impact the quality of life for the County’s residents and visitors.
The 34 municipalities of Miami-Dade County have been grouped into six Transportation Planning Areas (TPAs).
In 2021, the Northwest TPA had the second greatest increase in travel time from 2016 to 2021 in the County.
Miles of Road
• 1,040 centerline miles
Most Congested Road
• W 4th Avenue
In 2021, the Central TPA receives the greatest number of working residents in the County.
Miles of Road
• 1,800 centerline miles
Most Congested Road
• SW 67th Avenue
In 2021, the South TPA it the largest in the County.
Miles of Road
• 2,200 centerline miles
Most Congested Road
• SW 67th Avenue
In 2021, the Beach TPA has the lowest percentage of working residents using a car, truck, or van to get to work.
Miles of Road
• 360 centerline miles
Most Congested Road
• NE 19th Avenue
CBD In 2021, the CBD TPA had the greatest percentage of working residents using transit to get to work in the County.
Miles of Road
• 830 centerline miles
Most Congested Road
• NW 14th Street
North
In 2021, the North TPA has the least number of residents working within the TPA in the County.
Miles of Road
• 1,140 centerline miles
Most Congested Road
• Griffing Boulevard
The Roadway and Neighborhood Improvements program provides enhancements to arterial roads and intersections, improving connectivity. This program encompasses resurfacing, guardrails, sidewalks, traffic signals, and streetlight improvements. It includes over 40 ongoing roadway improvement projects valued at $410 million (Department of Transportation and Public Works Summary of Accomplishments 2022).
A significant component of this program is the Resurfacing Program. Capital projects within this program are identified based on input from residents, commissioners’ offices, and staff observations. The DTPW is in the process of establishing an Asset Management Program that will compile an inventory and conduct a condition assessment of all assets within the County’s right-of-way. One of the objectives of the Asset Management Program is to carry out a pavement condition assessment and evaluate roadway conditions using a Pavement Condition Index (PCI) scale. This assessment will provide Miami-Dade County with a comprehensive evaluation of all county roadway facilities, enabling the DTPW to adopt a more proactive approach in prioritizing resurfacing projects.
The DTPW Traffic Engineering Department (TED) currently reviews safety issues and completes safety analyses on a case-by-case basis. When service requests are received from residents, municipalities, or commissioners, TED first reviews and validates the request by reviewing conditions in the field. Once existing conditions are reviewed and the request is validated, TED proceeds with the collection of safety and operational data to perform appropriate analysis to develop recommendations to address the safety issue identified in the service request. If appropriate, design and engineering, as well as implementation of countermeasures, may be conducted to address the service request and enhance safety at the location of the request.
Infrastructure maintenance is crucial for a sustainable future. Miami-Dade County’s robust stormwater management program is essential for flood control, property and infrastructure protection, and ensuring the safety of residents. It safeguards environmental water quality by preventing runoff pollutants from entering water bodies and aims to maintain network reliability by reducing floodrelated disruptions to transportation networks.
DTPW’s Stormwater Drainage Improvement program comprises local drainage improvement projects. These projects involve the installation of additional drainage infrastructure, including exfiltration trenches, solid pipes, inlets, manholes, and culverts within the public right of way, to mitigate flooding. Moreover, DTPW has invested in improvements to their monitoring network, which aids with the remote control and monitoring of the Department’s stormwater pump stations and canal control structures.
In the 2000s, the County’s traffic signal control system was upgraded to an Advanced Traffic Management System (ATMS) which provided additional tools that enabled county engineers to enhance vehicular traffic flow. These traffic signals are interconnected and monitored at Miami-Dade County Traffic Operations Center via cellular modem. There is an ongoing (ATMS) project by Miami-Dade County which is in the process of upgrading the County’s ATMS Central Software, replacing approximately 3,000 controllers and installing additional detection systems at signalized intersections.
DTPW is responsible for maintaining over 200 bridges. Bridges play a pivotal role in the transportation infrastructure, serving as critical links that facilitate the smooth flow of traffic and pedestrians throughout the County. They are integral to the connectivity and mobility of a region, enhancing economic activity and accessibility. However, these structures require ongoing operational and maintenance costs to ensure their safe and operable condition, underscoring the importance of sustained investment in their upkeep.
The Bridge Program is dedicated to the construction, management, and maintenance of more than 200 bridges within Miami-Dade County. Currently, the Department is undertaking the replacement of several bridges, including those along the Venetian Causeway, the Bear Cut bridge, and the NW 17th Avenue bridge.
The Department operates and maintains two Causeways in the County and collects tolls on each to fund operations, maintenance, enhancements and major projects to improve the facilities. The Causeways offer unique opportunities to view the City from all modes of transportation and are utilized for many recreational activities, serving as linear parks throughout the City and connecting Downtown Miami to major residential, commercial and tourist destinations in the County. The Department is committed to continue to maintain and enhance the Causeways for all modes of transportation.
The Rickenbacker Causeway is a multimodal corridor that provides the only ingress and egress connection to the Village of Key Biscayne, including access to several unique cultural sites and water sports opportunities, and serves as one of the busiest bicycling and running routes in Miami-Dade County. DTPW is actively studying the Causeway for long term improvements for increased safety, traffic flow, recreational activities. The established capital improvement program includes projects to maintain the existing roadways, paths and bridges and includes resiliency projects to harden the Causeway against sea level rise, beach erosion and for future storm protection.
The Historic Venetian Causeway is a multimodal corridor that provides a vital connection between Downtown Miami and Miami Beach, offering picturesque views of the city and Biscayne Bay. Much of the Causeway roadway was reconstructed in 2015 to accommodate various modes of transportation. The Department is actively working to enhance the Causeway’s walkability, provide protected bike lanes, and improve the resiliency of the spoil islands to prevent erosion from sea level rise and storm surge. These improvements aim to facilitate more efficient movement of people and goods along the Causeway.
Constructed in 1927, the Venetian Causeway has 12 bridges: 10 fixed span bridges and 2 bascule leaf span bridges, designated as historic landmarks by the City of Miami and City of Miami Beach. DTPW, FDOT, and other agencies are collaborating to replace 11 of these bridges, including the easternmost movable bridge. This project will enhance the safety and efficiency of the Venetian Causeway for all users.
As of 2023, Miami-Dade County, the most populous county in Florida, is home to approximately 2.67 million residents. The county’s population is projected to grow at an annual rate of 0.74%, reaching an estimated 3.3 million by 2045. This anticipated growth is expected to increase demand and congestion within the county’s transportation system. In addition to its resident population, Miami-Dade County, as a major national and international tourist destination, attracts millions of visitors each year. This influx of tourists, along with the movement of goods across the county, contributes to the congestion.
Miami-Dade County is a bustling metropolitan area that is confronted with a complex web of transportation needs and challenges. As the region continues to grow, the demand for efficient and reliable roadway networks becomes increasingly critical. Balancing the need for expansion with environmental concerns, budget constraints, and the existing urban landscape presents a unique set of hurdles.
Miami-Dade County has undergone significant development over the years. This development has occasionally led to the creation of cul-de-sac communities and business centers that lack interconnectivity, directing traffic towards major roadways that provide access to these areas. This design pattern has resulted in a disconnected network in certain regions of the county, intensifying traffic congestion on the county’s roadways. The provided image contrasts two types of roadway networks: a Connected Network and a Disconnected Network. The Disconnected Network, characterized by irregularly shaped roads, cul-desacs, and a sparse number of connection points, presents considerable challenges to efficient traffic flows and diverse mobility options. The fragmented paths and dead ends limit available travel routes, often leading to congestion and extended travel times. In contrast, the Connected Network, represented as a grid-like structure with numerous intersecting roads and connection points, facilitates smooth traffic flows. It offers vehicles and pedestrians a range of route choices, reducing congestion and improving the overall efficiency of the transport system. A primary focus for alleviating traffic congestion is the transition from a disconnected to a connected network. This transition is aimed at enhancing urban mobility, reducing travel times, and providing diverse route options for improved accessibility.
The CTMP included a comprehensive public engagement framework to identify and prioritize mobility concerns. The results of the survey are shown below. Fifty-seven percent of respondents were concerned over traffic congestion, long travel times, and roadway safety.
The percentages from community outreach showed traffic congestion as a major concern followed closely by road safety and lack of public transit services.
Traffic congestion occurs when there are more cars on a road than what the infrastructure was designed to handle, causing traffic congestions and delays to reach destinations. INRIX, a company that specializes in providing data and insights into how people move around the world, recently placed Miami as one of the 10 worst cities with congestion and driving conditions in the world. The report states that Miami’s traffic increased 30% from 2021 to 2022, with a total 105 hours lost to traffic. Besides time loss, traffic also affects the wallets of small businesses and industries that rely heavily on transportation and logistics.
Ives Dairy Road, specifically the stretch from NE 199th Street to Biscayne Boulevard, was one of the most congested roads in Miami-Dade County. During the morning rush hour at 8:00 AM ET, drivers lost a total of 35 hours due to traffic congestion.
Consistent congestion and bottlenecks are experienced on I-95, 826 Palmetto, 836 Dolphin Expressway and US 1.
The CTMP considered project improvements to aging infrastructure as paramount to developing strategies to improve traffic signal timing, promoting better access to transit and modal connectivity. The CTMP also recognized that promoting telecommuting can be beneficial to mobility options.
Traffic Congestion
Mobility
Accessibility
Environmental
Responsiveness
Innovation
Miami-Dade County faces challenges to aging infrastructure from routine use, rapid urban development, and extreme weather.
Continuous maintenance and strategic planning are crucial to fortify the County’s foundation for long-term resilience against environmental and urbanization pressures.
Population growth and urban development contribute to significant traffic congestion challenges.
Innovative traffic management strategies, such as Smart Mobility TSM&O and mode designs, are essential to alleviate congestion and enhance overall mobility.
Challenges in roadway mobility include fragmented roadways, insufficient interconnections, and limited alternate routes.
Comprehensive strategies focusing on improving road connectivity, creating modern intersections, and expanding roadway networks are necessary to facilitate smoother traffic flow and alleviate congestion.
Overall improvements to the roadway network are needed for enhanced accessibility, prioritizing upgrades like sidewalks, crosswalks, and bike lanes.
Implementing smart urban planning strategies is crucial to create a more inclusive and accessible environment, fostering safer and more accessible mobility options for all residents.
Maintaining a reliable roadway network is imperative for facing extreme weather events like hurricanes and sea-level rise.
Strategic planning, strong infrastructure, and innovation fortify roads for emergency continuity and community resilience.
The implementation of smart traffic management systems and advanced transportation technologies is central to optimizing traffic flow and reducing congestion.
To advance the County’s transportation system, overcoming funding challenges, implementing changes, and adapting existing infrastructure are crucial for a technologically advanced, efficient traffic management system.
The roadway inventory evaluated the safety of the transportation system by examining factors such as crash history, traffic signs and signals, and roadway design features.
The High Injury Network (HIN) identifies 40 corridors that account for approximately 31% of the 2,505 fatal and serious injury crashes.
The CTMP includes roadway projects that were assessed based on DTPW’s work program of unfunded projects. These projects cover safety, capacity, and operational improvements. Additionally, the CTMP roadway projects list includes projects reviewed from other partner agency studies and plans. These projects play a crucial role in supporting Miami-Dade County’s roadway network. A total of 226 roadway projects underwent the prioritization process. These projects were categorized into groups according to their respective scopes of work.
Furthermore, a group of projects related to the State of Good Repair is categorized and represented in the CTMP, accounting for 481 resurfacing and bridge maintenance-related capital projects. These State of Good Repair projects were not part of the prioritization process because DTPW has a separate recognized process for prioritizing them, which will be explained in further detail later in this chapter.
Five (5) groupings of roadway projects were established:
Intersection Improvements - These projects are implemented to enhance safety, efficiency and functionality of an intersection. The types of improvements include the addition of dedicated turn lanes, physical barriers such as medians, and intelligent transportation systems (ITS) that improve intersection operations as well as signage and pavement markings. These enhance intersection operations, improve safety through a reduction in vehicle conflicts while also creating a more efficient transportation network.
Traffic Signals - Traffic signal and control device improvements are measures taken to enhance the safety, efficiency, and effectiveness of traffic signal systems. These projects include the installation of new traffic signals, signal timing optimization, adaptive signal control systems as well as improved visibility through larger signal heads and brighter LED lights to enhance safety. By implementing these traffic signal and control device improvements, DTPW will enhance safety, improve traffic flow, and better accommodate the needs of all road users.
Capacity Improvements - Throughout the CTMP, traffic congestion was identified as a primary mobility concern. DTPW identified roadways that currently are exceeding capacity that result in highly congested conditions and lengthy travel time delays. Capacity improvement projects increase roadway capacity through the widening and reconstruction of a roadway to add more travel lanes.
Safety, Operations & Traffic Calming - Projects that involve the implementation of measures to reduce vehicle speeds and create a safer environment for all roadway users. Project types include the implementation of speed humps, signage and traffic circles. By slowing down traffic through traffic calming projects help to reduce the number and severity of accidents. This directly relates to MiamiDade County’s Vision Zero objectives by applying a safe system approach to road users that results in safe speeds, safer roads and a safer environment.
State of Good Repair Projects - These projects aim to preserve or extend the life of existing infrastructure, improve operating characteristics, and provide safety modifications. They are crucial for keeping the roadway network up-to-date and in good condition. These projects mainly consist of those that are part of the County’s resurfacing and bridge programs.
Priority 1
Priority 2
A total of 226 roadway projects were identified following the project selection methodology. These roadway projects focus on addressing aging infrastructure, improving roadway capacity, traffic management, resiliency as well as implementing various safety improvements. The roadway projects have been organized into three (3) priority bands: (1) Priority 1; (2) Priority 2, and (3) Priority 3, which reflect a hierarchal relationship among the three priority bands. All roadway projects were evaluated and scored in the same manner using a multi-point criteria supportive of the CTMP’s goals and objectives of creating a Safe, Equitable, Resilient, Connected and Efficient transportation network.
Priority 3
As part of the process, these projects were ranked and prioritized within each of the four (4) distinct groupings: (1) Traffic Signals; (2) Safety and Operations; (3) Intersection Improvements; and (4) Capacity Improvements, to ensure a robust set of projects by type for each of the priority bands. These projects are not programmed for funding in the Transportation Improvement Program (TIP) or other capital programs which may include partially funded projects. Projects that are funded in the TIP or elsewhere are considered “committed” and, therefore, not included in the CTMP prioritization process.
The prioritized project lists are displayed Table 8.1 to 8.4.
PROJECTS OVERVIEW
PROJECTS COMPOSITION
ROADWAY PROJECTS BY THE NUMBERS
268 Street & 119 Place
South SW 152 Avenue & SW 328 Street Signal Modification (Add left turn phases)
South N Country Club & NE 34 Avenue
Hialeah Gardens Boulevard & W 80 Street
Northwest SW 152 Avenue & SW 288 Street
Modification (Add left turn phases)
& SW 14 Street
SW 122 Avenue - From NW 20 Street to NW 36 Street
W 4 Avenue (SR) & W 44 Place
Biscayne Boulevard / US-1 & NE 96 Street Signal Modification (Add Double Left Turn)
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher. *Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
San Simeon Way & NE 207 Street The Club Resort Drive Way
SW 162 Avenue & SW 43 Street
SW 162 Avenue & SW 136 Street
& SW 41 Street
&
TABLE 8.2 Safety, Operations & Traffic Calming Projects
Traffic Signal
North/ Beach
MacArthur Causeway (SR A1A) TSM&O
Exclusive transit lanes, barrier separated bicycle lanes/ shared use path, and widened sidewalks Miami Beach, Miami Beach
NW South River Drive Roadway Improvements
Humps Unincorporated North Pine Tree Drive
Driver Speed Feedback Signs Miami Beach Beach
Biscayne Gardens neighborhood Driver Speed Feedback Signs Unincorporated North NW 109 Avenue Roadway Improvements Unincorporated Northwest
Little River Drive Speed Humps Unincorporated North
NW 85 Street Speed Humps Unincorporated North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
NW 6 Avenue
NW 75 Street
NW 157 Street
NW 165 Street
NW 37 Avenue
NW South River Drive
NW 155 Street
NW 6 Avenue
NE 2 Avenue
N Biscayne Drive
NW 164 Street
14441 S. Biscayne River Drive
SW 107 Avenue
NE 10 Avenue & NE 163 Street
NE 18 Avenue
NE 164 Street
Memorial Highway & NE 141 Street
NW 25 Street
NW 8 Avenue
Biscayne Gardens
NW 14 Avenue
NW 29 Avenue
SW 147 Avenue
Driver Speed Feedback Signs
Median Footballs
Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Driver Speed Feedback Signs
Miami Gardens North
Roadway and Operational Improvements Medley Northwest
Speed Humps
Traffic Circle/ Median Footballs/ Hump
Driver Speed Feedback Signs
Miami Gardens North
Unincorporated North
Miami Gardens, Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Concrete Median
Roadway Improvements
Traffic Circle
Driver Speed Feedback Signs
Unincorporated North
Unincorporated South
Unincorporated North Priority 1
North Miami Beach Beach
North Miami Beach, Unincorporated Beach
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Traffic Circle and Median treatments Unincorporated North
Roadway Improvements
Sweetwater, Doral, Unincorporated Northwest
Traffic Calming Devices: Three Speed Humps Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Installation of 2 Speed Humps 79 Street to 83
Street and Median Football b/t 83 Terrace and 84 Street
Median Footballs
Driver Speed Feedback Signs
Unincorporated North
Unincorporated North
Unincorporated Central
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Central Boulevard Traffic Circle
NW 14 Avenue Traffic Calming Devices: Three Speed Humps
NW 25 Street Roadway Improvements
S Biscayne River Drive
Central
North
Driver Speed Feedback Signs Unincorporated North
NW 22 Court & NW 128 Street Speed Humps Unincorporated North
SW 128 Avenue Median Footballs
NW 115 Street
Calming Devices: Three Speed Humps
NW 180 Street Speed Humps
NW 12th Avenue Roadway Improvements
Central
North
Gardens North
North
NW 32 Street Roadway Improvements Unincorporated CBD
NW 8 Avenue Traffic Calming Devices: Three Speed Humps Unincorporated North
Ne 8 Avenue Traffic Calming Devices: Three Speed Humps Unincorporated North
NW 158 Street Traffic Circle/ Median Footballs/ Humps: Unincorporated North
SW 127 Avenue & SW 6 Street Concrete Median Unincorporated Central
SW 6 Street
NW 2 Avenue
NW 169 Terrace
NW 31 Avenue
NW 199 Street
Driver Speed Feedback Signs Unincorporated Central
Footballs
Humps
Footballs
North Miami North
Driver Speed Feedback Signs Unincorporated Northwest
NW 12th Avenue & NW 91 Street Traffic Circle Unincorporated North
NW 62 Avenue & NW 199 Street Traffic Circle Unincorporated Northwest
NW 72 Avenue (Milam Dairy)
Operational Improvements Medley, Unincorporated Northwest
NW 12th Avenue Roadway Improvements Unincorporated North
SW 68 Court & SW 56 Street Concrete Island
SW 137 Avenue & 14 Street
Central
Driver Speed Feedback Signs Unincorporated Central
NE 166 Street Traffic Circle/ Median Footballs/ Humps
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Central
NE 10 Avenue
Driver Speed Feedback Signs North Miami North
NW 156 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
NW 160 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
SW 96 Street Driver Speed Feedback Signs Unincorporated Central
NE 13th Avenue & NE 159 Street
N Miami Avenue & NE 154 Street
NW 18 Avenue & NW 46 Street
SW 114 Avenue & SW 192 Street
SW 36 Street
Bobolink Drive
NW 52 Avenue & NW 173 Drive
Circle
Circle
Miami Beach Beach
North
Circle Miami CBD
Circle
Speed Feedback Signs
Miami
Footballs Unincorporated Northwest
Circle Unincorporated North
NE 164 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
NW 165 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
NE 166 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
NE 166 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
NW 196 Lane
NE 10 Avenue & NE 149 Street
Humps Miami Gardens North
Circle Unincorporated, North Miami North
NW 2 Avenue & NW 143th Street Traffic Circle Unincorporated
NE 12 Avenue & NE 143th Street Traffic Circle Unincorporated, North Miami North
NW 2 Avenue & NW 131 Street
SW 128 Avenue & SW 30 Street
Circle Unincorporated, North Miami North
Footballs Unincorporated Central
SW 30 Street Roadway Improvements Unincorporated Central
NE 149 Street Median Footballs Unincorporated North
NW 5 Avenue Median Footballs North Miami, Unincorporated North
US 27/ Okeechobee Road (SR 25) Improve access at intersection; Iron Triangle Miami Springs, Hialeah Central/ Northwest
NE 163 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
N Miami Avenue
Driver Speed Feedback Signs Unincorporated North
NE 157 Terrace Traffic Circle/ Median Footballs/ Humps Unincorporated North
NW 17 Avenue
SW 121 Street
Median Footballs
Unincorporated, Opa-Locka, North Miami North
Roadway Improvements Unincorporated South
Card Sound Road PD&E Florida City, Unincorporated South
NE 160 Terrace Traffic Circle/ Median Footballs/ Humps Unincorporated North
NW 5 Court Roadway Improvements Unincorporated North
SW 30 Street Roadway Improvements Unincorporated Central
SW 32 Street Roadway Improvements Unincorporated Central
SW 32 Street Roadway Improvements Unincorporated Central
NW 165 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
N Miami Avenue & N 163 Street
Circle Unincorporated North NE 2 Avenue Driver Speed Feedback Signs El Portal North
NW 2 Avenue
NW 30 Court Roadway Improvements
NW 14 Avenue
NW 115 Street
NW 14 Avenue
NW 14 Avenue
Traffic Calming Devices: Three Speed Humps Unincorporated North
Traffic Calming Devices: Three Speed Humps Unincorporated North
Traffic Calming Devices: Three Speed Humps Unincorporated North
Traffic Calming Devices: Three Speed Humps Unincorporated North
NE 158 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
NE 154 Street Traffic Circle/ Median Footballs/ Humps Unincorporated North
SW 102 Avenue & SW 28 Street
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Central
NW 14 Avenue
NE 158 Street
NE 154 Street
Traffic Calming Devices: Three Speed Humps
Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
SW 102 Avenue & SW 28 Street Traffic Circle
SW 92 Avenue & SW 34 Street Traffic Circle
NE 163 Street
SW 62 Avenue
NE 16 Street
NE 162 Street
NW 14 Avenue
NW 19 Avenue
NW 170 Street
NE 156 Street
NE 158 Street
NE 160 Street
Unincorporated Central
Unincorporated Central
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Driver Speed Feedback Signs
South Miami, Unincorporated Central
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Driver Speed Feedback Signs Homestead South
Speed Humps Unincorporated North
Driver Speed Feedback Signs Miami Lakes, Unincorporated Northwest Priority 3
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
Traffic Circle/ Median Footballs/ Humps Unincorporated North
NE 24 Avenue & NE 199 Street Traffic Circle Improvements Unincorporated Beach
SW 102 Avenue & SW 12th Street Traffic Circle Unincorporated Central
NW 21 Court
SW 125 Avenue
NW 185 Street
Traffic Calming Devices Three Speed Humps Unincorporated North
Median Football Unincorporated South
Driver Speed Feedback Signs Unincorporated Northwest
NW 10 Avenue & NW 107 Street Traffic Circle Unincorporated North
SW 127 Avenue & SW 227 Street
North Waterway Drive
SW 62 Avenue
Driver Speed Feedback Signs Unincorporated South
Traffic Diverter Unincorporated Central
Driver Speed Feedback Signs Unincorporated Central
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
NW 12th Avenue
SW 122 Avenue
NW 78 Avenue
Driver Speed Feedback Signs Unincorporated Central
Driver Speed Feedback Signs Unincorporated Northwest
SW 60 Street Speed Humps Unincorporated Central
NW 87 Avenue
Driver Speed Feedback Signs Miami Lakes Northwest
SW 84 Avenue & SW 38 Street Traffic Circle Unincorporated Central
SW 38 Street Speed Humps Unincorporated Central
SW 160 Street
Driver Speed Feedback Signs Unincorporated Central
NW 52 Avenue & NW 191 Street Traffic Circle Unincorporated North Palm Springs North
SW 149 Avenue & SW 17 Terrace
Driver Speed Feedback Signs, Speed Humps & Circles Unincorporated Northwest
Driver Speed Feedback Signs Unincorporated Central
SW 38 Street Roadway Improvements Unincorporated Central
SW 64 Street
Median Footballs Unincorporated Central
Median Footballs Unincorporated North Priority 3
SW 30 Street Roadway Improvements Unincorporated Central
SW 34 Street Roadway Improvements Unincorporated Central
SW 142 Avenue Median Footballs Unincorporated Central
SW 127 Avenue
Driver Speed Feedback Signs Unincorporated South
Highland Lakes Speed Humps Unincorporated Beach
NW 178 Street
Driver Speed Feedback Signs Unincorporated Northwest
SW 64 Street Road Diet Unincorporated Central
NW 179 Street Speed Humps Miami Gardens North
SW 159 Court & SW 280rd Street Traffic Circle Unincorporated South
NE 12th Avenue Two Traffic Circle NE 200 Terrace at NE 12 Avenue & NE 202 Terrace at NE 12 Avenue Unincorporated North
NW 77 Court Median Footballs Miami Lakes, Unincorporated Northwest
NW 97 Avenue
Driver Speed Feedback Signs Hialeah Northwest
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Intersection Improvement (convert EB & WB approaches into Right Turn Only) Unincorporated
Provide ADA Ramps, No Right Turn on Red Sign For WB Traffic, Upgrade of Trombone Mast Arms, Close NE and SW corners
Dade County * Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher. *Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Directional Median: Restrict Westbound traffic from NE 6 Avenue onto NE 111th Street. Construction of a concrete median island on W Biscayne Canal Road at NE 111th Street
E 65 Street & E 4 Avenue to E 65 Street & E 7 Avenue
SW 118 Avenue & SW 18 Street
W 8 Avenue & W 50 Street
SW 79 Avenue & SW 36 Street
NW 21 Avenue & NW 126 Street
N Miami Avenue & NE 105 Street to N Miami Avenue & NE 104 Street
Parking Lanes Hialeah Northwest
Intersection Improvement
Unincorporated Central
Intersection Improvement Hialeah Northwest
Intersection Improvement
Unincorporated Central Priority 3
Intersection Improvement Doral, Unincorporated Northwest
Intersection Improvement Miami Shores North
TABLE 8.4 Capacity Improvement Projects
SW 67 Avenue
NW 36 Street/ NW 41 Street (SR 948/ Doral Boulevard)
SW 312th Street (Campbell Drive)
SW 67 Avenue
SW 117 Avenue
SW 137 Avenue
Widen from 2 to 4 lanes
Redesign NW 36 Street/ NW 41 Street
Widen to 6 lanes
Widen from 2 to 4 lanes
Widen to 6 lanes
Widen to 6 lanes
SW 137 Avenue Add 2 lanes and reconstruct
SW 72 Street (Sunset Drive)
SW 104 Street (Killian Parkway)
SW 320 Street
Widen to 6 lanes
Widen from 4 to 6 lanes
Widen from 2 to 4 lanes
SW 72 Street (Sunset Drive) Add 2 lanes and reconstruct
South Miami, Unincorporated Central
Miami Springs, Virginia Gardens, Doral, Unincorporated Central/ Northwest/ CBD
Homestead, Unincorporated South
Palmetto Bay, Pinecrest, Unincorporated South/ Central
Unincorporated South
Unincorporated South/ Central
Unincorporated South
Unincorporated South/ Central
Unincorporated South/ Central
1
Homestead South Priority 2
Unincorporated South/ Central
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
SW 248 Street
SW 117 Avenue
SW 80 Street
SW 104 Street
SW 312th Street (Campbell Drive)
SW 127 Avenue
SW 147 Avenue
Widen to 4 lanes
Widen from 2 to 4 lanes
Unincorporated South
Unincorporated Central
Add 2 lanes and center turn lane and reconstruct South Miami, Unincorporated Central
Widen from 4 to 6 lanes
Add 2 lanes and reconstruct
Widen to 4 lanes
Add 2 lanes and reconstruct
SW 167 Avenue Widen to 4 lanes
SW 127 Avenue
Construct new 2 lane roadway
SW 72 Avenue (Milam Dairy Road) Widen to 4 lanes
NW 107 Avenue
NW 97 Avenue
SW 42 Street
SW 120 Street
NW 107 Avenue
Unincorporated Central/ South
Unincorporated South
Unincorporated Central/ South
Unincorporated Central/ South
Homestead Central/ South
Unincorporated Central/ South
Unincorporated South
Add 2 lanes and reconstruct Doral Northwest
Widen to 4 lanes Hialeah Gardens, Hialeah Northwest
New/Widen to 4 lanes
New 4 lane roadway
Extend NW 107 Avenue to the County Line
Unincorporated Central
Unincorporated Central/ South
Unincorporated Northwest
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
THIS PAGE INTENTIONALLY LEFT BLANK
As previously mentioned, the CTMP includes additional projects that were not part of the project prioritization process. This exclusion occurred because DTPW already has a separate prioritization process specifically for these types of projects, which are referred to as the State of Good Repair projects. These projects were included in the CTMP to address their significant capital requirements for maintaining the County’s roadway network in good operational condition. In total, there are 448 State of Good Repair Projects. Below is a description of the prioritization process for each of the State of Good Repair programs.
As previously mentioned, the Resurfacing Program constitutes a significant part of the Roadway and Neighborhood Improvements program. At present, resurfacing projects are identified based on input from residents, commissioners’ offices, and staff observations. When an area is reported as deficient and in need of repair, DTPW staff inspect the condition of the roadway asphalt.
Each resurfacing site undergoes an evaluation and receives a score ranging from 1 to 3, with 1 indicating a fair condition, 2 representing a condition between fair and poor, and 3 indicating a poor condition. Resurfacing projects are prioritized for roadways that have a condition assessment evaluation score of 3. As previously discussed, DTPW is in the process of updating their prioritization process for resurfacing projects based on a PCI scale.
442 Unfunded Resurfacing Sites representing a funding need of $459M
The Bridges Program at DTPW had an already established project prioritization process. The project methodology for selecting candidate bridge projects and prioritization is outlined as follows:
• DTPW receives a Structurally Deficient Bridge List (SDBL) every March from FDOT. This list ranks bridges categorized as structurally deficient based on the ongoing local government bridge inspection program in the region. The ranking considers various information, including the Sufficiency Rating, which primarily describes the overall “health” of the bridge.
• Additionally, DTPW conducts monthly Feasible Action Review Committee meetings involving the Bridge Maintenance Division, Bridge Inspection Division, and Bridge Design Division. These meetings review the Bridge Inspection Reports received from FDOT as part of the bridge inspection program mentioned earlier. During these sessions, deficiencies found at each bridge are assessed, and priorities and assignments (either to Maintenance, Design, or “monitor”) are determined.
• Annually, the Bridge Engineering Division incorporates findings from the above sources, along with any special requests from local municipalities or stakeholders, to develop the unfunded bridge list. These requests may involve accessibility improvements (such as ADA improvements or pedestrian and bicyclist widenings) or considerations for future demand (such as anticipated higher traffic counts following planning or feasibility studies).
TABLE 8.5 List of Priority 1 State of Good Repair Projects
• NE 22 Avenue Bridge Rehabilitation
• SW 48 Street Bridge Rehabilitation
• SW 112 Bridge Rehabilitation
• Bridge 874226 - Timber Pedestrian Bridge
• Bridge 874401 - Timber Pedestrian Bridge
• NW 37th Avenue over Tamiami Canal
• NW 25 Street Bridge Replacement N Line Canal
• Culvert b/w SW 84 Avenue and SW 82 Avenue
Unfunded Bridge Project Sites representing a funding need of $290M
The full list of unfunded Resurfacing and Bridge projects are included in Appendix (A) of the plan.
During the development of the Roadway Modal Plan, a geospatial-based analysis was conducted to overlap the existing and planned multimodal network with relevant and available data focusing on safety, equity, resiliency, connectivity, and efficiency. This analysis led to the identification of focus areas throughout the County for further evaluation and analysis. These areas will help determine the type of future multimodal improvements and infrastructure investments needed.
The roadway focus areas were evaluated through a review of overlapping criteria, including FEMA flood zones, future population and employment density, travel time index, and functional classification of roadways designated as collectors or higher. The analysis also focused on the existing network and identified project focus areas through a review of the existing and planned network. The geographic areas with the most overlapping criteria were determined to be focus areas for potential future improvement and investment in the County’s roadway network.
The identified roadway focus areas are displayed in green on the map. The map shows the focus areas in correlation to the future planned network. These focus areas require additional analysis to understand the type of future roadway improvements and investments needed. This will potentially address infrastructure needs related to safety, resiliency, efficiency, and connectivity within the County roadway network.
Geosynthetic Reinforced Soil System Smart Traffic Management Innovative Intersections
Living Shorelines
Electric Vehicles
Cool pavement technology refers to paving materials that reflect more solar energy, enhance water evaporation, or remain cooler than conventional pavements. Its purpose is to reduce heat islands within urban environments. Other benefits of this technology, as published by the United States Environmental Protection Agency (EPA), include improved water quality, lower tire noise, enhanced roadway safety during rain events, better nighttime visibility, and increased local comfort.
This is a system that uses sensors, data, and automation to optimize the collection, storage, and treatment of stormwater. It can reduce flooding and pollution.
Smart traffic management integrates technology, data, and infrastructure for efficient travel. Miami-Dade County is currently upgrading its Advanced Traffic Management System (ATMS) Central Software to optimize mobility for both motorized and non-motorized modes through the traffic signal system.
Miami-Dade County is advancing its Climate Action Strategy by replacing traditional vehicles with electric ones, boosting energy efficiency, and cutting carbon emissions. Electric Vehicles (EV) charging stations are now accessible in public parking garages for County employees and the public, with plans to expand availability countywide.
Innovation Intersections
These solutions use plants, sand, rocks, or other materials to stabilize the shoreline and reduce erosion. They also enhance the habitat and water quality and provide protection from storm surges and flooding.
Innovative intersections like Modern Roundabouts, MUT, and RCUT enhance traffic flow, safety, efficiency, resiliency, and reduce maintenance costs by eliminating conflict points to improve safety, improve efficiency and lower costs.
Exemplified by adaptive street lighting, utilizes interconnected technologies and data-driven systems to dynamically adjust and optimize functions, enhancing energy efficiency, safety, and sustainability.
In 2022, DTPW collaborated with Miami-Dade County’s Parks and Beep, a leading provider of shared, electric, and autonomous mobility solutions, for a pilot project testing an autonomous shuttle at Zoo Miami. These vehicles use advanced technologies like sensors and AI for increased safety, efficiency, and convenience by communicating with other vehicles and infrastructure.
This system reinforces the soil and creates a composite foundation for the pavement. It enhances stability, durability, and reduces maintenance costs for roadways.
This chapter includes:
+ Existing Network
+ Programs & Initiatives
+ Needs & Challenges
+ Project Prioritization
+ Sketch Planning Analysis
+ Innovation & Emerging Technologies
This chapter identifies the existing and planned transit services within Miami-Dade County. Elements such as current network services, fleet size, assets, service goals, and performance measures are documented within this report to establish a baseline of the County’s transit system. Future initiatives, improvements, plans, and projects as identified by the County’s Transit Development Plan (TDP) are included to identify network gaps to eventually recommend future plans and projects focused on optimizing and increasing the transit system’s efficiency. These recommendations reference the County’s vision and cohesion with the other modes of transportation throughout Miami-Dade.
Transit carries more people in the same amount of space
40 people driving alone
400 people with transit
*Source: King County Metro Transit
FIXED ROUTE SERVICES
of the fleet uses alternative fuel
243,000
average weekday boardings on fixed route services
Route miles of fixed guideway 89% 84.8
* Source: Transit Development Plan FY 2024-2033 Annual Progress Report, 2022 Performance Assessment
METROBUS NETWORK
The Metrobus network allows the average person in Miami Dade to reach
163,000 jobs within 60 minutes by using transit
Metrobus provides frequent transit near:
28% of residents in poverty (12% before the Metrobus System Overhaul)
23% of residents of color (9% before the Metrobus System Overhaul)
* Better Bus Network and Resilience Plan 2020
Within Mile
233 Miles of Service 1/4 of employment areas
* Source: Transit Development Plan FY 2024-2033 Annual Progress Report, 2022 Performance Assessment
* Source: Transit Development Plan FY 2024-2033 Annual Progress Report, 2022 Performance Assessment
The Miami-Dade County (DTPW) is the primary transit provider in Miami-Dade County and operates the largest transit network in the State of Florida. DTPW’s transit system is comprised of various modes including Metrobus, Metrorail, Metromover, MetroConnect, and Special Transportation Services (STS).
37.2 million BOARDINGS ANNUALLY
25.5 million REVENUE MILES ANNUALLY
974 FLEET VEHICLES
70 BUS ROUTES
Metromover
5.5 million BOARDINGS ANNUALLY
2,155 miles DIRECTIONAL SYSTEM LENGTH 6,973 BUS STOPS
26 FLEET VEHICLES
3 RAIL LINES
943 thousand REVENUE MILES ANNUALLY
8.5 miles DIRECTIONAL SYSTEM LENGTH
11.4 million BOARDINGS ANNUALLY
7.3 million REVENUE MILES ANNUALLY
128 FLEET VEHICLES
2 RAIL LINES
49.8 miles DIRECTIONAL SYSTEM LENGTH
23 RAIL STATIONS
Special Transportation Services
1.3 million BOARDINGS ANNUALLY
11.7 million REVENUE MILES ANNUALLY
422 FLEET VEHICLES
21 MOVER STATIONS * National Transit Database Miami-Dade County DTPW 2022 Annual Agency Profile
MetroConnect Mobile BOARDINGS ANNUALLY
254 thousand
45 FLEET VEHICLES
138 miles² SYSTEM COVERAGE
640 thousand REVENUE MILES ANNUALLY
1,050 AVERAGE WEEKDAY BOARDINGS
11 METROCONNECT ZONES
MetroConnect, is Miami-Dade County’s on-demand shared ride service. It provides enhanced connectivity and convenience for commuters within the Miami-Dade Transit network. Users can seamlessly book rides to transit stations or nearby destinations within the service area using the MetroConnect app. Operating on a shared ride model, MetroConnect pairs passengers traveling in the same direction for efficient transportation. There are currently 11 service zones available throughout Miami-Dade County. MetroConnect ensures accessibility and ease of use, meeting commuters at their designated
Where two MetroConnect zones intersect, you may book a ride in either zone.
Separate from transit services provided by DTPW, of the 33 local municipalities within Miami-Dade County that are eligible and receive surtax funding for transit, 28 have local circulators that supplement Metrobus services. DTPW coordinates with each local municipality to avoid service duplication which allows for more efficient transit operations and allocation of resources.
Since 1989, SFRTA has operated Tri-Rail, a commuter rail service spanning Miami-Dade, Broward, and Palm Beach Counties. Tri-Rail system has a total of 18 stations, including four (4) stations within Miami-Dade County. Tri-Rail connects to Miami International Airport, Metrorail, and numerous Metrobus routes.
Brightline is a private intercity rail service with five (5) stations in Miami, Aventura, Fort Lauderdale, Boca Raton, West Palm Beach and Orlando. Service began in South Florida in 2018 and was expanded to Orlando in 2023.
Similar to MetroConnect, Freebee is an app-based microtransit service that utilizes a fleet of 100% electric vehicles. Increasing popular, within the County, it is an alternate mode of transit that provides a first- and last-mile solution to and from various destinations within the County. Whereas MetroConnect is a service run by DTPW, Freebee is a service contracted by Miami-Dade County’s municipalities to run within their respective cities. Freebee currently operates 21 zones within the County.
The CTMP has grouped the 34 municipalities and unincorporated areas of Miami-Dade County into six (6) defined geographical area known as TPAs. This section provides an overview of existing transit conditions within each TPA.
Beach TPA
Poverty Levels
12.6% of residents live under the poverty line.
Car Ownership
15% of households do not own or have a vehicle available for commuting purposes
High Transit Trip Generator
• Aventura Mall
• South Beach Area
Transit Services
• 303.2 DTPW transit route miles
• (15) municipal circulator routes
• Four (4) Freebee zones
• Aventura Brightline station
Top Commute Destination Outside TPA North out of Miami-Dade County
Poverty Levels
11.8% of residents live under the poverty line.
Car Ownership
4.5% of households do not own or have a vehicle available for commuting purposes
Transit Services
• 482.5 DTPW transit route miles
• One (1) municipal circulator route
• One (1) Freebee zones
• Five (5) MetroConnect Zones
• Tri-Rail station at MIA
High Transit Trip Generators
• Miami International Airport (MIA)
• Florida International University
• Coral Gables/University of Miami
Top Commute Destination Outside TPA
Central Business District (CBD) TPA
Poverty Levels
15.2% of residents live under the poverty line.
Car Ownership
7.4% of households do not own or have a vehicle available for commuting purposes
High Transit Trip Generators
• Doral Employment Areas
• Medical Centers
• Dolphin Mall
Transit Services
• 296.2 DTPW transit route miles
• Nine (9) municipal circulator route
• Three (3) Freebee zones
• Two (2) Tri-Rail stations
Top Commute Destination Outside TPA North out of Miami-Dade County
Poverty Levels
14.8% of residents live under the poverty line.
Car Ownership
5.7% of households do not own or have a vehicle available for commuting purposes
High Transit Trip Generators
• Dadeland Area
• Miami-Dade Colleges
• Southland Mall
Transit Services
• 343.3 DTPW transit route miles
• Eight (8) municipal circulator routes
• Three (3) Freebee zones
• Three (3) MetroConnect Zones
Top Commute Destination Outside TPA North out of Miami-Dade County
Poverty Levels
20.5% of residents live under the poverty line.
Car Ownership
17.2% of households do not own or have a vehicle available for commuting purposes
High Transit Trip Generators
• Downtown/Brickell Areas
• Medical Centers
• Loan Depot Park/Kaseya Center
Transit Services
• 361.9 DTPW transit route miles
• Seven (7) municipal circulator routes
• Five (5) Freebee zones
• One (1) MetroConnect Zone
• Brightline station in Miami/Central
Top Commute Destination Outside TPA Central Miami-Dade TPA
Poverty Levels
19.5% of residents live under the poverty line.
Car Ownership
10.5% of households do not own or have a vehicle available for commuting purposes
High Transit Trip Generators
• Golden Glades/163rd Street Area
• Miami-Dade College
• Hard Rock Stadium
Transit Services
• 418 DTPW transit route miles
• Ten (10) municipal circulator routes
• One (1) Freebee zone
• One (1) MetroConnect Zone
• Two (2) Tri-Rail stations
Top Commute Destination Outside TPA North out of Miami-Dade County
Miami-Dade County’s Department of Transportation and Public Works (DTPW) currently operates from several administration, operations, and maintenance facilities. To support planned growth in service and fleet changes, key DTPW facilities are being evaluated under the development of a separate comprehensive Facilities Master Plan (FMP) to assure DTPW has the facilities to accommodate future needs. The FMP will help guide DTPW’s decision making for future transit and public works facilities. The specific improvements identified in the FMP will be included and form part of the CTMP through its future updates.
Central Metrobus Facility
Coral Way Metrobus Facility
Northeast Metrobus Facility
South Dade Transit Operations Center*
Dadeland South Tail Track Maintenance Building
William E. Lehman (MetroRail) Center
Joseph A Bryant Metromover Facility
School Board
Palmetto Station Maintenance Shop
Okeechobee Station Maintenance Shop
Overtown Transit Village (OTV) *
Special Transportation Services (STS) Inspection Building
Stephen P. Clark Government Center *
*Note that the South Dade Transit Operations Center is under construction
3300 NW 32nd Avenue, Miami, FL 33142
2775 SW 74th Avenue, Miami, FL 33155
360 NE 185 Street, Miami, FL 33179
12805 Biscayne Drive., Homestead, FL 33033
9150 Dadeland Boulevard, Miami, FL 33156
6601 NW 72nd Avenue, Miami, FL 33166
100 SW 1st Avenue, Miami, FL 33130
50 NE 15th Street, Miami, FL 33132
7707 NW 79th Avenue, Miami, FL 33166
2005 W Okeechobee Road, Hialeah, FL 33010
701 NW 1st Court, Suite 121, Miami, FL 33136
360 NE 185th Street, Miami, FL 33179
111 NW 1st Street, Miami, FL 33128
Key components of the FMP will include but not limited to:
1. Review the condition of the existing DTPW facilities.
2. Provide a zero emission (ZE) transition plan.
3. Evaluate each facility’s existing and future operational needs.
4. Identify the existing and future space and design criteria for each facility based on the operational needs.
5. Evaluate each facility against the space needs and design criteria and identify deficiencies.
6. Develop a system-wide master plan to address the identified deficiencies. This could include renovation, expansion, replacement, additional facilities, or a combination.
7. Develop concept site and floor plan layouts for each facility.
8. Include a cost estimate including an estimate of probable construction cost, soft cost, and impact on operating cost such as staffing.
9. Include a detailed cost loaded implementation plan including sequencing, funding, vehicle acquisition, design, construction, move-in, and start-up.
10. Conceptual design for selected projects.
This program consists of systemwide transit improvements of user amenities for an enhanced rider experience. These improvements include the installation, renovation and enhancements of the following items:
• Bus Passenger Shelters
• Bus Passenger Benches
• Shelter Illumination Systems
• Bicycle Racks
• Trash Containers
• Bus Stop Signage
• Accessibility
These improvements have become more critical with the implementation of the streamlined Metrobus system as the need for transfers has increased. Key transfer locations within the County have been identified so enhanced facilities can be implemented to ease these transfers. Though DTPW’s jurisdiction over bus shelters extend throughout the unincorporated areas, the program will be working with municipalities to identify improvements at these key transfer locations.
The 2022 Transit Development Plan outlines a progress report for DTPW, aiming for the operation and growth of a clean, safe, convenient, and reliable transit system. It is structured around three overarching sections:
Guide decisions about existing and future services, based on service standards, citizen input, and stakeholder coordination. Recommended Service Plan
Prioritizing investments in buses, stations, infrastructure, and equipment needed to meet the Service Plan objectives.
Identifying all available financial resources and needs based on the Recommended Service Plan and Capital Investment Plan. Capital Investment Plan Financial Plan
In addition to specific projects as those identified within the 10-year TDP, DTPW outlines numerous projects related to upgrading traditional local bus routes to enhanced bus services supplemented by surtax-funded PTP projects.
MDT10 Ahead presents both funded and unfunded transit needs to create a framework for transit improvements that can be implemented within a 10-year planning horizon. As a recipient of the State of Florida Transit Block Grant Program—which provides funding for transit operations—a Transit Development Plan is required to be developed annually, with major updates prepared every five (5) years. The last Major Update was prepared in 2019.
In addition to improving transportation access, it is the goal of developing the rapid transit corridors to increase opportunities for transit-oriented development projects along corridors; expand a network of premium transit to connect to more key destinations; improve reliability and on-time performance; add job opportunities within the transit industry; and increase availability of real-time arrival and departure information at transit stations. To that end, the Strategic Miami Area Rapid Transit (SMART) Program since its inception in 2016 has advanced six (6) rapid transit corridors towards completing a comprehensive rapid transit system. Each corridor is currently at various stages of project development and implementation.
South Dade TransitWay Corridor: 20-mile-long BRT corridor from the Dadeland South Metrorail station to the SW 344th Street Park & Ride. The project improves travel times and safety, enhances station platforms and increases accessibility.
Beach Corridor: 9.7-mile-long corridor connecting the Miami Design District to the Miami Beach Convention Center. The envisioned project entails extensions of the Metromover system and dedicated bus lanes on Washington Avenue in Miami Beach.
East-West Corridor: 14-mile-long corridor connecting the Miami Intermodal Center to Tamiami Station Park & Ride. It is intended to connect southwestern residential areas with major employment and industrial areas in Sweetwater and Doral, Miami International Airport and Downtown Miami.
For several decades, DTPW has partnered with private developers to create transit-oriented community (TOC) projects at strategic locations across the County’s transit network. In addition to the increase in transit ridership and decrease in traffic congestion created from locating high-density developments adjacent to public transportation, these projects also help to generate revenue for DTPW and help to beautify station areas and improve the image of public transit overall.
Recent high-density development along existing and planned TransitWay have been aided through the County’s land use ordinance adaptation of the Rapid Transit Zone (RTZ) District. Through the County’s RTZ ordinance and department’s emphasis on TOC, and a more standardized review process, the ordinance provides a framework for the development of highintensity and equitable housing in unincorporated Miami-Dade County and provides guidance for incorporated municipalities to develop plans around the transit guideways.
Kendall Corridor: 10-mile-long corridor connecting the Dadeland North Metrorail station to the West Kendall Transit Terminal. The project is on hold.
North Corridor: 10-mile-long corridor along NW 27th Avenue, from the Dr. Martin Luther King, Jr. Metrorail station to NW 215th Street. The Miami-Dade County Board of County Commissioners approved a resolution to accelerate the implementation of the corridor as an expansion of the Metrorail system.
Northeast Corridor: 14-mile-long corridor from the Miami Central station to the West Aventura station, with five proposed intermediate stations along the route. The project will implement a commuter rail service running within the existing Florida East Coast railway.
Led by riders and the community, DTPW improved Metrobus and MetroConnect service, increasing frequency through the biggest network overhaul in the past forty (40) years. The initial phase was deployed on July 24, 2023 and Phase II, including newly added connections to the MetroConnect (Formerly GO Connect) on-demand service, was deployed on November 13, 2023.
Some of the benefits riders will see include:
• The number of routes on the network increases from five to nineteen, forming a network of frequent lines covering most of the County.
• Weekend service increases to near the same levels as weekdays, for most local routes.
• The new network brings transit service to more than a quarter million low-income residents, more than double the 119,000 who are near transit today.
Given that the Metrobus system overhaul represented the largest transit system revamp since the 1980’s, DTPW understood that there would be a significant amount of comments regarding these system changes. As such, a concerted effort was put into place to capture both external and internal comments with the understanding that there will be a continuous evaluation and refinement process for the system overhaul.
Sum of Discontinued/ Route Changed
Sum of Transfer
Sum of Overcrowding
Sum of Bus Stop
Sum of Walk Access
Sum of Schedule
of Amenities/ Signs/
of MetroConnect
DTPW put in place an internal hotline, an online survey, and used Miami-Dade County’s 311 call center to receive public inquiries and comments regarding the system overhaul that was deployed on November 13, 2023. Over 2,000 comments were received and reported. The figure on the left provides a summary of these comments by various categories. The most common issue brought up concerned route elimination or changes at about one-third of all comments received. This is followed by a quarter of the comments concerning scheduling issues, and followed by walking access, bus stops and overcrowding at 12%, 11%, and 11%, respectively. Only minimal concerns were expressed for issues regarding transfers, signage, or MetroConnect services.
Additionally, DTPW established an ambassador program to address issues at major hubs and high ridership stops. The Ambassador program was implemented a few weeks ahead of the Metrobus system overhaul to inform the transit community of the upcoming changes. The program continued after the overhaul’s deployment to address issues in the field. The comments received from these ambassadors were collected, compiled and analyzed. Comments received from the ambassadors were similar to those obtained through other means with concerns regarding Discontinued/Route Changes being the top issue expressed.
DTPW also conducted several efforts from workshops to individual meetings to garner input from municipalities before and after implementation. The effort was coordinated with many of the municipally operated bus systems. Municipal comments were collected, compiled, and allocated geographically by Transportation Planning Areas (TPA). The table below reflects the key needs expressed for each of the TPAs.
• Bus/trolley route realignments in the Little Haiti area.
• Enhanced bus shelters along Biscayne
• Street crossing on Rickenbacker Causeway
• Improve connections to/from Broward County
• Improve connections to Aventura Brightline Station
• Service on Julia Tuttle Causeway
• Service on NW 25th Street in Doral
• Connection to Miami-Dade College West
• More frequencies on Route 183
• Focus on creation of transit hubs
• Service gaps from removal of Routes #16 and #19
• Connection between Miami Gardens and Golden Glades
• Expand MetroConnect service
• Improve service along LeJuene Road
• Additional pedestrian scramble crosswalks
• Bus connections to South Miami and the University of Miami
• Provide connections to the MIA’s West Cargo area
• Expansion of Route 73, including additional new shelters
• More promotion of Freebee service
• Pedestrian bridge over US-1 at SW 27th Avenue
• Support of dedicated, connected, and wide shared-path routes
DTPW set up working forums with the bus operations team to receive comments from those in the field. They worked cooperatively to find immediate and short-term solutions to the identified issues. The nature of these immediate improvements related to specific routes including Routes #11, #77, and #100. Some of these minor improvements were implemented as soon as December 2023. Furthermore, an Uber Voucher Program was released on December 22, 2023, to supplement transit services due to some of the routes being discontinued or shortened.
The figure below provides a summary of the input received from the various sources. The figure also reflects the distinct differences in the type of concerns and focuses among the various constituencies reflecting their perspectives.
DTPW will be conducting a Comprehensive Operational Analysis (COA) which will be addressing many of the specific issues and topics expressed after the Metrobus system overhaul, feedback which require additional analysis. In particular, the COA will address operational efficiencies and service gaps. Route and schedule adjustments will be analyzed in detail as these were the top topics received from the user community. The COA itself will have a public outreach component to continue to collect input and feedback. With these various efforts DTPW will be improving the Metrobus system to further maximize its benefits through a continuous process of refinements. These improvements shall be short term in nature and shall be formalized as part of the DTPW’s periodic service adjustments and Transit Development Plans (TDP).
A series of “quick fix” improvements were identified based on the comprehensive review of specific comments and feedback obtained during the implementation of the streamlined Metrobus system. As noted, much of the obtained centered on the Metrobus route modification/changes. Therefore, the April 29, 2024 lineup, bus service addresses many of the concerns expressed that were able to be accommodated.
The bus service changes are as follows along with summary of concerns received for each of the routes.
Route Service Changes Public Feedback Received
Route 2 – Increased frequency from 30 to 20 minutes all day.
Route 8 – Additional trips added in AM and PM to address overcrowding.
Route 9/9A – Routing changed to use 171 Street instead of 163 Street between 163 Street Mall and Biscayne Boulevard to provide more coverage.
Route 11 – Increased weekday frequency eastbound from 30 to 15 minutes 4:30a to 6:00a and westbound from 40 to 30 minutes 5:00a to 6:00a to address overcrowding.
Route 73 – Routing straightened along NW 72 Avenue at 25 Street (No deviation to Jackson West Hospital).
Route is overcrowded.
Route is overcrowded in the weekday AM and PM.
Connection to Biscayne Boulevard and 163 Street Mall along 171 Street needed.
Route is overcrowded in the weekday AM.
Extension to Jackson West Hospital adds significant travel time for passengers.
Route 95 – Add northbound 3:30p trip from Downtown Miami to Golden Glades Next bus is overcrowded and there is a gap in service.
Route 100 – Increased weekday frequency to Aventura from 15 to 10 minutes.
Route is overcrowded with passengers going beyond Haulover.
Additional operational improvements, principally addressing schedule adjustments, were identified to address feedback received for another twenty-four (24) routes, as follows.
Route 2
Route 37
Route 75
Route 125
Route 183
Route 9
Route 56
Route 77
Route 135
Route 287
Route 11
Route 70
Route 79
Route 136
Route 288
Route 15
Route 72
Route 88
Route 137
Route 344
Route 27
Route 73
Route 100
Route 152
Bus transit amenities are an important aspect of transit delivery aimed at improving the passenger experience at the County’s bus stop facilities. Recognizing the importance of facilitating transfers for the passengers, a system-wide analysis was conducted to identify high passenger transfer locations based on field boarding data (as shown on map) and possible enhanced infrastructure improvements including enhanced shelters, benches, illumination systems, bicycle racks, trash containers, bus stop signage and pedestrian access at these locations. Twenty-five (25) enhanced shelter locations were identified with eight (8) sites being improved which lie within unincorporated Miami-Dade County. DTPW works in collaboration with municipalities and other County departments to facilitate the implementation of needed amenities within incorporated areas of Miami-Dade County.
In addition, there are over 800 existing locations identified within the unincorporated Miami-Dade for new bus shelters of which 350 are already funded for installation in the next five years.
Enhanced Shelter Locations being Implemented:
Eastbound NW 95 Street NW 7 Avenue
Southbound NW 7 Avenue NW 95 Street
Northbound SW 107 Avenue SW 16 Street
Westbound NE 167 Street NE 13 Avenue
Southbound SW 112 Avenue SW 208 Street
Westbound(?) TransitWay SW 152 Avenue
Eastbound NW 176 Street NW 58 Avenue
Westbound NW 176 Street NW 58 Avenue
As part of DTPW’s effort to maintain state-of-the-art infrastructure and enhance the rider experience, there are several modernization projects to be completed in the next few years. The following are some of these near-term projects: Fare Collection Equipment including fare gates, ticket vending machines, fareboxes and Monitoring and Alerting System (MAS), Fare Collection Application and Validators, Computer Aided Dispatch (CAD) and Automated Vehicle Location (AVL) technology and multi-year technical upgrades to the Metrorail signaling system and the high voltage cabling system for the Metromover.
Project includes Fare Gates, Ticket Vending Machines (TVM), Fareboxes (and associated Farebox Back-end System), and a Monitoring and Alerting System (MAS) as well as associated maintenance, repair, and warranty services to be installed and implemented in multiple phases as follows:
• Phase 1 – South Dade TransitWay Fare Collection Equipment Implementation which must be completed no later than December 2024.
• Phase 2 – Bus Farebox Replacement which must be completed with a prioritization of any buses identified by the County as operating on the South Dade TransitWay.
• Phase 3 – Metrorail Station Fare Collection Equipment Replacement. The Contract may also include future purchases related to the expansion of the Transit System as DTPW continues with implementation of the SMART Program.
The project relates to the account-based back-end software system that will be used to collect fare from patrons utilizing the DTPW Transit System and associated standalone validators.
Computer Aided Dispatch and Automated Vehicle Location (AVL) technology are indispensable for the operation of a safe and efficient transit system. Modern CAD/AVL systems allows transit managers to understand, process, and react to schedule and route adherence (late, early, or offroute buses), and monitor headways and current bus loads. Further, these systems have the potential to be expanded to support:
• Bus/train arrival signage
• Voice announcements at stations and vehicles
• Communications with operators
• Manage content at on-board digital signs
This project provides for a multi-year technical upgrades to the Metrorail signaling system and the high voltage cabling system for the Metromover system.
• Produce reports and diagnose vehicle health
• Provide emergency alarms
• Interact with other infrastructure serving routes
The design guidelines currently being developed by DTPW provide a comprehensive framework for transit facility design, emphasizing the integration of effective wayfinding systems to improve accessibility and navigation for commuters and visitors alike. This document highlights the importance of clear signage directing users towards transit stops and hubs. Emphasizing wayfinding design, DTPW seeks to establish distinctive neighborhood identities while ensuring a positive user experience. Integrating wayfinding elements into branding strategies fosters a sense of direction and connection for individuals and communities, ultimately promoting multimodal transportation and enhancing overall accessibility.
Miami-Dade County’s STS program provides services to the community 24-hours a day - 7-days a week including on holidays. The program has 44,780 registered certified clients and it averages 5,548 trips weekday and 2,054 on weekends and is one of the largest and most respected in the nation.
STS provides:
• Door-to-door service throughout Miami-Dade County
• Free fares for STS EASY Card holders on fixed route service (Metrobus and Metrorail)
• Education for residents about the STS program.
In 2023, DTPW launched a series of new benefits for STS customers. These include:
• Extended service hours for trip reservations from 6 a.m. to 6 p.m.
• Stand-by vehicles were added to minimize service delays during peak times.
• Personnel added to monitor service and minimize delays.
• Negotiated pickup times as per ADA standards which allow scheduling flexibility up to one hour before or after the requested time to improve operational efficiencies.
DTPW is actively updating and expanding its paratransit software platform for dynamic booking, routing, route assignments, and incorporation of various micro transit modal options to accommodate current paratransit trips. The new platform will allow paratransit riders that are ambulatory to opt into this program which will optimize their trips based on trip details.
The program will be integrated with other micro transit systems such as MetroConnect, Freebee, Uber and Lyft, and will allow you to select which providers to add to the program for optimization of trips. A public interface app will be developed for users to reserve/request services. This will support greater efficiencies in delivering countywide special transportation services.
The electrification of Miami-Dade County’s Metrobus fleet is advancing the County’s climate action strategy, which focuses on ways to reduce emissions and ultimately build a resilient and sustainable community. The agency operates a fleet of more than 800 buses, not including spares. DTPW’s buses provide service throughout Miami-Dade County and offer commuter express services that extend into neighboring counties. Greenhouse gases (GHGs) from transportation sources contribute significantly to emissions in the South Florida region. Public transportation helps reduce these GHGs and other particulates by reducing overall vehicle miles traveled, thereby improving local air quality and public health. A transition to low- or zero-emission vehicles further assists in preventing the release of dangerous emissions into the atmosphere.
DTPW is committed to transitioning its fleet away from fossil fuel-based vehicles towards cleaner propulsion types that reduce the impact of emissions in our region. DTPW has already made major strides towards this program and has purchased one hundred 60-ft articulated zero-emission buses. It also has a fleet of 70 zero-emission 40-ft buses. DTPW has retrofitted its three bus garages with 25 electric chargers each to accommodate the new battery-electric 40-ft buses already in service. With all these combined efforts, DTPW will be operating one of the nation’s largest emission-free fleets
The Metrorail Acoustical Barrier Replacement Program involves the installation of new acoustical barriers along the Metrorail system where type “B” concrete barriers have been removed. These new barriers are designed to abate the sound/noise produced by passing trains. New acoustical barriers are being installed throughout the Metrorail system, with the exception of the Airport and Palmetto extensions. To minimize the program’s impact, most of the work is being carried out late at night and, when necessary, on weekends. In 2023, DTPW received approval from the Board of County Commissioners to expand the scope of work for the Metrorail Acoustical Barrier Replacement Program. With the approval of the Supplemental Scope, DTPW will now replace 100% of the existing acoustical barrier inventory, resulting in a consistent and homogeneous sound abatement system. The new barriers are being installed to help mitigate the sound/noise produced by passing trains.
A robust public transit network is essential for thriving societies where everyone can reach opportunities. However, transit systems across the nation face formidable challenges in meeting the ever-evolving needs of their communities. A prime example is funding shortfalls, which is a historical challenge that is being aggravated by the current conditions of increased material and labor costs.
Evaluation of existing conditions, rider surveys, and studies have identified several issues relevant to the current performance and future modification of the County’s transit system. These focus areas align with the pillars which form the framework of the CTMP. In addition, a comprehensive operations analysis of the newly implemented Metrobus system is being conducted to evaluate the revamped network.
A primary function of DTPW is to provide transit service to the greatest number of residents, commuters, and visitors. To that end, DTPW is continually seeking to improve service coverage, capacity and convenience. Metrobus service enhancements and capital projects, such as expansion of the rail network, are needed to make the transit system more connected to the places where people choose to work, play and learn.
Given limited resources, transit improvements must prioritize connecting high-demand areas, as identified through data on travel patterns and rider surveys. DTPW must also support environmental justice by identifying areas which may be historically underserved by transit or populated by a greater number of youth, disabled citizens, or senior citizens.
Besides expanding the County’s transit network, DTPW also focuses on improving the rider experience and decreasing travel times. This focus is particularly important for attracting riders who have the choice of driving a personal vehicle. When public transit is consistently slower than driving, passengers who have the means to drive will do so.
To provide efficient transit service, DTPW needs to ensure near-future viability of aging infrastructure through proper management and financial planning. A failure to follow sound infrastructure maintenance policies can lead to accelerated deterioration of transit fleets and facilities, resulting in unreliable service, costly repairs and reconstruction projects.
DTPW’s focus on the rider experience and goals to attract new choice riders emphasizes the need to address the community’s perceptions regarding the safety of transit stations and vehicles.
Safety is key to ensuring transit employees can perform their duties effectively.
As transit systems are necessary for sustainable and resilient cities and regions, transit vehicles and infrastructure should have a minimal carbon footprint and be resilient for use by future generations.
Transitioning to a zero emissions fleet is resource intensive and requires conversion of maintenance spaces that are in active use for operations as well as introduction of new facilities.
Climate events have caused flooding and other service disruptions across the transit system. As these conditions worsen, hardening transit, such as upgrading station facilities to better accommodate extreme weather, will only become more important.
The CTMP’s transit projects derive from ongoing or proposed initiatives that have been identified through a combination of policy directives, prior studies, regional plans and stakeholder input. Projects meeting the selection criteria are included in a data-driven process to develop DTPW’s prioritized list of transit projects.
A total of 61 transit projects underwent the prioritization process. These projects were categorized into groups according to their respective scopes of work. Four (4) groupings of transit projects were established:
SMART Program and other Premium Transit Corridors - Projects implement new dedicated transit infrastructure along strategic corridors. They expand a network of premium and rapid transit to connect to more key destinations, improve reliability and on-time performance, and add job opportunities within the transit industry. Improving access to high-quality transportation is furthered by realizing opportunities for TOC along these corridors. Those projects already identified as part of the SMART Program will maintain their respective priorities.
Transit Service Enhancement - Projects enhance the Metrobus network by updating transit routes to better serve customers, increase the frequency and reliability of service, increase the geographic service area, and speed up travel time. Corridors with high frequency bus service are identified as Metrobus High Capacity Corridors, where intersection and corridor improvements should be implemented to help transit operate more efficiently and reliable.
Transit Hubs - Projects relate to building or enhancing transit hubs including transfer nodes, bus terminals, and park-and-rides to improve riders’ access and experience. They decrease travel times and provide facilities for DTPW bus operators.
Infrastructure Renewal - Projects maintain a “state of good repair” and is not limited to capital facilities; DTPW also regularly evaluates its vehicles and other assets in order to develop a priority maintenance plan. Such improvements help enhance passenger safety by reducing service failures and preventable accidents.
A total of sixty-nine 61 unfunded transit projects were identified and underwent an evaluation as part of the CTMP transit project prioritization process. The projects have been organized or banded into three (3) priorities: (1) Priority 1, (2) Priority 2, and (3) Priority 3, which reflect a hierarchal relationship among the three bands or priorities. These projects reflect projects that are not completely programmed for funding in the Transportation Improvement Program (TIP) or other capital programs which may include partially funded projects. Projects that are funded in the TIP or elsewhere are considered “committed” project and, therefore, not taken through the prioritization process.
Priority 3
All transit projects were evaluated and scored in the same manner using a multi-point criterion supportive of the CTMP’s goals and objectives. Furthermore, these projects were ranked and prioritized within each of the four (4) distinct groupings: (1) Transit Service Enhancements; (2) Transit Hubs; (3) Infrastructure Renewal; and (4) SMART Transit, as previously detailed, to ensure a robust set of projects by type for each of the priority bands.
The SMART Transit project grouping was bifurcated to distinguish between the major corridor projects versus the supportive capital projects that could be advanced ahead of the major corridor project implementation. For the SMART Corridor projects, it reflects the current policy that each of the SMART corridors is of the highest priority and can be advanced immediately if the opportunity presents itself.
The prioritized project lists are displayed Table 9.1 to 9.5.
Biscayne Boulevard (Route 3) - Speed & Reliability Project
36 Street (Route 36) - Speed & Reliability Project
Aventura Mall to Downtown Miami
Lincoln Road and Washington Avenue to Le Jeune Road (NW 42 Avenue) along Collins and NW 36 Street
Metrobus High Capacity Corridor Program - Implement
intersection and corridor
TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Metrobus High Capacity Corridor - Implement
intersection and corridor
TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Metrobus High Capacity Corridor - Implement
intersection and corridor
Miami Shores, North Miami, North Miami Beach, Miami, Aventura, Unincorporated Beach, CBD, North
Douglas Road (Route 37) - Speed & Reliability Project
A1A (Route 100) - Speed & Reliability Project
MIC to Douglas Road Station
Downtown Miami to Aventura Mall along Collins Avenue and NE 199 Street
TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Miami Springs, Miami Beach, Miami, Hialeah, Unincorporated Beach, CBD, Central, Northwest
Coral Gables, Miami, Unincorporated CBD, Central
1
NW 20 Street (Route 20) - Speed & Reliability Project
MIC to Lincoln Road/ Washington Avenue Miami Beach
Metrobus High Capacity Corridor - Plan, design and construction of ITS improvements to improve the speed and reliability Bal Harbour, Surfside,Miami Beach, Sunny Isles Beach, Miami, Aventura, Unincorporated Beach, CBD
Metrobus High Capacity Corridor - Implement
intersection and corridor
TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Miami Springs, Miami Beach, Miami, Hialeah, Unincorporated Beach, CBD, Central, Northwest Priority 2
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Flagler Street (Route 11) - Speed & Reliability Project
Downtown Miami to FIU Modesto Madique Campus
Metrobus High Capacity Corridor - Implement intersection and corridor TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
27 Avenue (Route 27) - Speed & Reliability Project
Kendall Drive (Route 88/104) - Speed & Reliability Project
Coconut Grove to NW 183 Street
Metrobus High Capacity Corridor - Implement intersection and corridor TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Miami, Sweetwater, Unincorporated CBD, Central, Northwest,
Miami, Unincorporated Miami Dade, Miami Gardens, Opa-Locka CBD, North
NW 62 Street (Route 62) - Speed & Reliability Project
107 Avenue to Dadeland North Metrorail Station
East of Martin Luther King Boulevard to Biscayne Boulevard
Metrobus High Capacity Corridor - Implement intersection and corridor TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Metrobus High Capacity Corridor - Implement intersection and corridor TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Unincorporated Central
Priority 1
NW 7 Avenue (Route 77) - Speed & Reliability Project
Downtown Miami to NW 183 Street
Metrobus High Capacity Corridor - Plan, design and construction of ITS improvements to improve the speed and reliability
Miami, Unincorporated CBD, North
Priority 2
Unincorporated, Miami Gardens, North Miami, North Miami Beach, Miami Beach, CBD, North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40. Equity Resiliency
NW 12th /NW 21 Avenue (Route 12/21) - Speed & Reliability Project
NW 79 Street (Route 79) - Speed & Reliability Project
Northside Station to NW 20 Street
Hialeah Station to Lincoln Road/ Washington Avenue Miami Beach.
Metrobus High Capacity Corridor - Implement intersection and corridor
TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Metrobus High Capacity Corridor - Implement intersection and corridor
TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Miami, Unincorporated CBD, North
North Bay Village, Miami Beach,Miami, Unincorporated, Hialeah Beach, CBD, North, Northwest
17 Avenue (Route 17) - Speed & Reliability Project
Vizcaya Metrorail Station to NW 79 Street
NE 2 Avenue (Route 9) - Speed & Reliability Project
NE 125 Street/6 Avenue to Downtown Miami
Metrobus High Capacity Corridor - Implementation of intersection and corridor improvements to help transit operate more efficiently and reliably along corridors in the county.
Metrobus High Capacity Corridor - Implement
intersection and corridor
TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Miami, Unincorporated CBD, North
NE 125 Street (Route 125) - Speed & Reliability Project
Miami Dade College North to Collins Avenue/85 Street Miami Beach
Metrobus High Capacity Corridor - Implement intersection and corridor
TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
El Portal, Miami Shores, North Miami, Miami, Unincorporated CBD,North Priority 3
Bal Harbour, Surfside, Bay Harbor Islands, Miami Beach, North Miami, Unincorporated Beach,North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
E
NW 135 Street (Route 135) - Speed & Reliability Project
Opa-Locka TriRail Station to FIU Biscayne Campus
Implement intersection and corridor TSM&O improvements to improve the speed and reliability along corridors and improve peak and midday service levels to 15 minutes to create a Metrobus High Capacity Corridor.
Unincorporated, OpaLocka, North Miami, North Miami Beach Beach, North
NW 167 Street (Route 75) - Speed & Reliability Project
Golden Glades Park & Ride to Biscayne Boulevard
Metrobus High Capacity Corridor - Implement intersection and corridor TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Coral Way (Route 24) - Speed & Reliability Project
Brickell Metrorail Station to Le Jeune Road (SW 42 Avenue)
Hialeah, Unincorporated Northwest
NW 183 Street (Route 183) - Speed & Reliability Project
Okeechobee Metrorail to Aventura Mall
Metrobus High Capacity Corridor - Implement intersection and corridor TSM&O improvements to improve the speed and reliability along corridors with 15 mins or better transit service.
Implement intersection and corridor TSM&O improvements to improve the speed and reliability along corridors and improve peak and midday service levels to 15 minutes to create a Metrobus High Capacity Corridor.
West Miami, Coral Gables, Miami, Unincorporated CBD, Central
Miami Gardens, North Miami Beach, Aventura, Unincorporated, Beach, North, Northwest
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Beach CorridorMiami Beach Extension
Northeast Corridor
Beach CorridorDesign District Extension
Beach Corridor - Baylink
Kendall Corridor
Miami Beach Convention Center to 5 Street & Washington
Miami Central Station to West Aventura Station
Omni Station to N. Miami Avenue & 40 Street
Omni Metromover Station to 5 Street. & Washington
West Kendall Transit Terminal at SW 88 Street (Kendall Drive) & SW 162 Avenue) to Dadeland area Metrorail Stations
North Corridor
Flagler Corridor
East-West Corridor
Dr. MLK Jr. Metrorail Station to Unity Station
Tamiami Station to Downtown Intermodal Terminal
Tamiami Station to MIC at MIA
Dedicated bus facility on Washington Street. through Miami Beach Miami
Commuter rail line connecting Downtown Miami to Aventura
Miami, North Miami Beach, North Miami, Miami Shores, El Portal, Unincorporated
Metromover extension through Miami's Design District Miami
Rapid Transit connecting Midtown/Miami CBD to Miami Beach area. Miami, Miami Beach
Rapid Transit connecting the West Kendall Transit Terminal to the Dadeland area Metrorail Stations Unincorporated
Elevated Fixed Guideway Rapid Transit connecting Dr. MLK Jr. Station to Unity Station Miami Gardens, Opa-Locka, Unincorporated
Implement Premium Transit Service on Flagler Corridor Miami, Sweetwater, Unincorporated
Rapid Transit connecting western Miami-Dade County to downtown Miami via the MIC Miami, Sweetwater, Doral, Unincorporated
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Wynwood Park-and-Ride
Midtown Park-and-Ride
Aventura (SMART) Terminal
Park-and-Ride at TransitWay and Marlin Road
North Miami (SMART) Station
Little Haiti Park-and-Ride
Park-and-Ride at TransitWay and SW 264 Street / Bauer Drive
FIU / Biscayne Park-and-Ride / Transit Terminal
Dolphin Mall-Dolphin Station Connector Road
Drop-off / Pick-up at TransitWay Stations
Southland SMART Pedestrian Bridge & Transit Terminal
Northeast Corridor near NE 27 Street
Northeast Corridor near NE 39 Street
US 1(Biscayne Boulevard/SR 5) & NE 197 Street
SMART Plan - Northeast Corridor: O&M for Park-and-Ride facility
SMART Plan - Northeast Corridor: O&M for Park-and-Ride facility
Upgraded bus terminal to incorporate additional transit bays and operator services Unincorporated Beach
South Dade TransitWay at Marlin Road Construct Park-and-Ride facility Unincorporated South
Northeast Corridor near NE 125 123 Street
Northeast Corridor near NE 61 Street
South Dade TransitWay at SW 264 Street
Northeast Corridor near NE 151 Street
Dolphin Mall - Dolphin Station (HEFT/SR 836/NW 12th Street)
All TransitWay stops between SW 344 Street and Dadeland South Metrorail Station
SW 205 Street and South Dixie Highway (SMART Terminal)
SMART Plan - Northeast Corridor: O&M for Park-and-Ride facility North Miami North
SMART Plan - Northeast Corridor: O&M for Park-and-Ride facility
SMART Plan - South Corridor: Construct Park-and-Ride facility Unincorporated South
SMART Plan - Northeast Corridor: O&M for Park-and-Ride facility North Miami, North Miami Beach North
Improve connection with Dolphin Station Sweetwater Northwest
Design, and construction of kiss and ride areas at or in close proximity to the SMART Plan South Corridor. Unincorporated South, Central
Construction of a Metrobus terminal with operator facilities and pedestrian bridge connecting terminal to TransitWay Cutler Bay, Unincorporated South
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Culmer Station Accessibility & Circulation Analysis Culmer Station
Miami Beach City Hall / Convention Center Intermodal Terminal
Historic Overtown/ Lyric Theatre Station Upgrade/Improvements
North Side Station Accessibility & Circulation Analysis
Miami Beach Convention Center at 17 Street & Washington Avenue
Enhance passenger and pedestrian access and circulation
Construct a transit terminal facility with bus bays for Local, Express and Future Routes. Miami Beach Beach
Station Improvements
Northside Metrorail Station Enhance passenger and pedestrian access and circulation
Brickell Station Accessibility & Circulation 1001 SW 1 Avenue
Dadeland North Station Accessibility & Circulation Analysis
Enhance passenger and pedestrian access and circulation at and in between the Brickell Metrorail and Metromover Station.
Dadeland North Station Enhance passenger and pedestrian access and circulation
South Miami Station Accessibility & Circulation Analysis South Miami Station
Red Road Transit Hub Red Road (57 Avenue) at NW 167 Street
Sunshine Station / Golden Glades
Multimodal Transportation Facility Kiss-and-Ride and Pedestrian Bridge
Expand Park-and-Ride Facility at Dadeland North
Metrorail / Tri-Rail Bus Hub Improvements
A pedestrian bridge over the South Florida Rail Corridor connecting to a new kiss and ride
Dadeland North Metrorail Station
Enhance passenger and pedestrian access and circulation
CBD
A new kiss-and-ride and pedestrian connection bridge west of GGMTF Opa-Locka North
Expand park-and-ride and construct a new parking garage Pinecrest, Unincorporated Central
Tri-Rail/Metrorail Transfer Station
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Reconstruction of the existing Tri-Rail / Metrorail Transfer Facility into a modern multimodal transit hub with convenient and safe access Hialeah Northwest Equity Resiliency
Brownsville
Station Accessibility & Circulation Analysis
Hialeah Station Accessibility & Circulation Analysis
American Dream Mall
Transit Terminal
Brownsville Station
Hialeah Metrorail
East of HEFT and west of I-75 between NW 170 Street and the intersection of I-75 and HEFT
Enhance passenger and pedestrian access and circulation at Brownsville Unincorporated North
Enhance passenger and pedestrian access and circulation at the Hialeah Station
DTPW Bus Operations Training Center
Central Admin Building
Hialeah Northwest
Construct Transit Center with 10 bus bays, 2 layover bus bays, passenger waiting areas, bus operator comfort station, ticket vending and other transit amenities. Unincorporated Northwest
Maintenance Garages
Filling of Bay Pits and Floor
Leveling
Fifth Street Station 600VAC
Cable replacement and transformers
Maintenance Garages
Renovation of SWCAB 2nd floor office space to provide a modern Training Center with simulators for bus operators. The Training Center will include cubicles for instructors, a meeting room and a simulation training center with one simulator and future capacity for another one.
This project will increase total workspace and the number of bays available to perform axle and suspension repairs.
Unincorporated
Unincorporated
Central, North
Fifth Street Station Remove existing, purchase and installation of new Miami CDB
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher.
*Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
Construction of Bus
Maintenance Paint Booth Project Maintenance Garages
Procurement of Mobile
Column and Platform Lifts Maintenance Garages
The construction of paint booths is needed to prevent paint odor and toxins from escaping into the atmosphere in a shop environment. The funding of this project protects the health and safety of our employees. The painting of a vehicle without a paint booth is an environmental violation of the federal Clean Air Acts
Purchase of mobile column lifts to lift a variety of bus types quickly, efficiently, and safely. Also includes replacement of 8 platform lifts that are at the end of their useful life. The mobile lifts will provide a greater degree of repair flexibility as they can be used on various fleet types (40 ft. and 60 ft. buses).
Unincorporated
Unincorporated
Inground Frame Pulling Machine Maintenance Garages
A/C
(Coral Way Bus TRB & Garage)
Way Bus TRB & Garage
Purchase and installation of large fixed frame machine used to straighten the frame of a bus vehicle after it has been damaged in an accident. It can also be used to measure the dimensions of the frame to ensure that it is in the correct frame alignment.
Renovation of the existing auditorium facility to replace the flooring, tables, chairs and non-functional audio/video equipment. This facility is used in the classroom training of each new bus operator class. Project will update and modernize the facility.
A/C Replacement (Coral Way Bus TRB & Garage) (IRP373)
Unincorporated
Central, North
* Resiliency-designated CTMP projects are projects located either in Miami-Dade County’s FEMA Flood Zones AE or AH, or in areas with a Heat Vulnerability Index of four or higher. *Equity-designated projects are projects located in disadvantaged areas as per USDOT’s Justice 40.
THIS PAGE INTENTIONALLY LEFT BLANK
As part of DTPW’s major bus system overhaul evaluation, a geospatial based analysis was conducted to understand where the transit system’s focus areas and gaps are consistent with the CTMP’s pillars - Safety, Equity, Resiliency, Connectivity, and Efficiency. The analysis should serve as a guide to target future transit investments and improvements may be warranted in the County beyond those projects identified within the CTMP.
For the analysis, several measures were used to assess the transit system, including:
• Heat Vulnerability Index (HVI)
• Equity (Justice 40)
• Current Population and Employment Densities
• Future (2045) Population and Employment Densities
• High-Capacity Transit Corridors
• Freebie Service Areas
• MetroConnect Service Areas
The results from this analysis are reflected in the overlay map which identifies the focus and gap areas within Miami-Dade County. These focus areas are mainly concentrated in the urban core including downtown Miami, Miami Beach, midtown, Allapattah, Little Havana, and expands to other parts of the Miami-Dade County such as Homestead, Cutler Bay, Dadeland, South Miami, Sweetwater, Liberty City, Hialeah, Aventura, and Miami Gardens. These focus areas encompass, to a large degree, the areas along the SMART Program corridors.
This gap analysis also informs steps for the future transit supportive and project development activities that will be considered as part of the CTMP annual update process for transit projects.
Additional evaluation and analysis is needed to determine specific transit improvements and investments in these identified areas. The transit focus areas throughout the County identify future transit improvements and potential investments that address transit access and service in areas of disadvantaged populations, as well as areas with existing and future high population and employment densities. Future investments and improvements should be coordinated with SMART Program Corridor initiatives to support the goals of the program, as well as efficiently implement transit improvements in the County.
Tunnel engineering continues to advance as an option for the implementation to further optimize mobility through underground infrastructure for multi-modal transportation. A recent study completed by the Miami TPO, evaluated various tunneling technologies to include small diameter and large diameter tunnels to accommodate vehicles with varying passenger capacities. In conclusion, emerging tunneling technologies show potential to increase speed and reliability by providing dedicated and unobstructed exclusive lanes for transit vehicles.
Making transit easy and possible has many benefits, one of which is increased ridership. One solution that has been implemented in several cities in the US is the Universal Transit Pass.
Autonomous driving technology has the ability to help many transit agencies across the country be able to provide service for all trip types and needs around the clock. With trial programs and partnerships in effect in various locations and climates, from Gainesville, FL. to Rochester, Minn. data collected within various trials will be useful to analyze the service’s effectiveness. Successful implementation of autonomous vehicles (AV) and transit shuttles routes could lead to complete redesigns of streets to not only just accommodate the AVs, but also reduce urban heat island effects and roadway injuries through the reduction of impervious surfaces, better stormwater management, and a pedestrian-focused streets.
Fleet
Electrification
The County is actively reducing greenhouse gas (GHG) emissions by electrifying its fleet. In the last two years, 75 battery-electric Proterra buses have contributed to a 230,000-pound annual GHG reduction. The goal is for 10% of the Metrobus fleet to be batteryelectric and 73% to be Compressed Natural Gas (CNG) buses, known for lower emissions and better reliability than diesel. Operational policies, like the “Fleet Fuel Efficiency Purchase” Policy, guide the acquisition of zero and low-emission vehicles. Integration of technologies, including idle-reduction, GPS, and telematics, has significantly reduced emissions in the existing fleet, aligning with the County’s commitment to a smaller carbon footprint.
In an effort to provide access to mobility services for the entire community that are safe, reliable, and equitable various types of technology is emerging with a focus on the passenger experience to encourage people to use alternate modes of public transportation through applications of integrated fare payment systems and user-friendly software to provide users with seamless, multimodal transportation options. In Miami-Dade County, the Miami-Dade GO app and the MetroConnect On demand services provide innovative service delivery models to the benefit of the community through improved mobility and an enhanced passenger experience for more efficient travel throughout the County.
Waterborne transportation has the potential to improve mobility, increase accessibility and support development objectives. As part of a seamless transportation system, water-based modes can extend the coverage and enhance the viability of public transportation in existing congested and constrained transportation corridors. DTPW has tested potential service routes between locations on the mainland and beach communities utilizing the various channels in the Biscayne Bay waterway. Miami-Dade County continues to evaluate waterborne transportation as a viable alternative mode to address traffic congestion and extensive travel time delays. The Miami TPO has studies and currently working on a comprehensive plan identifying ridership characteristics feasibility for new landing site. The sea port is currently evaluating different waterborne transportation technologies, including sea gliders.
Miami-Dade faces transport challenges due to network constraints and anticipates growth. As an innovative County, it explores alternative transportation solutions, focusing on the Urban Air Mobility (UAM) Study by Miami-Dade TPO. The study, in collaboration with public and private partners, identifies policy and infrastructure needs for sustainable UAM growth, emphasizing dedicated infrastructure, connectivity to transportation hubs, and airspace management policies.
Aerial Cable Transit (ACT) use within the context of urban mobility has only recently started to gain momentum as a potential medium-capacity, low capital investment transit solution in U.S. cities. Similar to how different urban rail transportation system designs, vehicles, and operations change the system capacity and cost, ACT has several different system types that changes the capacity and costs of the mode. These differences were analyzed in a 2016 MiamiDade TPO ACT Study.
The CTMP is a vital tool for strategic development of transportation infrastructure in MiamiDade County. It serves as a roadmap for achieving DTPW’s objectives, detailing the necessary resources and steps for efficient and effective project execution. Ultimately, the CTMP serves as a guide for delivering a reliable, efficient, and inclusive transportation system in Miami-Dade County, contributing to the community’s overall well-being and economic growth.
This section of the plan provides an overview of budgetary considerations, financial needs, and funding opportunities to facilitate the efficient allocation of resources. In addition, it includes an implementation plan that outlines the steps to effectively execute and coordinate projects. This approach not only ensures sustainable growth and improved connectivity for Miami-Dade County residents, but also aligns with the CTMP’s vision and goals of developing and integrated project approach and equitable investment outcomes.
This chapter delves into funding sources available to DTPW and how they can be leveraged with federal, state and other programs. It focuses on identifying funding needs, aligning resources with transportation programs, and identifying funding by program to align projects.
This chapter outlines the implementation plan, which includes processes and coordination strategies for efficient project delivery. It highlights the collaborative efforts among county departments, municipalities, and other agencies, enabling DTPW to progress multi-faceted projects. Furthermore, it details the annual CTMP update process and the essential policies required for the successful execution of the plan.
This chapter includes:
+ DTPW Budget Overview
+ Funding Sources
+ Local Financing Options
+ CTMP Funding Need
The Miami-Dade DTPW has identified over 1,200 capital improvement projects within the CTMP. These projects aim to address multimodal needs for bicycles, pedestrians, transit, roadways, and freight across Miami-Dade County. Implementing these prioritized project improvements requires additional funding throughout the 20-year planning horizon of the CTMP.
A financial analysis was conducted to forecast available revenues for future funding of these projects. This chapter summarizes major local, state, and federal funding programs and revenues, providing an estimated forecast through the year 2045. It is important to note that these identified funding programs and revenues may already be allocated to specific projects over the next 20 years. Therefore, coordination among various agencies is essential to identify capital investment priorities and seek additional funding sources for the CTMP’s implementation.
As the County’s public transit service provider, DTPW also oversees the planning, construction, and maintenance of a safe and efficient system of roads, bridges, causeways, drainage, pathways, traffic signals, signs, and streetlights. DTPW is responsible for implementing all County highway, public works, and neighborhood improvement projects included in the Capital Improvement Plan, the Transportation Improvement Program (TIP), the Building Better Communities General Obligation Bond (BBC GOB) Program, and the People’s Transportation Plan (PTP) Program.
Annually, DTPW prepares a budget and multi-year capital plan to advance a range of transportation options to meet the demands of Miami-Dade County while promoting a safe, connected and accessible transportation network.
The capital plan identifies investments that enhance the transportation network through multimodal infrastructure improvements. This includes new transit projects and services, roadway and safety improvements as well as the construction of bike lanes and pedestrian-friendly infrastructure. DTPW’s capital plan accounts for available funding sources and timelines for project implementation. It also involves coordination and collaboration between Federal, State and County agencies and other transportation stakeholders to ensure successful project implementation.
Overall, DTPW’s capital plan aims to create a balanced and efficient transportation system to meet the needs of a diverse range of users, improve mobility, and support economic growth and sustainability.
DTPW’s capital and operating expenses are funded by a wide range of local, state, and federal sources. The FY 2023 – 24 Adopted Budget and Multi-Year Capital Plan funds $10 billion in capital improvement projects through FY 2028-29.
The budget, categorized by mode, is outlined below.
DTPW FY 2024 Adopted Budget and Multi-Year Capital Plan 2024-2029
* FY2023-24 Adopted Budget, https://www.miamidade.gov/resources/budget/adopted/fy2023-24/transportation-and-public-works.pdf
$10 Billion $4.6 Billion BUDGET
An overview of revenues that flow to Miami-Dade County and DTPW are provided according to local, state, and federal funding sources. Each source is projected to coincide with the 20-year planning horizon of the CTMP or year 2045. Revenues for DTPW are based upon the most recently approved version of the Pro Forma for Fiscal Year 2023/24. Gas tax revenues and road impact fees were prepared consistently with information made available from the County Office of Management and Budget (OMB) during the County’s 2023/24 budget cycle and multi-year plan.
The Federal and State programs that flow through the County’s Transportation Planning Organization (TPO), and more specific revenue estimates that are generated by and/or flow directly to Miami-Dade County and DTPW are presented in this section. Throughout this section, the figures draw from various sources such as the Florida Department of Transportation (FDOT) 2050 Revenue Forecast Handbook, information from DTPW Pro Forma, Miami-Dade County FY 2024/25 Adopted Budget, and the 2022 Local Government Handbook.
• Revenue estimates are provided by FDOT via the 2050 Revenue Forecast Handbook for MPO level estimating.
• Revenue estimates by certain federal and state programs including Surface Transportation Block Grant (STBG), Transportation Alternatives set-aside (TA), Carbon Reduction Program (CRP), State Highway System (SHS) (non-SIS), Other Roads (non-SIS, non-SHS), and Non-SIS Transit. This excludes Florida New Starts and Transit discretionary funds.
For purposes of the analysis, figures stated to be available in years 2041-2050 in the Revenue Handbook were reduced by 50% to account for the shorter period stated here (2045).
The forecasted Federal and State funding programs can potentially fund CTMP projects according to the designated eligibility as defined under each funding source.
Non-SIS Transit Formula
$812M $751M
Surface Transportation Block Grant
$521M
State Highway System (Non-SIS)
$259M
Other Roads (Non-SIS, Non-SHS)
$150M
Carbon Reduction Program
$141M
Transportation Alternatives Set-aside
Technical and operating/capital assistance: transit, paratransit, ridesharing
Off-system roads owned by counties/municipalities that are not on the SIS or SHS
Highway improvements on the SHS for SIS connectors owned by local governments, or other approved programs
Projects designed to reduce transportation emissions (CO2) from on-road highway sources
Pedestrian and bicycle facilities, recreational trails, safe routes to school, historic preservation, vegetation management and environmental mitigation
Flexible funding to address state and local transportation needs
The local revenue projections included here are based on the most current Pro Forma inputs to the Five-Year Plan Budget Book through Fiscal Year (FY) 2029. The remaining years are extrapolated from the full Pro Forma planning document.
The projected level of available local revenues over the next 20 years is approximately $5.8 billion. Local revenues include:
• State of Florida imposes Constitutional and County fuel taxes; shared with local agencies via formula.
• Miami-Dade County imposes three (3) distinct local fuel taxes:
• Fifth cent. (Only 3/5 of the Fifth cent tax is currently levied)
• Sixth cent.
• Ninth cent.
• Mobility fees replaced the traditional Road Impact fee which will now enable the County to apply further flexibility in funding and developing transportation projects beyond roadway enhancements.
• Transportation Infrastructure Improvement District (TIID) captures the anticipated taxable value increases as a result of an expanded County transportation corridor.
The forecasted local revenues and eligible uses can help fund CTMP projects as defined for each local funding source.
$506M
Transportation Infrastructure Improvement District (TIID)
Transit, Roadway, Bike, Pedestrian (Capital Improvement)
Mobility Fees
Transit, Roadway, Bike, Pedestrian
Transit, Roadway, Bike, Pedestrian (both Transit and Public Works)
Fifth, Sixth, Ninth Cent
Roadway
Constructional & County Fuel Tax
*Eligible roadway uses may also directly benefit over the road freight through capital improvements implemented within the freight network.
The People’s Transportation Plan (PTP) was approved by Miami-Dade County voters in 2002 and funded by a half-cent dedicated sales surtax for the implementation of transit improvement projects. The PTP has now evolved into the Strategic Miami Area Rapid Transit (“SMART”) Plan, signifying the County’s largest and most intensive capital expansion initiative. The Pro Forma, the FY 2023-24 Adopted Budget, and the Multi-Year Capital Plan include the project development and planning for the rapid transit corridors in the SMART Plan.
Plan Revenues (Continued)
• Department of Transportation and Public Works benefits from the ½ cent sales surtax.
• Pro Forma forecasts unassigned contributions available for the SMART plan of approximately $975 million through 2045.
• This is in addition to / above the existing applications of the surtax revenues towards PTP eligible capital and operations.
• Any PTP eligible project can be funded from this source.
• Importantly, as capital expansion projects are brought online, they will require additional resources for ongoing operations and maintenance, which will reduce the availability of surtax revenues for additional capital projects.
SMART PLAN CONTRIBUTIONS Through 2045 2024-2025 2026-2030 2031-2035 2036-2040 2041-2045
A significant portion (over 75%) of revenues is generated at the local level. However, to create a coordinated and impactful transportation network addressing the County’s needs, the comprehensive summary provides an overview of the funding estimated to be available throughout the planning horizon of the CTMP. However, the identified funding revenues may have already been programmed and allocated to specific projects through 2045. Additional funding will be required for the implementation of CTMP projects. It is expected that various local agencies will work to coordinate the priorities of the capital program and various revenue sources.
Approximately $9.4 billion of total funding through various federal, state, and local sources is anticipated for the entire planning period of the CTMP. However, more revenues may become available through the normal operations of DTPW, such as Federal Transit Administration (FTA) and FDOT discretionary capital grant programs.
Due to the competitive and uncertain nature of the competitive grant programs, both in timing and amount, they are not certain to be received and are not reflected in the financial analysis from the CTMP. Application of these funding sources may be dedicated to specific project types and may be at the discretion of other local entities, such as the TPO.
CTMP FUNDING SOURCES Breakdown Overview
Other funding sources to address the CTMP unfunded needs include competitive local, state and federal discretionary grant programs and local financing options. Each local financing source is listed below with consideration of potential funding capacity and the definition of eligible project types. An outline of local financing options that could be utilized to fund the implementation of CTMP projects include the following.
• Funding Capacity: Unlimited, dependent on millage levy.
• Eligible Project(s): Any capital project approved in the referendum process.
• Funding Capacity: The amount exceeds $1 billion, but it is significantly influenced by the constraints of the operating budget.
• Mobility fees can provide source of repayment.
• Eligible Project(s): Any capital projects of benefit to the County.
• Funding Capacity: The amount exceeds $1 billion, however greatly depends on the annual usage of surtax within the operating and capital budget.
• Eligible Project(s): Any PTP eligible capital projects.
• Funding Capacity: Dependent on operating budget constraints.
• Eligible Project(s): Eligible transportation equipment (buses, trains, other).
• Funding Capacity: Approximately $200 million upfront bonding, based on FY 2023 revenue of $29.9 million and 200% debt service coverage. Remaining revenue after debt service of approximately $15 million will be additionally available on an annual basis.
• Eligible Projects: Eligible transportation projects as provided by Ordinance.
The total CTMP unfunded need is approximately $4.6B that includes more than 1,200 identified projects. While the capital investment required to implement the CTMP currently exceeds what’s available to DTPW, the agency is actively working to explore new avenues and opportunities for additional resources. They are also seeking efficiencies in project delivery to advance their projects.
The estimated capital investment necessary for CTMP implementation, categorized by mode and project type, is outlined as follows:
New Sidewalks
Sidewalk Gaps
Pedestrian Facility Improvements
Safety Operations & Traffic Calming
Traffic Signals
Capacity Improvements
Intersection Improvements
Roadway Resurfacing
Bridge Projects
* The CTMP Unfunded Need represents the local capital cost that remains unfunded and does not account for additional funding expected to be generated from federal and state funding sources.
The circle graph illustrates the distribution of funding sources for both capital and operating expenditures within the SMART Program. The SMART Program’s funding composition is primarily supported by local, state, and federal revenue sources. The total cost of implementing the six (6) SMART Corridors, including capital and operating expenses, amounts to $7.7 billion. Local capital funding, which constitutes the most substantial portion of the SMART Program at $3.7 billion, has $1.7 billion already earmarked as funded within DTPW’s Multi-Year Capital Plan 2024-2029, leaving an unfunded need of $2 billion.
A comparison between the CTMP estimated project cost with the adopted Capital Improvement Plan (FY 2023-24) is presented to demonstrate the latest unfunded need according to project type by mode. The CTMP projects are representative of the most recent input obtained from extensive DTPW coordination (Planning, Safety and Security, Operations, Infrastructure, Major Projects and Programs) and with other County departments, agencies, transportation stakeholders and the public.
While the CTMP cost results in a increase in unfunded costs the CTMP reflects those projects identified over a 20-year planning horizon compared to the five-year Multi-Year Capital Improvement Plan.
TOTAL UNFU NDED NEED (000 s) CTMP Unfunded $ 4,582,100
$ 3,148,722
This chapter includes:
+ Project Coordination
+ Annual Update Process
+ Implementation
+ Monitoring and Evaluation
+ Project Intersection Review
+ Fulfilling the Vision
The CTMP has established foundational pillars crafted to guide the plan’s vision and goals. The preceding chapters have laid out a comprehensive framework, established a project prioritization process, and thoroughly reviewed the modal network across all transportation modes—freight, roadway, transit, bike, and pedestrian. A prioritized list of projects have been developed to enhance the connectivity of the County’s transportation network, accompanied by Key Performance Indicators (KPI). Additionally, a financial review was conducted to assess funding revenues and resources, integrating them with the CTMP’s various project programs.
This chapter is dedicated to synthesizing these elements to guide the implementation process of project planning, delivery, and coordination for efficient execution. The chapter proposes recommended processes and strategies for effective project delivery, emphasizing the importance of collaboration among county departments, municipalities, and various agencies. This collaboration is crucial for advancing complex projects. Additionally, the Implementation Plan outlines the annual CTMP update procedures and the key policies necessary for the Plan’s successful execution.
The CTMP is a critical tool for strategically developing Miami-Dade County’s transportation infrastructure. It acts as a comprehensive guide for achieving the CTMP’s goals, detailing the vital resources and methods required for efficient project implementation. By uniting all elements of the CTMP, it directs the establishment of a reliable, efficient, and integrated transportation network, thereby enhancing the community’s collective well-being and fostering economic growth.
An emphasis of the CTMP is the development of synergy between county departments, municipal and transportation agencies. This collaboration is not only a foundational principle but also a continuous thread that permeates every project phase. By prioritizing coordination, the CTMP synchronizes diverse perspectives, optimizes resources, and aligns efforts towards a unified goal of enhancing services for Miami-Dade County residents and visitors. This coordination fosters the identification of innovative transportation planning strategies by understanding and integrating these critical issues, initiatives, and policies of other agencies. It leads to the development of comprehensive projects that address safety, equity, resiliency, connectivity, and efficiency. This integrated approach ensures a seamless progression of projects from inception to completion, which is crucial for delivering efficient and effective transportation solutions that cater to the community’s needs.
The CTMP is focused on identifying methods to improve project coordination among various Miami-Dade County Departments, external transportation agencies, and municipal partners. This process involved numerous workshops and coordination meetings, leading to the identification of opportunities for better coordination and the development of multi-faceted projects targeting various County initiatives.
During the development of the CTMP, several county department workshops were hosted. These workshops aimed to understand the projects, initiatives, and programs that various departments were working on, and to discuss coordination and data sharing opportunities. Through this collaborative effort between county departments, it aided in the development of the CTMP’s Framework and Project Prioritization criteria, thus ensuring the CTMP’s project prioritization criteria aligns with the CTMP’s Pillars and MiamiDade County’s goals.
DTPW should continue hosting workshops on an annual to biannual basis. This allows the various departments to exchange their knowledge and data resources to aid in each other’s planning efforts. By sharing data and knowledge between departments, projects can be developed that support the broader goals of both DTPW and the County.
Furthermore, the table below highlights coordination efforts which were identified through this process that DTPW is integrating into their planning processes:
TABLE 11.1 County Department Coordination Table
Miami-Dade County Department/ Outside Agencies Planning Initiative
Office of Resilience
Heat Index and Transit Passenger Amenities
Parks, Recreation and Open Spaces (PROS)
Urban Tree Canopy Assessment/ Bicycle and Pedestrian Planning
Regulatory and Economic Resources (RER)
FEMA Flood Maps and Roadway Resiliency
Office of Resilience
Extreme Heat Toolkit/ Resurface Roadways with Cool Pavement
Miami-Dade Homeless Trust/ Community Action and Services Department (CASD)
Identify and Provide Assistance to Homeless around Transit Hubs and Stops
Description
Miami-Dade County's Office of Resilience developed a Heat Vulnerability Index for Miami-Dade County. DTPW plans to incorporate this data as part of their planning efforts for Transit Passenger Amenities to ensure protective measures are in place to shield transit riders from extreme heat.
PROS developed a Miami-Dade Urban Tree Canopy Map. This data can be used to guide the integration of tree planting for shade in bicycle and pedestrian projects, enhancing user comfort against extreme heat and aiding in carbon footprint reduction for the County.
FEMA flood maps are recommended to be used to inform DTPW about highrisk flood areas, enabling them to design roadways with improved drainage and elevation to withstand flooding. These maps can aid in prioritizing which transportation routes require fortification to ensure they remain functional during flood events, contributing to overall community resilience.
The Office of Resilience created an Extreme Heat Toolkit, highlighting the use of innovative cool pavements to mitigate the urban heat island effect. Collaboratively, DTPW and Office of Resilience can work in partnership to conduct a pilot to test the effectiveness of cool surface materials in reducing temperatures.
This initiative seeks to help identify transit stops and hubs with a high propensity of homeless activity and work together with Miami-Dade County Homeless Trust and CASD to provide needed services and support to those in need, such as health and housing assistance.
Municipal coordination is a key component of the CTMP. During the CTMP development process, DTPW hosted several meetings and workshops with its municipalities to gain an understanding of the efforts they are undertaking, their community goals, and challenges, as well as to gather input on methods and tools DTPW can use to better coordinate and collaborate with municipal partners. Through these meetings, several coordination opportunities were identified.
Through the CTMP, DTPW hosted its first municipal workshop. The municipal workshop served as a knowledge exchange between DTPW and its municipal partners. As an innovative approach, it is recommended that DTPW continue to hold these workshops biannually as part of the CTMP Annual Update. Participants expressed interest in attending ongoing workshops, finding the knowledge gained valuable. They also appreciated the opportunity to discuss planning efforts among agencies. An element of the workshops should be dedicated on hosting sessions with municipalities regarding the CTMP to coordinate projects and discuss municipal efforts. The goal of the discussion is to gather information to help identify potential project overlaps, partnerships, or service improvements for constituents. Additionally, the workshops should be used as an opportunity for DTPW to inform and engage with municipalities on other subject matters, such as key DTPW initiatives and programs, and to provide updates on policy and permitting changes.
Based on the feedback received from municipal attendees at the workshops, there was interest and inquiries about opportunities for collaboration and partnerships for project funding through grants. Municipalities expressed a desire for the County to collaborate more closely with municipalities in pursuing joint grant applications to advance projects. Additionally, during the workshops, discussions about Mobility Impact Fees (MIF) arose. Municipal partners expressed an interest in the County providing more information and coordination regarding MIF projects within their jurisdictions. Through CTMP coordination efforts, DTPW should consider developing policies and processes to encourage more grant partnerships with municipal agencies and explore ways to inform municipal agencies about MIF projects within their jurisdictions.
Based on the feedback received at municipal workshops, several recommended strategies were identified to further municipal coordination such as:
Biannual Municipal Workshops - DTPW should host biannual workshops with municipal partners to serve as a knowledge exchange platform where agencies can discuss ongoing efforts, community goals, challenges, and coordination methods.
CTMP Focus: A dedicated session for municipalities to share updates on their projects and for DTPW to identify potential overlaps or collaboration opportunities.
Partnership Highlights: To enhance these workshops, DTPW can bring guest speakers to provide insights and advice to demonstrate partnership success.
Holistic Engagement: Beyond CTMP, workshops should include other topics like DTPW initiatives, programs, and policy changes to foster holistic engagement.
Establish a Joint Grant Application Framework - This strategy would outline the process for identifying joint project opportunities, coordinating grant applications, and sharing funding responsibilities.
Project Identification: Collaborate with municipal agencies to identify potential projects that align with both city and County goals.
Grant Application Coordination: DTPW and municipal representatives work together to prepare grant applications. Clear guidelines should be established for roles, responsibilities, points of contact and deadlines.
Funding Allocation and Joint Agreements: Establish a policy to address how grant funds will be allocated between the County and municipalities. It could be based on project scope, cost, impact, or other relevant factors.
Grant Management, Reporting & Evaluation: Establish procedures for grant management and reporting requirements to ensure timely submittal of required reports for grant reimbursements.
Mobility Impact Fee (MIF) Coordination- This strategy focuses on enhancing coordination regarding MIF projects to streamline communication and information sharing.
Project Inventory: Develop and maintain an up-to-date inventory of MIF projects within each MIF zone to easily provide information or respond to requests regarding MIF projects.
MIF Updates: Provide updates to municipal partners regarding MIF projects, including project information and schedules. Additionally, keep municipal partners updated on MIF policies, procedures, and best practices.
Collaborative Decision-Making: When planning for MIF projects, develop a MIF planning session by MIF Zone with municipal representatives. These joint discussions help to identify synergies, avoid duplication, enhance coordination, and foster community support for MIF projects.
Coordination between DTPW and its transportation agency partners is crucial for an integrated and efficient transportation system. DTPW coordinates and partners extensively with these agencies on various projects that have a regional impact on Miami-Dade County. Miami-Dade County boasts a robust and diverse transportation network, and proper coordination with these larger agencies ensures that efforts are harmonized and mutually supportive, thereby improving the regional network. This collaboration optimizes resources, reduces redundancy, and saves taxpayer money. It also enhances safety by holistically addressing transportation issues. Ultimately, this partnership improves service delivery, providing better transportation options and enhancing the quality of life for residents.
Chapter 2 highlighted the development of an interactive municipal planning tool which was created as part of the CTMP to enhance project coordination. This web-based mapping tool developed by DTPW, gathers capital project information from municipalities, enabling DTPW and municipal agencies to view inter-agency project details. The tool’s purpose is to foster collaboration on capital investment projects that affect the same transportation facility. DTPW should continue to promote its use and the sharing of data among municipal agencies to ensure continual updates. The tool allows municipal agencies to compare their projects with those of the County and neighboring municipalities to improve interagency coordination. DTPW should develop processes to ensure the information displayed in this tool remains up to date and accurate such as:
1. Promote Regular Data Sharing: DTPW should actively encourage municipal agencies to consistently share their project updates within the tool. By encouraging data exchange, the tool’s information will remain current and relevant for interagency coordination.
2. Establish Collaborative Partnerships: Through collaborative efforts with municipalities, DTPW can ensure that all relevant project details are promptly entered and updated.
3. Implement Quality Control Processes: DTPW should institute quality control mechanisms to verify the accuracy of information within the tool. Regular audits, validation checks, and feedback loops will help maintain data integrity and reliability.
Miami-Dade County Internal Services Department (ISD) has developed a tool called Approaching Construction Together (ACT), which is designed to help facilitate enhanced coordination between County Department’s at various stages throughout project development and construction process. The goal of this tool is to set forth a unified approach capital project coordination between county departments and other governmental entities, facilitating intergovernmental collaboration, bettering the use of County resources, and minimizing construction related disturbances to residents a part of related to projects that impact streets, sidewalks and public utilities.
The information provided by this tool allows users to view the project boundary, scope of work, project timeline, and the project manager’s contact information. The ACT Viewer highlights projects that share common timelines and boundaries and automatically notifies departments of overlaps for potential collaboration opportunities.
This tool is also designed to be used by outside agencies, such as FDOT, utility companies, and municipalities. The tool has been newly developed. Miami-Dade County plans to bring on more agencies to participate in the program to improve coordination during project delivery. The ACT Viewer currently encapsulates data from the following agencies:
• Miami-Dade County Department of Transportation and Public Works
• Miami-Dade County Water and Sewer Department
• Florida Department of Transportation (FDOT)
• City of Miami
• City of Coral Gables
DTPW is in the process of developing a data-driven project prioritization tool. This tool will be used to automatically rank future CTMP projects based on the project prioritization criteria established as part of the CTMP. This GIS-based tool will utilize the project’s location and compare it against the evaluation criteria outlined in Chapter 5 to determine how well a project aligns with the CTMP policies.
The tool will generate a priority ranking for each project, providing DTPW with insights into how effectively a project can progress and meet their policy goals. This ranking can guide DTPW in determining which projects should be prioritized for further implementation to deliver multifaceted projects. It can also aid in identifying projects that may be strong candidates for funding grant opportunities based on the project’s ability to meet certain grant eligibility criteria. Furthermore, it can serve as a guide for discussions during DTPW’s capital improvement programming and development process.
The CTMP is a significant step forward by DTPW to create a road map for the success of the department’s project delivery in short, medium, and long range periods. The multimodal improvements identified in the CTMP are carried out through priorities identified in the technical analyses conducted during the preparation and update of the CTMP. As such, the CTMP is intended to be a living document and adaptable to the dynamic nature of transportation. To maintain the CTMP’s relevance, conformity, and validity throughout its 20-year horizon period, it shall undergo a review and update on an annual basis. This update encompasses all aspects of the document. It includes project identification and prioritization, agency coordination, and community input. Additionally, it addresses financial review, policy and initiative updates, monitoring of progress, and the evaluation of the CTMP’s implementation. It is further suggested that a major refresh or update of the CTMP may be necessary every 5-10 years with the goal of maintaining its relevance throughout time and reestablishing horizon year targets.
Upon completion, the CTMP will be provided to and reviewed by the Miami-Dade Board of County Commissioners (BCC). All subsequent updates shall be taken to the BCC for acceptance of revisions based on the annual update process. The CTMP may be administratively modified by the DTPW Director at any time to include the addition or deletion of projects, or to reflect accurately changes in the project scope, costs, or status. The CTMP may be utilized to support grant funding opportunities and such modifications may be needed to effectively compete for and secure funding. These modifications shall be documented as part of the CTMP annual update process.
To maximize the effectiveness of the CTMP, the update period needs to be highly coordinated with other important timetables such as the development of the DTPW’s budget, Capital Plans, Transit Development Plan (TDP), and TPO’s Transportation Improvement Program (TIP). As such, the optimal beginning of the CTMP update should be in Spring (May/June) timeframe and should be completed by September of each year. This will allow for the CTMP update results to feed through the DTPW’s Capital Plan, TDP and TIP annual cycles, as shown in diagram on the next page.
The CTMP annual update is estimated to be completed between 90-120 day timeframe. The effort shall commence with community/agency workshop(s) to gather and source information relevant to the CTMP. To assist in gathering information outside of DTPW, the tools referenced in the prior section should be maintained and monitored for changes and additions impacting the CTMP. The information from the tools will serve as a good foundational starting point for these workshops.
The following are the major components to form part of a CTMP annual update:
• County Departments/Agency Coordination
• Biannual Coordination Working Meetings
• Data Source Review and Update
• Policy Review and Update
• Municipal Input Tool Results
• Community Outreach and Input
• Project List Review (Add/Delete)
• Updated Project Prioritization
• Cost Estimation/ Financial Review
• Monitor and Evaluate KPIs
CTMP Annual Update
• Community Outreach
• Project Prioritization
• Data Review
• Modal Gap Analysis
STAKEHOLDER ENGAGEMENT
Project Programming
Annual Update of Capital Improvement Plan (CIP)/ Transportation Improvement Program (TIP) Development
The CTMP Annual Update involves high-level stakeholder and community engagement throughout its development.
Early in Chapters 1 to 4, the development of the Framework was discussed. This Framework was designed to establish a robust policy foundation that guides the CTMP over its 20-year implementation horizon. It ensures that the implemented projects align with the Plan’s vision by establishing goals and performance criteria to monitor the Plan’s success.
The importance of the policy framework lies in its provision of a clear, focused, and measurable plan. Establishing this framework is crucial to build an implementation plan that aligns with the agency’s objectives.
The policy framework helped to inform key items throughout the development of the CTMP, such as the vision, goals, objectives, KPIs, and the project prioritization and sketch planning analysis process. The framework also informed the development of the modal plans and the identification of projects that support the CTMP’s Pillars of Safety, Equity, Resiliency, Connectivity, and Efficiency.
The chart below highlights how the policy framework impacts the development and monitoring of the plan’s progress.
• Mobility
• Accessibility
• Connected Network
• Reliability
• Engagement
• Response to Environmental Threats
• Security
• Strong economy
• Equitable opportunities
Create an integrated multimodal capital and transit service investment plan that advances transportation infrastructure improvements of Miami-Dade County to provide a more efficient, connected, safe and clean transportation system.
• Responsive to Mobility Needs
• Implement Accessible Services
• Promote Multimodal Connectivity
• Establish Project Prioritization
• Develop an Integrated Project Approach
• Equitable Investment Outcomes
• Implement Climate Adaptive Infrastructure
• Safe System Approach (Vision Zero)
• Access Opportunity and Economic Growth
Building on the Framework previously established, the project implementation process is developed. It provides a structured approach that outlines the processes, resources, and coordination necessary to put projects into action. It serves as a roadmap, guiding the transition from planning to execution. The importance of the CTMP’s Implementation Plan lies in its ability to provide clarity and direction, ensuring that all stakeholders have a shared understanding of project’s goals and the steps required to achieve them.
The CTMP’s Implementation Plan is focused on six (6) phases,
- Project Identification and Prioritization,
- Project Planning
- Project Scoping,
- Programming/ Funding
- Project Delivery (Design/ Construction)
- Evaluation & Monitor
The flowchart shown provides an overview of this process.
The Project Implementation Process involves high-level stakeholder and community engagement throughout its development.
The first step of the process is to identify new projects. Project identification can occur in various ways, such as identifying a need, gap, service, community request, or outcome from a previous study. Through this project identification stage, projects are categorized into their respective modes: freight, bike/pedestrian, roadway, or transit, and then further grouped into project types within each mode. These identified projects are then screened through the project prioritization tool, which evaluates the project’s rank in priority based on the criteria established in Chapter 5. The output of this tool is a prioritized list of projects. DTPW can use this list to inform and guide their project implementation efforts, ensuring a methodical, fair, equitable, and efficient process.
The Project Planning phase emphasizes the initial groundwork necessary for unfunded projects to move forward. This serves as the project initiation phase where identified projects are further evaluated to develop project goals, identify stakeholders, explore potential funding opportunities, determine feasibility, etc. that will feed into the scoping phase.
Two key components of this phase are preliminary funding exploration and partner agency coordination. This step emphasizes the initial financial and collaborative groundwork necessary for unfunded projects to move forward, as it helps to identify pathways for feasible well-coordinated and financially viable projects which aids the subsequent scoping, programming, and project delivery phases.
Miami-Dade County has a pavement moratorium ordinance that restricts cutting into the pavement on any County-owned roadway paved or repaved for within the last 3 years. This measure aims to preserve the integrity of recently paved roads. Due to this it is important that projects involving cutting into pavement are well coordinated with other County Departments and agencies to maximize efficiencies, minimize community disruptions, and ensure long-term integrity of infrastructure.
The next phase of the CTMP Implementation Plan is Project Scoping. Project Scoping is a key step in implementation because it establishes a formalized project development process that is focused on further enhancing interagency coordination and communication. It helps to refine the project’s purpose and scope. Key items that are refined through this process include: project purpose and need, stakeholders, community concerns, potential permitting requirements, and preliminary cost estimates. An important component of project scoping is that it helps in assessing potential environmental impacts that might necessitate additional clearances. This process is a key element for effective project delivery because it helps bridge the gap between a project’s planning and design phases.
The project scoping stage ensures that projects entering the DTPW’s work program are synchronized, coordinated, properly scheduled, and funded. Lastly, it is important to note that not all DTPW projects undergo the scoping phase; some transition directly from planning to programming and project delivery based on their nature, magnitude of work or cost as determined by DTPW.
During the programming phase projects are evaluated against each other for programming based on several factors including but not limited to project cost, funding availability, project need, synergy with other projects, equitable distribution, and so forth. The outcome is to determine which projects will be become part of DTPW’s capital program and incorporated into the Miami-Dade County Transportation Improvement Program (TIP), which specifies the transportation improvement to be conducted by the agency over the next five years. Project programming entails prioritizing, and strategically scheduling projects based on DTPW’s programming evaluation and funding availability.
The final phase of project implementation is the Project Delivery Phase, which consists of two key components: Design and Construction. Once a project is included in the DTPW Work Program, it advances to the Design phase. In this phase, project plans are developed based on the outcomes of the scoping process. Depending on the complexity, projects in the design stage may undergo procurement to be designed by a consultant, or they may be designed in-house.
Plans are crafted in various stages, with continuous coordination both internally within DTPW and externally with partners. A critical coordination step occurs at the early design stage (0% to 15%), where the preliminary concept plan is shared with the public and elected officials for review. The concept plans are also circulated internally among DTPW departments, Miami-Dade County Departments, municipalities, utility companies, and other agencies that may be impacted by the project, ensuring comprehensive coordination. Once the coordination process and the various stage of the design are completed, the final design is developed, and the project is prepared to progress to construction and closeout.
The Construction Phase is the final phase of implementation. During this phase, a pre-construction meeting is held to discuss construction activities, review the schedule, and inform coordinating agencies about the impending construction within the project limits. Additionally, DTPW develops public information materials to distribute to the community, providing details about the project and the upcoming construction activities. Once the construction activities are completed, the project is closed out, marking the completion of the Project Delivery Phase, and leading to the post delivery activities that follow.
Monitoring the performance of the CTMP is essential for tracking the plan’s success. This process provides a continuous feedback loop to DTPW on how well projects are successfully implemented.
The CTMP identifies specific, measurable strategies to assess progress. A list of Key Performance Indicators (KPI) has been identified for each mode. These KPIs were formulated in accordance with the project lists of CTMP, as detailed in Chapters 6 through 9. KPIs serve as a valuable tool for evaluating the progress of CTMP project implementation. They offer an assessment of the CTMP’s performance and provide essential information such as:
It’s crucial for the CTMP to establish a timeframe for evaluating the identified strategies. The identified KPI metrics should be evaluated on an annual basis, unless explicitly stated otherwise, to ensure objectives are being met.
The data collected by monitoring the CTMP helps to inform necessary adjustments to the plan, allowing for continuous improvement and successful implementation of the plan.
By keeping a close eye on the CTMP’s implementation, it becomes possible to identify successful initiatives worth replicating and areas that require more attention or resources.
• Increase new on-road facilities (protected bike lanes, buffered bike lanes, conventional bike lanes) by 3 miles annually.
• Increase new off-road facilities (shared-use paths, side paths, multi-use paths) by 18 miles within the next five years.
• Complete 1.8 miles of bicycle facility improvements per year.
• Add 10 miles of new sidewalk, sidewalk gaps, or sidewalk rehabilitation annually.
• Implement 5 pedestrian facility improvement projects per year.
• Capacity Improvements: Implement 15 miles of capacity improvement projects within the next five years.
• Safety, Operations and Traffic calming: Implement 8 safety, operations and traffic calming projects each year.
• Traffic signals: Track the number of ATMS upgraded signals annually.
• Intersection Improvement: Complete 15 intersection improvement projects within the next five years.
• Evaluate and monitor performance at upgraded intersections.
• Capacity Improvement Projects: Implement 3 miles of capacity improvements within the next five years.
• TSM&O: Implement 3 TSM&O projects within five years.
• Track number of projects implemented that improve safety at rail crossings.
• Infrastructure Renewal: Implement 1 infrastructure renewal project each year.
• Transit Service Enhancements: Implement 2 new transit service enhancements each year.
• Transit Hubs: Implement 4 transit hub projects every five years.
• SMART Supporting Infrastructure: Implement 2 SMART supporting infrastructure projects every five years.
• SMART Corridors: Advance all SMART corridor projects within the next 20 years.
• Performance: Monitor systemwide ridership and on-time performance on specific corridors.
A significant focus of the CTMP was to identify synergies between projects to enhance coordination, implement multifaceted projects that advance multiple goals, and minimize disruptions to the community. A project intersection review was conducted. This review overlapped all the unfunded CTMP projects by mode to pinpoint where synergies and opportunities could be generated between projects located within the same vicinity. The intersecting projects are recommended for further evaluation to determine if they could potentially be bundled together to achieve efficiencies in project delivery and funding allocation. A GIS-based analysis was carried out on all CTMP projects with the aim of pinpointing overlapping project boundaries across various modes.
The summary of the analysis resulted in a total of 32 CTMP projects identified that could potentially be consolidated into a single project due to their location and synergistic scopes. Among these 32 projects, 13 were capacity projects that overlapped with 19 bicycle and pedestrian projects. The map illustrates the locations of these overlapping projects. These projects are listed in Table 11.2.
On-Road Facility
Pedestrian Improvements
Capacity Improvement
On-Road Facility
Off-Road Facility
Pedestrian Improvements
Off-Road Facility
Bike Lane
Sidewalk Gap
Roadway Widening
Bike Lane
Shared-Use Path
Framework Plan Top 100 Projects
Shared-Use Path
Pedestrian Improvements Framework Plan Top 100 Projects
Pedestrian Improvements High Injury Network
Off-Road Facility
Shared-Use Path
Pedestrian Improvements High Injury Network
Off-Road Facility
Off-Road Facility
Sidewalk Gaps
Shared-Use Path
Shared-Use Path
Sidewalk Gap
Pedestrian Improvements High Injury Network
Bicycle Facility Improvements Bicycle Facility Improvements
Bicycle Facility Improvements
Bicycle Facility Improvements
Pedestrian Improvements Framework Plan Top 100 Projects
Bicycle Facility Improvements
Off-Road Facility
Bicycle Facility Improvements
Shared-Use Path
A similar review was done to identify intersecting projects between the CTMP safety and operation, traffic calming, traffic signal, and intersection improvement projects against the top 50 unfunded resurfacing projects to identify potential overlaps for further evaluation. The review identified nine resurfacing projects that overlapped with 13 safety and traffic calming projects and one capacity project.
Top 50 Resurfacing Projects
NW 52 Avenue. to NW 57 Avenue and NW 167 St. to NW 183 Street Unincorporated Miami-Dade
NE 8 Avenue to NE 6 Ave. and NE 149 NE to NW 159 Street
NW 6 Ave. to NW 2 Avenue and NW 151 Street to NW 165 Street
NW 115 St. from NW 7 Avenue to NW 27 Avenue
NW 143 St. to NW 139 Street and NW 5 Avenue to NW 2 Avenue
NW 119 St. to NW 121 Street and
2 Avenue to
Unincorporated Miami-Dade
Unincorporated Miami-Dade
Unincorporated Miami-Dade
Unincorporated Miami-Dade
6 Avenue North
37 Avenue to NW S River Dr. and NW 20 Street to NW S River Drive North Miami
Milling and resurfacing roadway pavement and signing and pavement marking improvements, and ped/bike improvements
Milling and resurfacing roadway pavement and signing and pavement marking improvements.
Milling and resurfacing roadway pavement and signing and pavement marking improvements.
Milling and resurfacing roadway pavement and signing and pavement marking improvements.
Milling and resurfacing roadway pavement and signing and pavement marking improvements.
Milling and resurfacing roadway pavement and signing and pavement marking improvements.
Milling and resurfacing roadway pavement and signing and pavement marking improvements.
Milling and resurfacing roadway pavement and signing and pavement marking improvements.
Milling and resurfacing roadway pavement and signing and pavement marking improvements.
The map illustrates the locations of these overlapping projects. These projects are listed in Table 11.3.
Project Type
Project Description
Safety and Operation & Traffic Calming Traffic Circle
Safety and Operation & Traffic Calming Median Footballs
Safety and Operation & Traffic Calming
Safety and Operation & Traffic Calming
Safety and Operation & Traffic Calming
Safety and Operation & Traffic Calming
Traffic Circle/Median Footballs/ Humps
Traffic Circle/Median Footballs/ Humps
Traffic Circle/Median Footballs/ Humps
Traffic Circle/Median Footballs/ Humps
Safety and Operation & Traffic Calming Driver Speedfeedback Signs
Traffic Calming Devices
Safety and Operation & Traffic Calming
Three speed humps on NW 115 St
b/t NW 17 Ave and NW 21 Ct
Two speed humps on NW 115 St
Safety and Operation & Traffic Calming Driver Speedfeedback Signs
Safety and Operation & Traffic Calming Median Footballs
Safety and Operation & Traffic Calming Median Footballs
Safety and Operation & Traffic Calming Median Footballs
Safety and Operation & Traffic Calming Roadway Improvements
Capacity Improvements Widen to 4 lanes
Looking ahead, the CTMP is poised to guide the organization’s planning processes over the next 20 years. The focus of the CTMP extends beyond project implementation, prompting a re-imagining of how transportation infrastructure planning is approached, in alignment with the vision of the CTMP. Not only does the CTMP identify projects for implementation, but it also explores innovative and emerging technologies that are anticipated to shape the future of transportation.
Outlined below is a summary of recommended policies or programs, each embodying the aspiration to further advance the CTMP’s goals:
Policy - It is recommended that DTPW develop a policy and set of procedures to identify roads that could benefit from potential investments to enhance safety for all road users, as part of resurfacing projects. The policy would require a bicycle-pedestrian safety and connectivity assessment to be conducted in the design process for resurfacing projects. This approach would help ensure that DTPW maintains a focus on creating safe, multimodal, connected streets and develops multifaceted projects that advance DTPW’s goals.
Climate Change Adaptability Policy - Establish a policy that requires projects undergoing scoping process to be evaluated for opportunities to integrate sustainable strategies and climate change adaptation methods. This policy should also focus on reviewing the department’s Standard Operating Procedures (SOPs) to identify areas that may need updates to incorporate sustainability and climate adaptation initiatives. For instance, the DTPW’s 2024 Shift 305 Action Agenda highlights initiatives to revise
SOPs to integrate landscape and tree canopy considerations into the Right of Way (ROW) modification process. Such initiatives present excellent opportunities to update standard practices and operating procedures to ensure alignment with CTMP goals.
Innovation Pilot Program - The CTMP is a 20-year plan that guides the development of Miami-Dade County’s transportation network. A focus of the CTMP modal plans was to review and identify emerging technology and innovations. In today’s rapidly evolving world, innovative disruptors in technology are continually influencing how people and goods travel. To position DTPW to rapidly respond and adapt to these changes, it is recommended that DTPW develop a policy program aimed at developing a framework for testing innovative mobility solutions and measuring their effectiveness. The first phase to initiating this program is to conduct a study aimed at developing policy considerations, guidelines, and evaluation methods for delivering pilot projects in a safe, efficient, and cost-effective manner.
Countywide Freight Program - This effort aims to develop a framework that enables DTPW and the County to plan more effectively for freight system enhancement and operations. This initiative requires a review of the existing freight policies and regulations within the County. It also involves referring to the freight needs identified in the CTMP to develop focused regulations, policies, and implement freight projects.
Smart Streets - Smart Streets is an initiative that leverages technology to enhance urban infrastructure, aiming to create more efficient, sustainable, and livable urban environments. The advent of Artificial Intelligence (AI) technologies offers opportunities to utilize machine learning to improve traffic flows, gather data, and understand people’s travel choices. Chapter 8 discussed DTPW’s ATMS program, as DTPW continues to implement the ATMS program, it is recommended to assess if there are new advances in
technologies for which can be used to improve network efficiency. This includes evaluating the feasibility of integrating AI in traffic management and applying machine learning algorithms to predict traffic flows. The program can also concentrate on identifying strategic locations for additional technology investments, such as transit signal priorities, pedestrian and bicycle count technology, or infrastructure upgrades to support automated and connected vehicle technology.
Expand the County’s bicycle and pedestrian program. There is limited data available on bicycle and pedestrian movement. This program is focused on understanding these non-motorized travel trends to provide valuable data for infrastructure planning and help identify usage patterns. In addition to expanding the use of automated counting devices as discussed in Chapter 6, the program is recommended to be supported with a LTS analysis, annual surveys of non-motorized users and periodic origin-destination studies to gain insights into travel comfort, choices and key destinations. This information will assist planners in planning for safety, adequate facilities, and creating intermodal connections.
Safe Intersections for All Program - The Safe Intersections for All Program is designed to take a safe systems approach to intersection design by designing intersections features in a way that anticipate human errors and reduces risk of severe injury or death due to a crash. Both Chapters 6 and 8 discussed the application of innovative intersections. This program shares many synergies with the Vision Zero Program and DTPW should consider incorporating this program into Vision Zero efforts. Safe Intersections for All aims to minimize conflict points, reduce vehicle speeds, improve visibility and provide protective spaces for bicyclists and pedestrians. The objective of this program is to develop innovative design
standards for intersection improvements to address safety and efficiency. The program can target to implement safety measures at key intersection identified under DTPW’s Vision Zero Program.
Green Paint Design GuidelinesDevelop policies and standard Guidelines for the proper application of green paint markings. These markings are used to delineate bike lanes and crossing areas at high-risk intersections and conflict zones and should be included as part of the
DTPW’s Roadway Design Guidelines Update DTPW is responsible for overseeing traffic control devices within Miami-Dade County, by developing standard guidelines for the application of green paint markings for bike facilities it helps to establish a county-wide standard. This will ensure that the public can understand and adhere to the meaning of the green pavement markings and in turn promote safety.
Transit Equity Initiative
- This initiative focuses on enhancing transit service coverage, frequency, and quality to ensure a balanced distribution across all areas of the County, with an emphasis on improving services within underserved communities. This initiative utilizes data-driven assessments and active community engagement to evaluate service coverage in underserved areas, compare service frequency and quality across different demographic regions within the County, and identify barriers to transit access to improve accessibility. The goal of the initiative is to ensure that transit services are equitable and inclusive to the needs of all community members.