The Bear Cut Bridge connects the island Village of Key Biscayne to the Miami mainland via the Rickenbacker Causeway.
The following public message just came to TransitMiami from Jimmy Martincak, the Road & Bridge Maintenance Superintendent for Miami-Dade County’s Department of Public Works & Waste Management:
Emergency lane restrictions have been implemented on the Bear Cut Bridge along the Rickenbacker Causeway. The Public Works and Waste Management Department is routing vehicular traffic in a counter flow manner on two lanes of the current eastbound portion of the bridge (toward Key Biscayne).
One lane will be used for eastbound vehicular traffic and the other will be used for westbound vehicular traffic (leaving Key Biscayne). This will reduce traffic flow to one vehicular lane in each direction over the Bear Cut Bridge.
Eastbound bicyclists in the bike lane are being directed onto the off road path. Westbound bicyclists in the westbound bike lane are unaffected [emphasis added].
Should you have any questions or concerns, kindly contact our office.
Thank You, Jimmy
James Martincak, Road & Bridge Maintenance Superintendent
Miami-Dade County - Public Works And Waste Management
4299 Rickenbacker Causeway, Key Biscayne, Florida - 33149
Be sure to contact Mr. Martincak with your thoughts on the matter.
Will 2012 be regarded as the year Critical Mass penetrated Miami’s mainstream culture?
There’s no denying it, ladies and gentlemen: The monthly assemblage of what is now consistently 1000-2000 cyclists for Miami’s Critical Mass has hit, or is at least beginning to hit, the mainstream.
Yes, of course, we have the brouhaha generated by certain celebrity athletes’ participation at recent rides. If you’ve missed it, here’s just one tiny sample of the coverage of recent Critical Mass appearances by the likes of basketball idols Dwayne Wade and Lebron James.
As with all cities, but with Miami in particular, the presence of high-profile figures makes things buzz just a bit more loudly and brightly. Their presence has undeniably elevated the event’s public profile in a positive way. Thank you, basketball superheros!
As a quick aside, though, in the opinion of this humble author, if we wish to see these guys at future rides — which would be great for the Miami biking community — we should probably not hound them with fanatical human-worshiping behavior. Let them embrace the ride in its raw, unadulterated-by-celebrity-fixation glory like any other Miamian.
Twenty-twelve was critical for Critical Mass in ways that go beyond the mere presence of famous athletes, though. Most importantly, the past year saw a virtually exponential increase in ridership.
I don’t have any solid data (does anyone?), but there’s a distinct impression that the number of riders averaged around 500 in 2011 while averaging around 1000 in 2012 (plus or minus a few hundred, depending on the month, weather, and maybe even the alignment of the planets — who knows!?)
What’s important to understand, though, is that Critical Mass reached a certain threshold in 2012. Throughout the course of the past year, word has spread farther and wider than ever before on the wonders and excitement of this cherished celebration of cycling and community.
It’s penetrated beyond the sub-cultural circles of fixie-riding hipsters; latex-wearing roadies; cruiser-riding beach bums; blinged-out, low-riding gangsters; your grandma and grandpa; and all other bicycle geek squads of various sorts (including nerdy blog writers).
Indeed, it’s now even reached the radars of Miami’s basketball legends-in-the-making.
The point, however, is that Critical Mass brought D-Wade and King James; they didn’t bring Critical Mass.
Dare I also go so far as to posit that in 2012 Critical Mass even served diplomatic purposes by further consolidating bilateral relations between the United States and at least one of its European allies?
We all remember the epic April 2012 Go Dutch! Orange Bike-In Festival!, celebrating Queen’s Day (Koninginnedag) and sponsored by the Consulate General of the Kingdom of The Netherlands.
As with all Miami Critical Mass rides, this righteous event was unofficially organized by the The Miami Bike Scene (at least to the extent that such an inherently organic and self-regulating event can even be ‘organized’ at all).
There are also other qualities marking the Critical Mass rides of 2012 from all previous years. In the preceding years, and even in early 2012, Critical Massers would convene directly beneath the Metrorail and Metromover tracks at the Government Center transit station, where the administrative offices of Miami-Dade County are located.
Now, however, the rendezvous point has reached, well, a critical mass. We now regularly occupy not only the ground floor of Government Center station, but also nearly all of NW 1st Street from NW 1st to 2nd Avenues, with pockets of riders filling other adjacent areas as well. The meeting spot has now become the meeting block.
The city’s public safety crews are now much more sympathetic and cooperative with the event too. I personally remember my earliest masses when I would hear rumors floating through the crowds that cops were vigilantly ‘giving citations’ and that riders needed to ‘watch out for cops’.
Such hearsay, whether legitimate or not, cast a sort of perceived antagonism between cops and mass cyclists. These days, though, I don’t hear any of that nonsense, and I’m glad for it too! In fact, the only interaction I witnessed between the cyclists and cops at this past weekend’s ride was quite heartening: patrol cars waited patiently for 10-15 minutes for the bulk of the mass to get through.
Also, as was recently reported on an extremely prestigious, high-profile news source, our Friendly Neighborhood Spider-Man was seen protecting Critical Mass riders as they made their way through the city.
With public defenders like Spidey (or at least a cool firefighter dude dressed-up like him) climbing street-lamps to demonstrate their good-will toward cyclists, one finds it difficult to deny that Critical Mass has indeed made it to the big leagues of Miami’s collective consciousness.
So, our dearly beloved readers, we ask you to give us your reflections on the past year of Critical Mass . . .
Will you remember 2012 as the year Miami’s Critical Mass went mainstream?
Whatever the case, while 2012 was unquestionably a great year for Miami Critical Mass, I’m pretty sure it’s only going to get better in 2013.
Happy New Year, Miami!
Are you a beginning cyclist and think Critical Mass is only for hard-core riders?
If so, you’re absolutely wrong. Critical Mass is for riders of all skill-levels and all ages. There is no club or organization that runs the show. There are no membership fees or special invitations required. In fact, if you’re looking for an invitation, here it is: You are invited!
We meet the last Friday of every month at Government Center Metrorail station — you won’t miss us. Arrive between 6:45 and 7:00pm. We leave at 7:15pm. Check out The Miami Bike Scene for details on the monthly ride.
There is, however, one group who we strongly advise NOT to attend Critical Mass: super villains and bad guys!
That’s right, you read it correctly, all you crime-seeking punks! Want to test your luck? Ha! Well, I’d give it a second thought if I were you.
‘Why’, you ask? I’ll tell you why! As a matter of fact, I’ll show you why!
Dear City of Coral Gables,
I love you. You truly are the City Beautiful, a title and reputation well deserved and well maintained. (Well, at least when you’re not knocking out your own teeth by forfeiting precious building space for a parking lot).
Despite my deep affection for you, you lovely gem of a greater Miami municipality, you disappointed me today.
I love riding along your M-Path curves, but I will not tolerate one of your very own Public Works Department employees coming between us like this.
If this is going to work out, you’ll have to promise that you’ll never again allow one of your city employees to violate our relationship. I better not encounter a motor vehicle on the M-Path ever again, especially not one bearing your city seal and colors.
I strongly doubt you’d allow one of these guys to block one of your motor vehicle lanes. Who do you think you are allowing them to block a multi-use path?!
As reported earlier this month by our friends over at Curbed Miami, the long-anticipated, long-stalled Brickell Flatiron Park has finally materialized.
Curbed Miami has extensive coverage of the park, with multiple images provided by Transit Miami’s own Craig Chester.
Here are a few more shots of the newly materialized public space. This section of Brickell now has a nice little wedge of accessible park space from which to peacefully gaze and reflect upon the dynamic urban morphology surrounding it.
With the incipient rise of Brickell CitiCenter just to the north of Mary Brickell Village, this northwest section of the Brickell neighborhood is truly becoming the new hallmark of Miami urbanism.
Now all that’s left is making sure Brickellite yuppies — for so long bereft of such an open public space to call their own — know what to do with their new neighborhood amenity.
Transit Miami’s advice: just sit back and enjoy the growing spectacle your city has to offer.
TransitMiami is excited to share the latest images of the possible Metrorail train car fleet! We should be seeing one or more of these proposed machines in operation by the first quarter of 2015.
We were provided with exterior and interior renderings for three (3) fundamentally new Metrorail vehicle models:
Each of these models bears a distinctive livery (design scheme / insignia):
- SPOON — “Neon”
- RING — “Shark” & “Shark Y”
- SHIELD — “Status”
Armando Garcia, a Transit Miami reader from Oakland, CA took the time to write this excellent response following the Wynwood Arts District Association rejection of the idea for a ‘open streets’ event during Second Saturday’s ArtWalk.
I’m glad you guys are making progress. I want to write a detailed comment in your support.
The suggestion made by Mr. Lujambio that closing off the street for Art Walk will cause confusion for motorists is questionable. I admit to being native but not local to Miami, and I have not attended Art Walk. But in my new home of Oakland, CA, we have a similar event called Art Murmur.
Art Murmur has grown astoundingly from a night for neighborhood gallery openings, to a humongous monthly event closing several city blocks, hosting over twenty mobile food vendors and several DJs and bands performing. The fact is that before streets were closed, the sidewalks were becoming VERY overcrowded. Walking up the sidewalk felt like pushing your way through the crowd at a Crystal Castles show. Pedestrians sporadically spilling onto the major avenue that flanked the event created accident risks for themselves and motorists, and major confusion was caused for any motorists trying to make their way through the smaller downtown streets. The swarm of pedestrians jaywalking was very difficult to navigate.
I believe the initial response was to close off one block or two, but I know as the event grew, their response was to close several streets to motorists, and provide temporary traffic controls (police officers, flaggers, parking attendants, cones, clear signage, etc) to appropriately guide motor traffic through and around the event and control the flow of pedestrians.
My point is that as attendance grew, closing streets and controlling motor traffic helped PREVENT confusion and provide clear traffic routes, not the opposite. It was before they closed streets that driving through this event was a confusing nightmare. The WADA needs to watch their event closely as attendance grows, and recognize that if attendance continues to grow, they will be forced to eventually consider closing streets. It will be the only way to provide maximum safety for Art Walkers on foot, and minimum frustration for motorists.
The benefits of open street space shouldn’t be ignored, either. Our event in Oakland now hosts large art projects and art cars in the streets, as well as many more local merchants and mobile food vendors. Closing the streets allowed the event to grow into a diverse and intense representation of Oakland’s culture. You can imagine that the economic benefits of managing and stimulating the event’s growth haven’t been condemned by anyone.
Miami is a city that needs more outlets for its rich culture and I want to see it one day. I hope that the vision for Art Walk is as big and exciting as Miami’s true potential is.
Thanks Armando for your letter.
A Transit Miami tipster sent us these photos of Miami Police officers parking in the bicycle lane and sidewalk on South Miami Avenue in Brickell for an urgent emergency - a break at Smoothie King. Our source tells us that the cruisers even had their flashing lights on. This was taken at 5:30 pm on October 3rd, just as rush-hour reaches full swing and the motorists in Brickell are aggressive as ever, bullying their way through pedestrians in crosswalks on their march to I-95. Maybe they could be handing out some tickets and warnings instead?
At least they could keep one of Brickell’s only bicycle lanes clear while they enjoy their break.
Tell Miami Police Cheif Manuel Orosa (firstname.lastname@example.org) that this behavior is unacceptable, especially given the tragically high level of pedestrian and cyclist injuries and fatalities in Miami.
A few days after we published Leah Weston’s letter lambasting the Miami Trolley service for poor service and planning, the City of Miami responded with their side of the story. See below for the response.
Dear Ms. Weston,
Thank you for taking the time to provide feedback on your experience with the Miami Trolley. As a new service, the office of transportation is continually working to make the Miami Trolley a more convenient transportation alternative in the City. Please be assured that we are taking your comments into consideration and are working to resolve the problem. In the meantime, we would like to address your concerns with a brief response to your e-mail. Please read below.
1. The Trolley is completely unreliable.
The City of Miami is aware of the issue of inconsistent headways and is working on possible solutions. Traffic congestion, lane closures, and the opening of the Brickell Avenue Bridge impede vehicular traffic thus creating challenges to maintain consistent and reliable headways.
To rectify the issue, the City is working closely with Limousines of South Florida (LSF), the company contracted by the City to operate the trolleys, to resolve this problem. Drivers are required to maintain regular radio contact with the dispatcher to ensure proper spacing. When the trolleys begin to bunch, the drivers of the trailing vehicle are asked to wait at the next stop to establish proper spacing. This is a temporary solution as we hope to resolve the problem by introducing technology into the program as many other transit agencies do. For further information, please refer to the answer to question # 2.
2. Why is there no way to track the trolley…?
The City is working to establish GPS-based monitoring of the trolleys in the coming months. This technology will accomplish a number of things: First, City and LSF staff will track trolleys remotely, facilitating the identification and correction of vehicle bunching. Second, the GPS tracking will allow riders to access the trolley website to determine the Estimated Time of Arrival (ETA) at their stop.
3. Whoever designed the stops at Brickell Station lacks complete common sense.
The northbound and southbound trolleys overlap at the Brickell Metrorail station but have two separate stops. The ideal situation would be to have both stopping at the same location. The northbound has to stop closer to SW 10th Street to be able to make the turn under the Metrorail. Due to bus bay capacity issues, the City decided to move the southbound stop further south next to the Metromover station. At times, both routes arrive at the same time. We acknowledge that sometimes the southbound trolley stops at the northbound to drop off passengers. This should not happen as it creates confusion to the passengers waiting for their trolley. We will continue to remind the drivers that southbound vehicles must stop ONLY at the southbound location.
In addition, we are working closely with LSF to make use of the LED marquee signs in the front of each vehicle to have them clearly identified as northbound or southbound.
4. Finally, about a month ago, I dropped my work ID on a trolley.
When you contacted the City of Miami, we forwarded your query to LSF. Unfortunately, an LSF employee had destroyed your ID. This was a simple case of human error. We understand that LSF contacted you, and apologized. We also would like to apologize for the inconvenience this incident has caused you.
We appreciate your comments and please do not hesitate on contacting us with comments or concerns.
Carlos Cruz-Casas, P.E.|Assistant Transportation Coordinator
City of Miami - Office of the City Manager/Transportation
You are invited to attend the ***FREE*** alternative fueled vehicle roadshow event in Miami.
A statewide vehicle showcase tour and series of presentations on the economics and practicality of implementing alternative fuel transportation solutions for industry and government, using natural gas, propane, biofuels, and electric vehicles.
Registration is required for this free event:
Wednesday, September 19, 2012 — 9:00am-noon
701 NW 1st Court
Miami, Florida 33136
Political will and courage is necessary to step Miami’s bicycle network up a notch.
Sharrows. Chevrons. Shared lane markings. Little painted bicycles on the street.
Like fungi after a spring rainfall, Miami has seen a rapid proliferation of these markings on her streets, designed to remind motorists to be aware of cyclists and their right to the lane. While the markings are a welcomed improvement to our otherwise naked, auto-dominated streetscape, the sharrow boom is raising some concerns in Miami’s cycling community and beyond.
Has the the sharrow obsession come at the expense of more substantial bicycling infrastructure?
Sam Ollinger at Bike San Diego argues that her city has fallen into this trap, using sharrows as copout to real change.
“In the last year, San Diegans have seen the increasing number of shared-lane markings, also called “sharrows.” Sharrows are appearing everywhere: Adams Avenue, Park Boulevard, Broadway, El Cajon Boulevard, Grand Avenue, Voltaire Street, Chatsworth Boulevard, Hotel Circle South, Pacific Highway and more. However, these sharrows are being used as a cheap band-aid instead of implementing real change on our roadways that would increase the number of people riding their bicycle for transportation or recreation.
For starters, San Diego’s Bicycle Master Plan recommends sharrows on roadways that are too narrow for bike lanes. Sharrows are recommended on roads that have a minimum width of 14 feet. Bike lanes are recommended on roads that have a minimum of 15-17 feet. El Cajon Boulevard, for example, has three travel lanes in each direction – it has more than enough room for a bike lane.”
The same argument can be made for Miami. When I take a look at our current bicycle lanes, I cannot imagine a single one that required the removal of a vehicle travel lane or parking. It seems that Miami’s current bicycle lane striping, like on S. Miami Avenue in Brickell, NW 1st Avenue in Overtown, on Coral Way through the Roads for example, was the “low-hanging fruit”, meaning that the existing pavement was wide enough to add bicycle lanes without a significant alteration of the existing street configuration, save perhaps narrowing the travel lanes a foot or two. It’s a commendable feat, but what needs to come next are the “hard miles” of lanes to achieve connectivity and encourage ridership.
What are “hard miles”? New York City DOT commissioner Janette Sadik-Khan used the term in a November article for the New York Times. Hard miles, Ms. Sadik-Khan puts it, are bicycle lanes in the densest, most contested parts of town to achieve connectivity with the lanes that were easier to complete. Many of the 280 miles of bicycle lanes NYC has built in the last four years have been of the “hard mile” variety.
Miami’s answer for the “hard miles” seems to be the cheap sharrow. And it ‘aint cutting it anymore.
One of the loudest gripes with Miami’s current bicycle infrastructure is the lack of connectivity, where lanes seemingly begin and end at random, forming an incongruous network. It’s obvious that the sharrow seems to be the answer du jour. But how effective is this treatment and are they coming at the expense of better, safer facilities?
A recent study of the sharrows on Washington Avenue (.pdf) in Miami Beach showed that before sharrow implantation, 55% of bicycle riders were on the sidewalk. After the sharrows, that number reduced to 45%. Clearly, many riders still feel safer on the sidewalk, despite the painted bicycle in the middle of the road. The sharrows are probably doing very little, if anything, to encourage would-be riders to take to the streets.
From the Bike San Diego piece:
A recent report from the Mineta Transportation Institute, an institute that was established by Congress to research “multimodal surface transportation policy and management issues”, concluded that in order to attract a wide segment of the population, a bicycle network’s most fundamental attribute should be low-stress connectivity, that is, providing routes between people’s origins and destinations that do not require cyclists to use links that exceed their tolerance for traffic stress, and that do not involve an undue level of detour.
Conventional sharrows are not accomplishing the “low-stress connectivity” emphasized in the report. The infographic above is from a study in Portland, OR that found 60 percent of people surveyed were interested in cycling, but concerned for their safety. The “1% strong & fearless” and the “7% enthused & confident” are the ones most likely to appreciate the sharrow. But what about about the biggest chunk of prospective riders? To encourage more people on bikes, we need safe, dedicated infrastructure. And that almost always requires some sacrifice at the altar of the automobile.
In early 2012, I wrote a piece called The Year in Bicycles where I wondered if this would be the year Miami saw it’s first protected bicycle lane. As we approach the annual halfway mark, that question still remains unanswered.
The real question is, when will we see the “hard miles” of bicycle lanes in Miami to enhance and connect our network? Because conventional sharrows aren’t cutting it.
I heart bungalows. One of the best building types, and an endangered species throughout Miami, where it was once widespread. This is exactly the type of housing the City of Miami should be restoring - not tearing down (as they recently voted to allow with a zoning change along 12th avenue - a bastion of bungalow frontage). Check out some of my favorites from around East Little Havana….
Marlins need to step up to the plate and encourage healthy transportation.
The Miami Marlins won two games over the Colorado Rockies earlier in May, but they’re taking us to school out in Denver on encouraging healthy ways to get to the ballpark.
Below is an e-mail from the Colorado Rockies announcing their “Bike to the Game” event. Fans that bike to Coors Field this Sunday will enjoy free, attended bicycle parking and can enter a drawing for fun prizes which include a chance to take batting practice with the Rockies before a game. The rest of the e-mail highlights other initiatives the Rockies undertake to improve their community, including a season-long program in which the team plants a tree for every home run hit.
The Rockies aren’t alone in their active transportation initiatives. Other teams like the Washington Nationals, San Francisco Giants, Chicago Cubs and others offer free bicycle valet and other benefits for those that leave the car at home.
Contrast these programs with the Miami Marlins idea of “bike friendliness” which includes bicycle racks in the middle of car-clogged parking garages and a few hitches around the stadium. The list pretty much ends there.
If you are curious on how to get to Marlins Park by bicycle or on foot, prepare to dig through the team website to find any helpful information. Bicycle and pedestrian directions are buried at the very bottom of their “Parking at Marlins Park” page. This begs the question - why would pedestrian directions be under the parking information? By putting this information last, it makes walking or biking seem like the least attractive option. This of course, is pretty misguided - The Miami New Times already proved that biking is the fastest way to get there.
The included area map is also tremendously disingenuous, as it includes routes labeled as “funded greenways”, “funded sharrows” and “funded bicycle lanes” which don’t exist yet. The Marlins also consistently brushed off requests from the City of Miami to assist in making the area more bicycle friendly. The team did widen a few sidewalks immediately adjacent to the ballpark.
The bicycle racks the Marlins installed are like putting a dollar bill inside a wasps nest. Your average Joe probably isn’t going to stick their hand inside. Despite some quiet Little Havana streets around the stadium that are easily navigable and pleasant for riding, many fans are unfamiliar with them. The arterials of NW 7th St and NW 17th Ave are downright hostile and nasty - for motorists as well. The Marlins do absolutely zero to encourage riding to the game like other teams do, including the Rockies.
Even more bewildering is that despite the new stadium being recently awarded a LEED Gold certification, the Marlins have no active transportation programs for their fans. LEED (Leadership in Energy and Environmental Design for New Construction) is a rating system designed by the United States Green Buildings Council to guide newly constructed, high-performance buildings that minimize their impact on the environment, are operated in a more efficient manner and are healthier for those who use the building.
But how the majority of fans are arriving to the park is anything but “green”. Attendance at the park is already waning. The Marlins should step up to the plate, follow the lead of other teams and encourage more active transportation to the ballpark.
The cost is minimal and the greater Miami community will appreciate the outreach from a team in desperate need of improved public relations. Bicycling isn’t a fringe activity in Miami any longer and the Marlins should take notice.
(Updated 5:05 pm) The Marlins can show their interest by supporting the upcoming Green Mobility Network Marlins Stadium Ride. Working together with City of Miami Bicycle Coordinator Collin Worth, GMN will be identifying the best routes to the stadium, and will be having a kickoff ride June 30 to “show residents of Miami that it is possible to bike to the Marlins stadium,” according to organizer Eli Stiers. Time for the Marlins to step up to the plate.
LISTEN TO THE LATEST TALKING HEADWAYS PODCAST
Find us on Facebook
Subscribe via Email
TagsBicycle Bicycle Infrastructure bicycles bike lanes Bike Miami Days Bikes bikeway biking Brickell bus Calendar Climate Change Coconut Grove complete streets Congestion Cycling Downtown Miami Downtown Miami FDOT MDT Metromover Metrorail Miami Miami-Dade County Miami-Dade Transit Miami 21 Miami Beach Miami Dade Parking Parks Pedestrian Pedestrian Activity Pedestrians Pic o' the Day Public Transit Rickenbacker Causeway Sprawl Streetcar Traffic Transit Transit Oriented Development Transportation Tri-Rail Uncategorized Urban Planning