Go beyond district-by-district planning. At least one project in each of the five City Commission districts. The five remaining projects should be selected irrespective of the district, based on citywide need and merit.

Safety first. Bicycle boulevards, or “sharrows,” are not acceptable bicycling infrastructure and create unsafe conditions for both bicyclists and motorists. Sharrows require robust traffic calming to be acceptable alternatives to dedicated bike infrastructure. Given the propensity for speeding and the severity of bike and pedestrian crashes around Miami, sharrows should not be among the 10 projects prioritized within this scope.

Centering community context & equity. The projects that would most benefit communities are those where cycling and pedestrian activity are in high demand, whether due to need or preference. Project selection should prioritize neighborhoods with:
a. lower median incomes;
b. higher prevalence of zero-vehicle households;
c. verifiable traffic safety disparities such as higher rates of traffic crashes; andd. high rates of cycling and pedestrian activity.

Network connectivity. Direct connectivity to existing, dedicated bicycle infrastructure and trails, closing gaps and strengthening the existing cycling network.

Multimodal access. Integration with connections to high-ridership transit stops, such as Metrorail and Metrobus hubs, to facilitate first- and last-mile travel, as well as connections to community assets such as schools, parks, businesses, and trails. These projects should include appropriate bike parking amenities.

Implementability. Prioritize City-owned streets to reduce jurisdictional delays and speed project delivery.