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FDOT outlines options to add protected pedestrian and bicycle path across William Lehman Causeway
Summary
FDOT told the Sunny Isles Beach commission it is studying alternatives to add a barrier-separated shared-use path across the William Lehman Causeway to improve pedestrian and bicycle connections between Sunny Isles Beach, Golden Beach and Aventura; final alternatives and cost estimates will follow public workshops and a PD&E process that aims to conclude in late 2027.
Florida Department of Transportation staff on behalf of the state presented plans and constraints Thursday for the William Lehman Causeway Project Development and Environment (PD&E) study, saying the work aims to give pedestrians and cyclists a safer way to cross the causeway between Sunny Isles Beach and the mainland.
Jessica Cruz, FDOT project manager, said the study's purpose is not to add vehicle capacity but to "accommodate pedestrian and bicycle activity and also improve the connection between the mainland and the coastal communities." The department and its consultant are evaluating alternatives that include at-grade shared-use paths, widening the existing structure, or a standalone pedestrian/bicycle bridge.
Why it matters: the causeway carries 55 mph roadway traffic and currently offers limited or no continuous pedestrian and bicycle facilities; local elected officials and residents pressed FDOT to narrow options that improve safety and multimodal access without creating new hazards under the bridge.
Roberto Gutierrez, the consultant project manager, described the preferred safety approach as a "barrier separated shared use path," adding that the project must also meet vertical and horizontal clearance requirements at the Intracoastal Waterway. "The goal is to provide what we call a barrier-separated shared use path," Gutierrez said, noting that the 65-foot clearance requirement at the waterway is one of the main engineering constraints.
FDOT emphasized the study will follow the National Environmental Policy Act (NEPA) requirements, analyzing environmental, cultural and social impacts for each alternative. The agency said it began preliminary work in early 2025, held a kickoff meeting that year, and intends to present alternatives at a public workshop and then at a public hearing, with PD&E completion targeted by the end of 2027.
Cost and design trade-offs: FDOT cautioned that construction costs will vary widely by alternative. A standalone pedestrian bridge would be materially more expensive than an at-grade shared path or a widening that uses the existing superstructure. The department said it is coordinating with stakeholders including the cities of Sunny Isles Beach and Aventura, the Brightline station project and local property owners to align connections to US-1, A1A and nearby transit.
Commissioners asked whether privately proposed concepts, such as an elevated tramway advanced by a local resident, would be compatible with the FDOT study. Gutierrez said privately proposed concepts that align with connectivity goals can be considered as part of the alternatives analysis but that FDOT must evaluate engineering feasibility and environmental impacts before selecting an alternative.
Next steps: FDOT will continue technical analyses, hold additional Project Advisory Group meetings, and schedule public outreach events. The department said the PD&E phase will refine alternatives and identify avoidance, minimization or mitigation measures before design and right-of-way steps.
Speakers quoted in this story are Jessica Cruz, FDOT project manager; Roberto Gutierrez, consultant project manager; and Vice Mayor Viscaro, who participated in the Q&A. No construction funding or final design option was approved at this meeting; FDOT said cost estimates will be supplied after alternatives are refined.
